Engine Quits on Runway After Landing!!!?

[terrykohler]

Bill:
I see you're using slick mags. Just had a conversation with the IA whose shop handled my C210 for 20 years. Without prompting, he mentioned that he's seeing useful life on these to be in the area of 500-600 hours. He suggested I get at least one rebuilt before any problems surface, as I'm approaching 500 hours on my 9A. His thinking is that it's better to have a "newer"one along side one that will likely hit 600 hours next year.
Terry

[GregM]

My guess would be fuel boiling in the lines under the cowl. Upon landing, the air through the cowl is diminished greatly and combined with the Mogas leads to vapor lock. This would cause the hard to restart problem too. Insulating the lines if they aren't would help as someone previously suggested and running a tank of 100LL would help to prove or dispel this theory. Good Luck

[Daver]

this has happened to me a couple of times in my training aircraft (DA20).

The engine is fuel injected.

It took a little cranking to get it going again so I could taxi off the active runway.

As a student pilot, its a little unnerving to have this happen.

The plane idles about 500 - 600 RPM after I do my run ups and about 1100 RPM on final with the throttle closed (cruise prop).

I'm always ready to add a pinch of throttle after touch down if I sense the engine is about to die.

I think the problem may be related to mixture.

Sounds like this problem is somewhat common.

Dave
-9A finish kit

[Bob Axsom]

I had a Piper Archer II (owned it for 22 years) with a Lycoming O-360-A4M. On the first flight after the mechanic reinstalling the overhauled engine I was on short final to runway 19R at John Wayne Airport in Santa Ana, California well inside the airport boundary after crossing the San Diego Freeway. The engine started to die. I opened the throttle and got power back to make the runway then when I reduced power it started to die again. Ultimately it did die and I had to restart several times to get to my tiedown. My mechanic said that some component related to low power operation had fallen out of the carburetor. He fixed it (I do not know what he did) and the problem never recurred. It was a carb problem in my case but unfortunately I was not the mechanic and I do not know the details of the fix. Like your case, in flight at high power settings it was fine.

Bob Axsom

[AZtailwind]

Originally Posted by GregM

My guess would be fuel boiling in the lines under the cowl.

I have seen this in our 6, in an injected Citabria and a W10 tailwind. Where heat soaked engine on a hot day- the engine quit at idle. Always after flying on a hot day with hot oil etc: since no more cooling air is moving through the engine. Have to play with the boost pump at that time on then off and carful not to flood on restart(especially injected). I try and get a high idle at restart with the engine running rough due to vapor locked lines/gas colator(whatever). Your fuel pressure may indicate zero at the time until you clear the vapor by turning boost pump on. worst seen was on the citabria at the restart(injected)Also seen it on more on the 10 with auto gas so mixed auto w 100LL that helped a little.

[frankh]

Thats why I was asking if the boost pump was running on landing.

Having said that Paul did have the issue where we think the fuel lines were boiling the fuel after shutdown, forcing vapour back through the pump and VL'ing the boost pump.

It is quite possible for this to happen on landing too as the flowrate thru the pump is miniscule and the heat buildup under the cowl considerable.

So thats where i was going too..Then again this IS my favourite subjet..

Frank

[frankh]

could be considerable..I.e the hot engine heat soaks the fuel pump and lines..Not that the temprature climbs.

This could easily happen on rollout.

Frank

[jeffrj2007]

nobody has asked if you have a bypass installed?. If you do not I would try this also.

[bgaston]

I had much the same problem and discovered one side of the carb float was full of fuel. The engine would flood out when idling.

Originally Posted by wfdeane

My wife and I own an RV-9A that we slow-built in the 2001/2003 period. We have a little over 300 hours on the plane now (5 yrs + flying). The engine (160 hp D3G) came from an accident Piper and was completely disassembled and parts checked for specs, etc., o/h fuel pump, o/h of carb, rework of camshaft, exchanged crankshaft, all this by a reputable engine overhauler. The times on the Slick mags are unknown. So, the engine work was basically an engine overhaul, but handled like an IRAN. Engine had 600 hours SMOH at time of the IRAN, about 2600 TTSNEW.

The engine has been run on both avgas and mogas (91 and 93 octane) for the past 300 hrs. It has been very dependable except for some carb anomalies and I have had the carb in the shop for o/h twice. I believe that we can rule out any problem with the "normal" operation of the carburetor.

Recently, on three occasions, the engine has suddenly stopped running at the very end of the landing roll on our 2700' grass strip at our home base. It's not a good feeling......... Rather than mention all the theories that we have fielded here on the airport (a residential airpark) I would like some feedback from the group based on your theories or your experiences with phenomena similar to this. I will say that the cutoff events have come "out of the blue" at idle throttle after landing and that the engine runs the same as always in takeoff, climb and cruise modes. It's the last mile to the runway that has me on the edge of my seat. <G> The RV-9A "glider" is always throttled way-back on landing.

Thanks for any input.

Bill Deane
Hayesville NC RV9A

[wfdeane]

Bill.............last post.

Many thanks to all of you who have made suggestions about my engine stoppages on rollout with my RV-9A. The ideas have been very helpful and I am indebted to you for them. Now for the application phase. Happy flying!

Bill Deane
Hayesville NC