On June 1, 2015, about 1730 central daylight time, a Beech A23-24, N29JR, operated by a private individual, was substantially damaged during a forced landing to a field in Grove Hill, Alabama, following a total loss of engine power during cruise flight. The airline transport pilot and passenger were not injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Jack Edward Airport (JKA), Gulf Shores, Alabama. The flight originated from Demopolis Regional Airport (DYA), Demopolis, Alabama, about 1715. The pilot stated that during a cross-country flight, he stopped at DYA and added 30 gallons of fuel. About 15 minutes after departure, while cruising at 3,500 feet, the engine lost all power. The pilot utilized emergency procedures to restart the engine, but was unsuccessful. He then selected a field for an emergency landing due to utility wires surrounding the adjacent roads. The pilot also noted that there was an airport he had recently flown over, but it was behind him and he could not locate it. As such, he felt that the field was the best option for the forced landing. The touchdown was normal, but the field included rough terrain, which resulted in the nosegear collapsing before the airplane came to rest upright. Examination of the wreckage by a Federal Aviation Administration inspector revealed that an engine mount and underside fuselage sustained damage. The inspector noted that each wing fuel tank was approximately half-full. He drained fuel from the fuel sump and it did not contain any visible contamination. Due to the disposition of the wreckage, the inspector was not able to examine the engine. Subsequently, when a recovery company lifted the airplane from the field, the recovery crew was able to rotate the propeller and confirm continuity to the rear accessory section of the engine, with the sound of the magneto impulse coupling activating. They also attained thumb compression on each cylinder. The engine was later test-run at the recovery facility under the supervision of an NTSB investigator. Fuel was plumbed to the fuel pump, the battery was replaced, and the exhaust pipe was manually opened to correct impact damage. The engine then started and ran continuously at settings between idle and 1,700 rpm, where a successful magneto check was performed. Due to vibration as a result of impact damage, a high power setting was not attempted.