Glasair III pilot reported misjudging the height from flair to touchdown and the aircraft touched down firmly; the aircraft nosed over; nose gear collapsed and the aircraft skidded to a stop.

Narrative

I was the PIC on a two leg trip planned from ZZZ to ZZZ1 to ZZZ2 during day VFR VMC. The day prior I had returned from a trip to ZZZ3 in the same aircraft. Previous to that trip the aircraft had come out of annual condition inspection and was without any open maintenance actions or inoperable equipment. I had more than adequate rest the night prior and there was ample time to complete the trip to ZZZ2; which would take about 1 hour and 15 gallons of fuel once we left ZZZ1. My passenger and I had a room waiting for us at a [hotel for an event that evening]. I was loaded with 56 Gallons of fuel; 2 passengers and 30 pounds of bags. Weight and balance was inside all limits; with aft CG being the most closely monitored. We arrived at ZZZ where I cleaned the bugs off from the prior day's flight; preflighted the aircraft and loaded the bags and my wife into the aircraft. Startup; taxi and take-off were uneventful. We had to wait for a bit at the hold short for the oil temp to get to 100 degrees since it was a cool morning. Preflight checks; run up and take-off checks were uneventful and accomplished by using a paper checklist and verbalizing each item. I briefed my passenger on the take-off we would be using (climb out at 140 kts; left turn out climbing overhead to the northeast) and what they could expect if we had an engine problem or other emergency on take-off; including that I intended to land ahead if we were below 700 ft. and turn back to Runway XX if we were approaching or above 1000 ft. I briefed them on when to open the canopy either in flight or on the ground following a forced landing. With run ups completed and everything normal I asked if they were ready; made my radio call and took the runway; confirming the electric fuel pump on and that we were taking Runway XY (winds light and variable). I made a point of verbalizing all of this because this was my passenger's second trip in the airplane in as many years so I wanted them to hear all the steps I was going though and understand what I was doing so they could feel more comfortable. And it's just my habit. We climbed out and I noted strong performance; ~800-1000 FPM and normal engine parameters; seeing 400 degrees on the highest CHT. We climbed in the left downwind and then direct to ZZZ1 easily clearing the high terrain to the north of ZZZ. I made a radio call leaving the traffic pattern and switching to CTAF. As soon as we cleared the terrain I started pulling power because we were already just 9 miles out and I needed to start descending to pattern altitude (4000 ft. MSL down to pattern altitude of 2700 ft. MSL). I set 20 inches of manifold pressure and focused on making the radio calls to approach ZZZ1. I chose to put the airport off the left side of the aircraft to observe the wind sock. Seeing the windsock indicating a slight west wind down the runway I continued a left turn to crosswind; and pulled power back to 12 inches; full rich mixture and eased the prop to fine pitch; which helped us slow to gear speed of 120 KIAS. As I continued the turn we were abeam midfield; gear down and locked; I called downwind and completed the landing checklist and pulled back to 9 inches; hitting 100 KIAS and programing 2/3 flaps. In that configuration and power setting I normally easily hit the 90 at 500 ft. AGL and 100 KIAS with a 500-700 FPM descent; which is exactly where I found myself on that day. I called final and added a little power to arrest the rate of descent; intending to land on the numbers. I intended to come in over the displaced threshold; flatten the approach on short final and add power sufficient to get us (literally) over the fence at 80 KIAS and then pull power and flare to land on the numbers. I noted that I was on airspeed but had a higher sink rate and had just started to apply power and flare when to my great surprise the mains struck the threshold; resulting in the nose being forced to pitch over and the nose gear collapsing. All of that seemed tohappen in an instant and we were sliding on the main struts and chin cowling straight down the runway with the prop making turns on the asphalt until it stopped. We continued to slide and decelerate until we came to a full stop on the right side of the runway after about 500 ft. of skidding on the main gear; less the wheels and tires. My passenger exited the aircraft before I did as I made sure all the switches were off and fuel secured. Then I exited. We were uninjured; but rattled. The person we intended to meet at the field was there and witnessed the incident. There was also coincidentally another person there who also witnessed the incident. Once it was clear that there was no fire; spillage or injury I began making phone calls to NOTAM the airport and report the incident to the FAA. I called local law enforcement directly and a Sheriff's Deputy arrived at the same time I was calling the non-emergency dispatch number. I reached ZZZ Center through a clearance delivery number after trying the FSDO. The nose gear collapsed up into the gear well with the wheel and tire attached and the gear doors closed and damaged. The town council member informed me that the city refused to remove the aircraft for fear of liability. I contacted a friend with a tractor who assisted with lifting the aircraft off of the runway and setting it down on the north side of the taxiway.Contributing factors: My desire to use the full length of the runway starting at the numbers. The Glasair III is an high performance / high wing loading aircraft and lands relatively fast for a small aircraft. This example has a Vso of 65 KIAS. I routinely touch down at 70-80 KIAS and use ~2000 ft. to roll out with light braking on dry pavement. ZZZ1 is 3491 ft. long so there is no actual need to land on the numbers. I created undue pressure on myself and loss of safety margin in the final approach phase due to an artificial desire to land on the numbers.Runway width Illusion. Nearly all the runways I have operated the Glasair from have been very wide and long in comparison to ZZZ1. I have 95 hours in type. I believe in retrospect that the narrow runway created an illusion of height above ground that I did not recognize in a timely manner and led me to execute a lower than normal final approach path. I did not observe the VASI. Although listed in Foreflight as a 2-box SAVASI; I did not see any glide path or glide slope indications emitting from the runway environment. As I go and revisit the aircraft to accomplish recovery activities I will look to see if the lights are in fact operational.