On October 1, 2016, about 1808 eastern daylight time, a Cessna 172S airplane, N497SJ, was substantially damaged when it was involved in an accident near Fort Lauderdale, Florida. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot's preflight inspection revealed no anomalies, and he determined that the engine contained 7 quarts of oil. He taxied to the runway, completed an engine run-up, and was cleared for takeoff. The pilot applied full throttle and checked that all engine instruments were in the "green arc," including oil temperature and oil pressure. At 2,500 feet mean sea level (msl) and 5 nautical miles northwest of the departure airport, the pilot noticed the oil temperature indicated 245°, or redline. The pilot contacted air traffic control and requested to return to the airport; shortly thereafter, the engine began running roughly. The tower controller cleared the pilot for landing, and upon touchdown, the airplane bounced and came to rest on the runway. The pilot stated that he did not go around or abort the landing because of the potential engine issue. On-scene examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the airplane contacted the runway on the nose landing gear, which was bent forward and had collapsed into the firewall. The propeller struck the runway, damaging both propeller tips. Oil was seeping from both sides of the engine cowling, both of the access doors on the cowling, and from underneath the cowling. The engine oil quantity dipstick indicated that about 3 quarts of oil remained in the engine. The oil appeared clear and free of contamination. Examination of the engine under supervision from an FAA inspector revealed no hidden damage; however, the vernatherm, would not close. The vernatherm is a thermostatic oil cooler bypass valve which allows cold engine oil to bypass the oil cooler, then closes when the oil temperature reaches about 180°F, forcing the engine oil to pass through the oil cooler. Review of air traffic control audio recordings revealed that, when providing the landing clearance, the tower controller advised the pilot that the wind was from 080° at 9 knots gusting to 18 knots, which would have resulted in a 50° left crosswind component of between 7 and 14 knots for the landing runway. According to the Cessna 172S Pilot’s Operating Handbook, the maximum demonstrated crosswind velocity was 15 knots.