On May 4, 2003, about 1730 eastern daylight time, a Cessna 182F, N3591Y, was substantially damaged while landing at Fayette County Airport (I23), Washington Court House, Ohio. The certificated private pilot was not injured. Visual meteorological conditions prevailed for the flight that departed Barber Airport, Alliance, Ohio. No flight plan was filed for the personal flight conducted under 14 CFR Part 91. The airport manager stated that he witnessed the accident. According to the airport manager, the accident airplane landed within the first 1,000 feet on runway 22. It rolled about 200 feet, and the nose gear collapsed. The airplane then veered left and came to rest inverted. The airport manager added that the nose gear collapse left scrape marks on the runway. During his first telephone interview, the pilot stated that he landed uneventfully on runway 22, and turned onto a taxiway. While taxiing the airplane to the ramp, the nose gear collapsed, and the right wing struck the ground. The pilot observed that the upper link of the nose gear torque knee had failed. The pilot surmised that a crack formed after the previous annual inspection of the airplane, but was covered by the grease and oil from the engine. He added that the airplane was frequently operated out of rough airstrips. According to his written statement, the pilot landed, taxied to the ramp, shut-down, and used the restrooms. The pilot then went back to the airplane to "trouble shoot" a gear shimmy. While taxiing, the nose gear collapsed. The pilot added that he did not intend to fly, "just taxi." According to his second telephone interview, the pilot stated that he had landed a different airplane uneventfully. He then took the accident airplane for a test-taxi on the runway. When asked about the other airplane the pilot landed, he stated that his legal representative told him not to provide any further statements. The pilot added that the airport manager's statement was incorrect, and the pilot planned to speak with the manager. Subsequently, the airport manager sent a letter stating that he did not observe the pilot, "...acting as PIC in a flight capacity..." The pilot was also a certificated airframe and powerplant mechanic. The pilot stated that he performed the airplane's last annual inspection in May, 2002; however, the pilot could not produce the aircraft logbooks. A Federal Aviation Administration (FAA) inspector observed grease and oil film on the fracture surfaces, consistent with a pre-existing crack. The inspector observed damage to the propeller and two ribs in the right wing.