Narrative:

Arrived at plane and proceeded to the external flight check. [I] sumped the right tank and noted birefringence; no color change and smelled of 100 low lead [aviation fuel]. It cleared. Did the same at primary with no change. The left tank only minimal birefringence and cleared. [I] suspected water in the fuel because of heavy rains. [I] did not want to throw [the fuel sample] on [the ramp] pad; so I walked with the attendant to the reclamation tank and poured it out. I commented on possible water [contamination]. I completed a comprehensive flight check; boarded and did the internal flight check. All good and started easily. I downloaded updated charts so I had extra idle time. I taxied to the run-up area with had a good run-up no irregularities. I taxied to the runway for departure. When all set and the throttle [advanced I noticed] roughness at 36 inches manifold pressure; so I backed off and repeated with same. I aborted the takeoff and taxied back to the run-up area for repeat. A twin [engine aircraft] ready to depart came on the radio and commented that he had the same issue; probably do to [overly] rich mixture a couple days prior and it took him 3 tries to depart. I remarked he may be correct because of my long idle or may have seen some water. I tried a prolonged run-up; and it was perfect. I taxied back to the runway; advanced the throttle full; indicating 41 inches of manifold pressure and no irregularities. I released the brakes with good acceleration to 80 knots; rotated and raised the gear up. I scanned [the instruments and] noted immediate temperature of over 400 degrees and climbing. I pulled the power back to 35 inches but [the temperature was still climbing; now at 500 degrees. I made a 30 degree right bank back to runway with remaining 10 degrees of flaps holding 85 knots. I could not bank further [due to concern of] eminent stall with decreased power. I decided on a short field landing [on the departure runway]. The master alarm was sounding from the temperature. Mid-field I dropped the landing gear and made a right turn; maintaining power and angle to stay off stall; with master alarm on. I made the field and [reduced the] power to idle. I taxied off the runway and shut down the engine with temperature now decreasing to 460 degrees with low oil pressure. The engine was very hot with no oil visible leak. I towed [the aircraft] to the hanger for mechanic to check in the morning; and went home. On the way home noted an oily smell on my left hand; but thought it may have come from the ramp pad and climbing around. When I got home; I suspected questionable fuel error. It bothered me; so I returned to the FBO where they informed me that they had misfueled my airplane with 44 gallons of jet fuel.

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Original NASA ASRS Text

Title: The pilot of a PA46-350P Malibu Mirage returned to the departure field with high cylinder head temperatures; and discovered that his reciprocating engine aircraft had been misfueled with turbine fuel.

Narrative: Arrived at plane and proceeded to the external flight check. [I] sumped the right tank and noted birefringence; no color change and smelled of 100 low lead [aviation fuel]. It cleared. Did the same at primary with no change. The left tank only minimal birefringence and cleared. [I] suspected water in the fuel because of heavy rains. [I] did not want to throw [the fuel sample] on [the ramp] pad; so I walked with the Attendant to the reclamation tank and poured it out. I commented on possible water [contamination]. I completed a comprehensive flight check; boarded and did the internal flight check. All good and started easily. I downloaded updated charts so I had extra idle time. I taxied to the run-up area with had a good run-up no irregularities. I taxied to the runway for departure. When all set and the throttle [advanced I noticed] roughness at 36 inches manifold pressure; so I backed off and repeated with same. I aborted the takeoff and taxied back to the run-up area for repeat. A twin [engine aircraft] ready to depart came on the radio and commented that he had the same issue; probably do to [overly] rich mixture a couple days prior and it took him 3 tries to depart. I remarked he may be correct because of my long idle or may have seen some water. I tried a prolonged run-up; and it was perfect. I taxied back to the runway; advanced the throttle full; indicating 41 inches of manifold pressure and no irregularities. I released the brakes with good acceleration to 80 knots; rotated and raised the gear up. I scanned [the instruments and] noted immediate temperature of over 400 degrees and climbing. I pulled the power back to 35 inches but [the temperature was still climbing; now at 500 degrees. I made a 30 degree right bank back to runway with remaining 10 degrees of flaps holding 85 knots. I could not bank further [due to concern of] eminent stall with decreased power. I decided on a short field landing [on the departure runway]. The Master alarm was sounding from the temperature. Mid-field I dropped the landing gear and made a right turn; maintaining power and angle to stay off stall; with Master alarm on. I made the field and [reduced the] power to idle. I taxied off the runway and shut down the engine with temperature now decreasing to 460 degrees with low oil pressure. The engine was very hot with no oil visible leak. I towed [the aircraft] to the hanger for Mechanic to check in the morning; and went home. On the way home noted an oily smell on my left hand; but thought it may have come from the ramp pad and climbing around. When I got home; I suspected questionable fuel error. It bothered me; so I returned to the FBO where they informed me that they had misfueled my airplane with 44 gallons of jet fuel.

Data retrieved from NASA's ASRS site as of July 2013 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.