On May 17, 1995, at 2015 central daylight time, a Beech A36, N48MR, collided with the ground during a forced landing attempt near Franklin, Tennessee. The business flight operated under the provisions of 14 CFR Part 91 with a valid instrument flight clearance. Visual weather conditions prevailed at the time of the accident. The aircraft received substantial damage. The passenger received serious injuries, and the pilot received minor injuries. The flight departed Tampa, Florida, at 1630 hours. The pilot reported that he refueled with 50 gallons of aviation fuel before he departed Tampa. The pilot also stated that the climbout to cruise altitude was completed on the left fuel tank. Upon reaching 8000 feet, the pilot leaned the engine to 15 gallons of fuel flow per hour. After an hour of flight, the pilot switched the selector to the right tank. After two hours and ten minutes of flight, the pilot switched the fuel selector back to the left fuel tank. About 45 miles south of the destination airport, the pilot requested an enroute descent to 4000 feet; air traffic subsequently cleared the flight to 2500 feet. According to the pilot, all aircraft systems operated normally until the pilot attempted to level off at 2500 feet. At this point the pilot advanced the throttle and noticed that the propeller speed surged once, followed by a loss of engine power. According to the pilot, he completed the emergency engine out checklist, but his efforts could not restore full engine power (see attached excerpts from A36 Pilot Operating Handbook-POH). However, during a telephone conversation with the pilot, he stated that the auxiliary fuel pump was never placed in the high position as prescribed in the emergency procedure for an inflight engine failure. The pilot established an emergency descent and selected a forced landing area. During the touchdown phase of the forced landing, the airplane struck the ground in a tail low attitude. After the airplane came to a stop, the pilot secured the cockpit by turning off all switches and retarding engine control levers. During the examination of the airplane, approximately 5 gallons of usable fuel from the right tank and approximately 12 gallons of usable fuel from the left fuel tank were recovered. Examination of the engine failed to disclose a mechanical problem. According to the aircraft POH, the pilot should avoid prolonged idle throttle setting during descent. The pilot reported that the throttle was retarded throughout the descent from 8000 feet. The pilot also stated that the propeller continued to turn throughout the sequence of events.