On November 28, 2013, about 0950 central standard time, a Beech V35, N5655D, operated by a private individual, was substantially damaged during a forced landing to a field in Trussville, Alabama, following a total loss of engine power while on approach to Birmingham International Airport (BHM), Birmingham, Alabama. The airline transport pilot and two passengers received minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the planned flight to BHM. The flight departed Norfolk International Airport (ORF), Norfolk, Virginia, about 0620. The pilot reported that the departure from ORF and cruise flight were uneventful. The airplane was descending toward BHM through 5,400 feet mean sea level (msl), from 6,500 feet msl, when he heard a loud bang and the engine lost all power. The airplane was too far from BHM to glide there and the pilot elected to perform a forced landing in a field. According to a Federal Aviation Administration (FAA) inspector, during the landing, the airplane collided with a fence and farm equipment, which resulted in substantial damage to the fuselage. Initial examination of the engine revealed a hole in the top of the engine case. The airplane was equipped with a Continental Motors IO-550B, 300-horsepower engine. The engine was manufactured in 1994 and overhauled in 2004, after accumulating 1,457 hours of operation. The airplane's most recent annual inspection was completed on August 15, 2013. At that time, the engine had accumulated 1,195 hours since overhaul. The airplane flew about 62 hours from the time of the last annual inspection, until the accident. The engine was subsequently retained and forwarded to the manufacturer's facility for a teardown examination under the supervision of an FAA inspector. The examination revealed evidence of oil starvation at the No. 2 connecting rod, which resulted in its separation from the crankshaft. During the separation, the No. 2 connecting rod punctured a hole in the engine crankcase. The oil tube from the main bearing to the No. 2 connecting rod was clear and unrestricted at the time of inspection. Additionally, the remaining connecting rods did not exhibit signs of oil starvation. Further examination revealed that at some point during the life of the engine, the interior of the rocker covers had been coated with an unapproved material. The coating material had been flaking off during operation and had been cleaned from two of six the rocker covers. The remaining covers still contained the material.