On January 13, 1994, at 1615 eastern standard time, a Piper PA-28-236, N8117Z, registered to Brusque Enterprises, Incorporated, of Tinley Park, Illinois, and piloted by a private pilot, was substantially damaged during an off airport precautionary landing near Highland, Indiana. Instrument meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 business flight had been operating on an IFR flight plan. The pilot reported no injuries. The flight originated from Harrisburg, Pennsylvania, at 1155 eastern standard time. According to the pilot's statement on NTSB Form 6120.1/2, he was flying N8117Z at 5,000 feet mean sea level (msl) when the airplane's radios began to make noises, "... voices became garbled and indistinguishable." The radios sequentially ceased operation according to the pilot. He said the alternator warning light did not illuminate. He observed a "0" charge on the ammeter when he turned the airplane's landing light on. The pilot stated the terminal forecast for his destination called for overcast conditions at 2,000 feet. Estimating one hour fuel remaining the pilot descended to "... approx 1,200 msl, (and) broke out over unfamiliar farm fields in light snow." Once below the clouds the pilot said the visibility was rapidly decreasing due to an "...increasing snow fall and darkening sky." The pilot said he spent about 45 minutes searching for an airport. Due to the weather and low fuel condition, the pilot stated, he landed the airplane in a farm field. He said the landing roll was a "...reasonably smooth ground roll for some distance when loud noise came from left wing... ." According to the pilot, the left main landing gear and nose gear collapsed shortly after hearing the noise. An on-scene examination revealed N8117Z had landed on a frozen, plowed, corn field. Further examination disclosed the alternator belt had separated from the starter ring and alternator pulleys. The alternator mounting lug had separated from the unit's main case, allowing the alternator to disconnect from its engine mount. The fracture surfaces of the mounting lug and alternator mount were rough and polished. The type fracture could not be determined due to the polishing of both surfaces. The unit had been overhauled on July 27, 1982,and installed on N8117Z, July 3, 1986. The alternator had approximately 700 hours of service on N8117Z prior to the lug failure.