On April 14, 2004, about 2000 central daylight time, a Piper PA-28-180, piloted by a commercial pilot, sustained substantial damage on impact with terrain during a precautionary landing near Columbia Missouri. The personal flight was operating under 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. An Instrument Flight Rules (IFR) flight plan had been filed, activated, and was canceled prior to the intended destination of the Monroe City Regional Airport (K52), near Monroe City, Missouri. The pilot reported no injuries. The flight originated from the Mason Jewett Field Airport, near Mason, Michigan, about 1605 and was en-route to K52 when the precautionary landing was performed. The pilot reported that he checked weather and it was Visual Flight Rules (VFR) weather the whole day. He said that he "entered intended flight plan into the DUATS [Direct User Access Terminal Service] flight planner - ran several scenarios with different destinations and cruise altitudes. Checked my DUATS PA28-180C performance profile - no problems noted - used profile as-is. Shortened route and selected Monroe City (K52) as intended fuel stop." He stated that he performed a preflight and verified that both tanks were full. The pilot stated that he the first fuel tank switch was completed 12 minutes after departure and the remaining tank switches were completed on 15 to 17 minute balanced intervals. The pilot stated: Near Quincy, ATC [Air Traffic Control] cleared me to 4000ft. Richened mixture for descent and pulled the power back. ... Shortly after leveling, the controller radioed that she had lost radar contact. She wanted my DME from the Quincy VOR. Had view of the Quincy airport slightly ahead and mostly on the right, so, based on my chart, reported that I was negative DME, but, estimated that I was about 5 from the VOR. Proceeded to the VOR, as, it was intention to track the 233 deg Quincy radial per the VOR/DME-A approach into Monroe City. Crossed over the VOR, turned and intercepted the 233 radial. Cancelled IFR a few minutes later. While tracking the 233 deg radial, noted the time as Hannibal passed on my left: clock dials at 1227 - noted in my head that I had exceeded my planned ETA and was not at my destination. Fuel gages showed more than an hour's fuel left. Still tracking the radial, I remember switching tanks again at clock dials 12:40.(Note: the analog clock in N40RT was set to UTC time.) Continued scanning for an airport, none to be found - a larger town in view to the south with a river beyond it (later verified as Columbia). Decided to make a 180 deg turn, track 233 deg radial back toward Hannibal. Completed the 180 then twisted the reciprocal heading on the VOR. The left tank ran out of fuel, and, I reacted automatically & immediately turned on the electric fuel pump then switched from the left to the right tank - the engine fired up right away. I thought about issuing a May-Day call, but, decided not to because ATC lost radar contact with me at 4000ft, and, I was at 3500. I did not want to waste fuel climbing or waste time to set up radios and communicate -started thinking about my aviate, navigate, communicate priorities. I had the radial to track back to a known airport location, Hannibal, but, I began to doubt if I had the fuel to get there. This logic hinged on the fact that I had been religious about keeping the tanks balanced. If I had emptied the left, regardless of why it emptied prematurely, the right tank should be no more than 15 minutes behind it. Figured Hannibal was at least 15 minutes out with Monroe City closer, but, neither in view. To greatly compound matters, the sun was well on its way to setting. Guessed I might have no more than 5 or 10 minutes of light left. Scanned around again for an airport - none found. Started looking for a place to make an emergency landing. The clinching factor was the impending darkness. Flew Northbound away from the town toward less density. ... Decided to go with my 1st choice pasture/hay field with known surface. Next, thought I heard a burp from the engine as the field approached. This made it easier to commit to the precautionary landing. ... After clearing a bump or rise ahead in the field, I forced the plane down, bounced twice, and put the brakes on hard while rolling on the ground. The field was not long enough, though. I rolled into scrub brush and a barbed wire fence with metal fence posts The pilot reported no mechanical malfunctions associated with the airplane in reference to the flight. At 1954, the recorded Columbia Regional Airport, near Columbia, Missouri, weather was: Wind 140 at 5 knots: visibility 10 statute miles; sky condition clear; temperature 16 degrees C; dew point -1 degree C; altimeter 30.05 inches of mercury.