As soon as it dies leave the ign/hot and check for voltage at 54A on top of the ESO, if voltage is good, remove the one-way check-valve from the top of the IP then start it up. It will hunt for idle and leak a bit of fuel from the threaded hole you just pulled the valve from. If it starts right up and runs with the valve removed you have a return fuel restriction. Trace the return fuel line back and eliminate the restriction. Have seen this many times its more common that you would think. If it still dies with the valve removed check for appropriate fuel delivery to the IP from the mechanical pump (TM should define this objectively). If none of this isolates the fault, find the ohm spec on the ESO that 54A goes to and check the resistance when the solenoid is hot. Sometimes the older 6.2 ESO's can have an intermittent fault and work fine until they get warm. Resistance will rise as they get warm and eventually the ESO wont be able to hold the IP metering valve to the fuel-on position.
The check valve at the very top of the ESO cover on the IP is calibrated via spring tension and uses a check ball to create a restriction against fuel that is being returned to the tank from the IP. The pressure that is created by this restriction inside the pump housing controls the fuel advance/retard servo. If this restriction/pressure is too great, the pump advance servo will move the cam ring to the full retard position. This will kill a warm engine. Conversely, the solenoid attached to 569B, is the cold start ESO. When the engine is very cold, it triggers this solenoid, which actually plugs the check valve, and purposely sends the pump to full fuel retard, but only for very cold starts.
