On September 11, 2004, about 2040 eastern daylight time, a Cirrus SR-22, N579AL, was substantially damaged while landing at the Waterbury-Oxford Airport (OXC), Oxford, Connecticut. The certificated private pilot and three passengers were not injured. Night visual meteorological conditions prevailed for the personal flight that originated at Morristown Municipal Airport (MMU), Morristown, New Jersey. No flight plan was filed, and the flight was conducted under 14 CFR Part 91. According to the pilot, he arrived at the departure airport approximately 1930, checked weather via computer, then performed a preflight inspection of the airplane. The pilot performed a preflight inspection, boarded his passengers, and started the engine. During the taxi, runup, and takeoff, the pilot noticed no anomalies with the airplane. Once airborne, the pilot received flight following advisories from air traffic control, and the flight progressed without incident. Approximately 8 to 10 miles from his destination, the pilot canceled flight following, and contacted the local controller. Approximately 1.5 miles from the airport, he set the flaps to 50 percent, and intercepted the Precision Approach Path Indicator (PAPI) for runway 36, about 1,200 feet agl. The pilot slowed the airplane to approximately 100 knots, set the flaps to 100 percent, and continued to follow the PAPI to touchdown. The airplane touched down around 85 to 90 knots, left of centerline, and bounced once before departing the left side of the runway. With the airplane off the runway and on the grass border, the pilot decided to abort the landing. He advanced the throttle, and pitched the nose up 10 to 15 degrees above the horizon. The airplane's airspeed was approximately 70 knots, but it did not climb as expected, so the pilot aborted the go-around attempt. He closed the throttle, the airplane touched back down on the grass, and the pilot applied maximum braking. The airplane then struck a parked vehicle, and came to a stop. The pilot did not report any mechanical problems with the airplane, and felt the engine responded appropriately when he advanced the throttle. The pilot also stated that during the go-around attempt, he did not have an opportunity to raise the flaps to 50 percent. When asked how the accident could have been prevented, the pilot stated, "The go around procedure probably should not have been executed. Although the plane slid left, cutting the power would have probably resulted in [the airplane] resting in the grass." According to the Pilot's Operating Handbook for the accident airplane, the procedure for a balked landing/go-around includes applying full power, reducing the flap setting to 50 percent, and maintaining 75 to 80 knots airspeed until all obstacles are cleared.