On September 10, 1994, at 1539 eastern daylight time, a Piper PA-28R-201T, N47457, owned and operated by Roger H. Johnson, of Stow, Ohio, made a forced landing in Lockwood, West Virginia, after smoke appeared in the cockpit, and the engine lost power. The airplane received substantial damage. The pilot received serious injuries and the passenger received minor injuries. Visual meteorological conditions prevailed and the flight was operating on an Instrument Flight Rules (IFR) flight plan under 14 CFR Part 91. In the NTSB Accident Report, the pilot stated: We were cruising at 5,000 ft with the plane running smoothly. No instruments gave any indication of approaching danger. [I] asked for clearance to go to 10,000 ft. At about 7,000 ft, [I] smelled something burning, and that quick smoke came into the cockpit. I was in contact with Charleston, West VA, approach at that time. Went through emergency procedures. Engine failed, restarted, and failed again. Notified Charleston of immediate danger and requested a place to land. The nearest airport was Sumersville, West VA, approx 11 miles away. At about 7 miles from airport, could no longer clear ridges. Looked for and found a field to land on The terrain was very mountainous.... When interviewed the pilot reported he though the smoke was electrical in origin. During the forced landing, the airplane went under electrical wires, and over a fence. The landing gear was lowered and then the airplane was turned left and intentionally stalled to avoid a house. The airplane touched down in a watermelon patch. The landing gear collapsed and the left wing was bent. The airplane was examined by representatives from the Charleston, West Virginia, Flight Standards District Office (FSDO), and a representative of Continental, the manufacturer of the engine. Additional examinations were conducted on the magneto harness. A detailed examination of the engine revealed the magneto harness had been exposed to heat. When tested the harness leads shorted and would not conduct electricity. Additionally, there was evidence of heat where a fuel manifold vent line was routed through the area of the right hand magneto. It was described as having heat damage near the clamp, but above and below the clamp was not heat damaged. According to a letter from George Hollingsworth, of Continental, "...All fuel lines were inspected for routing and security: no discrepancy was noted...The exhaust system and the turbocharger manifolds were examined for leaks; none was found. According to a letter from Kenneth R. Leighton, Principal Maintenance Inspector, Charleston, West Virginia, Flight Standards District Office, "...I was unable to determine the probable cause of all this damage..."