On April 23, 1999, about 1434 central daylight time, a Cessna 182K, N2699Q, registered to Georgia Aircraft Sales, Inc., experienced a loss of control while landing at the Picayune Pearl River County Airport, Picayune, Mississippi. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot and passenger sustained minor injuries. The flight originated at 1215, from the Troy Municipal Airport, Troy, Alabama. The pilot stated that he made a hard landing in a crosswind and at that time, the nose landing gear was damaged upon the initial impact. During the landing roll after the nose landing gear contacted the runway, the airplane made a violent and uncontrollable turn to the left. The airplane veered off the runway and collided with a fence. A witness reported seeing the airplane flying at a high rate of speed about 100 feet above runway 23, then noted that the airplane bounced about 25 feet then pitched down sharply. The nose landing gear wheel then contacted the runway and the airplane began "oscillating." After one or two oscillations, the airplane remained on the runway then veered sharp to the left. The airplane departed the runway, rolled onto grass, and through the airport fence at about a 45-degree angle. That same witness reported that the wind speed was very high from the southeast and was gusting "fiercely." Another witness reported that he observed the airplane touch down first on the nose landing gear about 500 feet from the displaced threshold for runway 23. The airplane then bounced into the air about 8 feet and the airplane touched down and bounced two more times before he lost sight of the airplane due to obstructions. Examination of the runway and airplane was accomplished 3 days after the accident by the FAA Inspector who spoke with the pilot. The first point of contact on the runway was located approximately 2,300 feet down from the approach end of runway 23. Rubber transfer 6 feet in length associated from the left main landing gear was the first mark noted on the runway. The next rubber transfer on the runway which was 25 feet to the right of the runway centerline, was associated from the nose landing gear. That rubber transfer continued for a total of 25 feet, of which 7 ground scars perpendicular to the rubber transfer were noted covering a total length of 19 feet. The ground scars measuring 19 feet were associated with propeller to runway contact. Located slight beyond the beginning point of the rubber transfer from the nose landing gear tire, began rubber transfer from the right main landing gear tire which measured 16 feet in length. There was no evidence of marks for the next 123 feet, where, at which location, rubber transfer from the nose, left main, and right main landing gear tires was noted. Additionally, five perpendicular ground scars associated to propeller to runway contact were noted at that same location. Rubber transfer from the nose landing gear tire was very dark, wider than the tire itself, and absent of tread marks. The second set of marks continued for about 20 feet down then runway then began veering to the left. The airplane departed the left side of the runway, collided with a chain link fence that borders the airport, and came to rest approximately 4 feet onto a roadway that borders the airport property. A weather observation taken approximately 11 minutes before the accident at the Slidell Airport, which is located 12.4 nautical miles and 204 degrees from the accident airport, indicates that the wind was from 160 degrees at 13 knots. There were no reports of wind gusts.