Narrative:

We had a normal and uneventful flight; where we were landing for fuel en route to ZZZ. I was PIC; in the left seat; and my [passenger] was assisting with radios from the right seat. We requested and received the GPS approach. Weather was reported as good; with winds from 270 at 8 knots. A call to the tower confirmed that the runway was dry and clear. My approach was perfectly normal and stable; I was on the glide slope and localizer; did a final check from my checklist; used the red autopilot disconnect button on the yoke to disconnect the autopilot; corrected slightly to the right to line up with the centerline; and came over the numbers; centered; at 90 knots. I brought the power to flight idle; held the nose off and landed on the main landing gear. When I lowered the nose and the nose wheel touched down; the plane swerved wildly from one side of the runway to the other; with widening oscillations. I could not control it; and it exited the runway to the right and came to a stop in snow-covered dirt. The nosewheel was collapsed and the prop had struck the ground.I met with [an official] the following day and also spoke with them by phone to answer some further questions a day or so later. They had examined the checklist in the plane and noted that a final check of the autopilot and yaw damper were not included on the checklist. I had never thought about that because the checklist includes disengaging the yaw damper and bringing the rudder trim to 0 degree during the descent.as I replayed this incident over and over during the last week or so; I can't come to a definitive conclusion about what I might have done to prevent and/or correct it. I don't know my actual speed when I lowered the nose; but I do know that my prelanding speed was what it should have been; and the correct touchdown speed of the plane is just 5 knots lower than that. I've never before experienced loss of control like this; and I don't think my initial use of rudders or brakes was different from the way I've been trained and the practices I've used over the years. I do take seriously the comments about the checklist I use and will include a final autopilot and yaw damper check in my prelanding checklist; in the same way that the poh includes it.I'd be happy to answer any further questions that are not adequately addressed in this statement of the incident as I experienced it.

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Original NASA ASRS Text

Title: Pilot of PA46 reported loss of controllability resulting in a runway excursion after nose gear collapse and prop strike.

Narrative: We had a normal and uneventful flight; where we were landing for fuel en route to ZZZ. I was PIC; in the left seat; and my [passenger] was assisting with radios from the right seat. We requested and received the GPS approach. Weather was reported as good; with winds from 270 at 8 knots. A call to the tower confirmed that the runway was dry and clear. My approach was perfectly normal and stable; I was on the glide slope and localizer; did a final check from my checklist; used the red autopilot disconnect button on the yoke to disconnect the autopilot; corrected slightly to the right to line up with the centerline; and came over the numbers; centered; at 90 knots. I brought the power to flight idle; held the nose off and landed on the main landing gear. When I lowered the nose and the nose wheel touched down; the plane swerved wildly from one side of the runway to the other; with widening oscillations. I could not control it; and it exited the runway to the right and came to a stop in snow-covered dirt. The nosewheel was collapsed and the prop had struck the ground.I met with [an official] the following day and also spoke with them by phone to answer some further questions a day or so later. They had examined the checklist in the plane and noted that a final check of the autopilot and yaw damper were not included on the checklist. I had never thought about that because the checklist includes disengaging the yaw damper and bringing the rudder trim to 0 degree during the descent.As I replayed this incident over and over during the last week or so; I can't come to a definitive conclusion about what I might have done to prevent and/or correct it. I don't know my actual speed when I lowered the nose; but I do know that my prelanding speed was what it should have been; and the correct touchdown speed of the plane is just 5 knots lower than that. I've never before experienced loss of control like this; and I don't think my initial use of rudders or brakes was different from the way I've been trained and the practices I've used over the years. I do take seriously the comments about the checklist I use and will include a final autopilot and yaw damper check in my prelanding checklist; in the same way that the POH includes it.I'd be happy to answer any further questions that are not adequately addressed in this statement of the incident as I experienced it.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.