On May 21, 2018, about 1310 eastern daylight time, a Cessna 421-C, N427JM, was substantially damaged when it was involved in an accident near Sandersville, Georgia. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that the flight was uneventful; during the landing approach, he placed the landing gear handle in the down position and received three green landing gear lights, indicating that the gear was down and locked. He stated that, after the main landing gear touched down, “he didn’t feel any resistance from the nose nosewheel” when it settled onto the runway. The airplane continued to settle, and the nose impacted the runway. The pilot maintained directional control and attempted to maneuver the airplane off the runway onto a taxiway with differential braking as it skidded to a stop. After the airplane stopped, the landing gear position lights indicated that all gear were down and locked. A mechanic saw the landing and reported that the airplane looked “normal” on final approach. He heard the main landing gear touch down, followed by “something dragging.” After the airplane came to rest, he checked on the condition of the pilot, then attempted to remove the airplane from the runway. During the attempt to move the airplane from the runway, they lifted the nose off the ground, tried unsuccessfully to get the nose landing gear into the down and locked position, and ultimately strapped the landing gear in place to move the airplane. Examination of the airplane by a Federal Aviation Administration maintenance inspector revealed substantial damage, including buckling of the airframe on both sides of the nose landing gear well, and abrasion through to the airframe on the bottom of the nose and fuselage. The nose landing gear actuator was removed for detailed examination. The actuator was tested in the locked and unlocked position at the correct pressures with no leaks or discrepancies noted.; however, the green safe switch remained illuminated during the entire test, indicating a defective switch. The switch was brittle and appeared “very old.” A review of the airframe maintenance logbook revealed that, during the most recent annual inspection on July 10, 2017, a landing gear retraction test was conducted per the manufacturer’s service manual with no defects noted. On April 27, 2018, a logbook entry showed a main landing gear irregularity that was corrected. The landing gear was cycled 10 times with no defects noted with the nose landing gear.