A C207 pilot had an engine failure on landing at gcn.

Attributes
ACN	441672
Time
Date	199906
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : gcn.airport
State Reference	AZ
Altitude	msl single value : 8500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : gcn.tower
Operator	common carrier : air taxi
Make Model Name	Cessna Stationair/Turbo Stationair 7/8
Operating Under FAR Part	Part 135
Navigation In Use	other
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	None
Person 1
Affiliation	company : air taxi
Function	flight crew : single pilot
Qualification	pilot : commercial pilot : multi engine pilot : instrument
Experience	flight time last 90 days : 175 flight time total : 1010 flight time type : 182
ASRS Report	441677
Person 2
Affiliation	government : faa
Function	controller : local
Qualification	controller : non radar
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : detected after the fact
Consequence	other
Supplementary
Problem Areas	Aircraft
Primary Problem	Aircraft

Narrative:

Starting the aircraft was normal. Engine idled smoothly. Engine then started to die. I added power thinking that the engine was vapor locking and upon reduction of power, resumed smooth operation. All flight characteristics remained normal for the first 1/2 of the flight. The manifold pressure began oscillating between 29 inches and 15 inches of pressure. Time between oscillations was approximately 2-3 seconds between high and low peaks. The fuel flow indicated 4 gph, activation of the emergency fuel pumps increased manifold pressure to oscillations between 36 inches and 15 inches. I took the opportunity to switch fuel tanks. I throttled back to idle to turn final. However, being high and over the numbers I decided to make a single 270-360 degree turn to the runway to lose some altitude. When I began my turn I added power so as not to lose too much altitude in the turn. However, nothing happened when I advanced the throttle. So I amended my 270-360 degree turn to about an 85 degree turn and landed long as planned. I feel that the events that occurred were mechanical in nature. The question of fuel starvation has also risen. The left tank was dry upon landing, although the right tank was the tank in use at the time of complete engine failure.

Original NASA ASRS Text

Title: A C207 PLT HAD AN ENG FAILURE ON LNDG AT GCN.

Narrative: STARTING THE ACFT WAS NORMAL. ENG IDLED SMOOTHLY. ENG THEN STARTED TO DIE. I ADDED PWR THINKING THAT THE ENG WAS VAPOR LOCKING AND UPON REDUCTION OF PWR, RESUMED SMOOTH OP. ALL FLT CHARACTERISTICS REMAINED NORMAL FOR THE FIRST 1/2 OF THE FLT. THE MANIFOLD PRESSURE BEGAN OSCILLATING BTWN 29 INCHES AND 15 INCHES OF PRESSURE. TIME BTWN OSCILLATIONS WAS APPROX 2-3 SECONDS BTWN HIGH AND LOW PEAKS. THE FUEL FLOW INDICATED 4 GPH, ACTIVATION OF THE EMER FUEL PUMPS INCREASED MANIFOLD PRESSURE TO OSCILLATIONS BTWN 36 INCHES AND 15 INCHES. I TOOK THE OPPORTUNITY TO SWITCH FUEL TANKS. I THROTTLED BACK TO IDLE TO TURN FINAL. HOWEVER, BEING HIGH AND OVER THE NUMBERS I DECIDED TO MAKE A SINGLE 270-360 DEG TURN TO THE RWY TO LOSE SOME ALT. WHEN I BEGAN MY TURN I ADDED PWR SO AS NOT TO LOSE TOO MUCH ALT IN THE TURN. HOWEVER, NOTHING HAPPENED WHEN I ADVANCED THE THROTTLE. SO I AMENDED MY 270-360 DEG TURN TO ABOUT AN 85 DEG TURN AND LANDED LONG AS PLANNED. I FEEL THAT THE EVENTS THAT OCCURRED WERE MECHANICAL IN NATURE. THE QUESTION OF FUEL STARVATION HAS ALSO RISEN. THE L TANK WAS DRY UPON LNDG, ALTHOUGH THE R TANK WAS THE TANK IN USE AT THE TIME OF COMPLETE ENG FAILURE.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.