Narrative:

I landed and asked the FBO attendant to top the fuel tanks with 100LL. This person was new to me as I have been flying into this airport for more that 30 years and know most of the people that work there. I left with family to go out to dinner before returning to home base. Returned to airport to prepare my flight back home. I performed my preflight as usual complete with walk around including looking in the tanks to see that they were full. I did not do a smell test or drain the sumps to check for fuel contamination (big mistake on my part). This is something I always do; and why I did not this time is a question in my mind. The FBO person was still at the airport and we chatted for a moment as my 3 passengers loaded on the aircraft. I started the engines and setup the instruments and navigation along with preparing for an instrument flight. The engines started normally and I taxied out for a VFR departure; planning to get my IFR clearance airborne. The weather was clear and visibility very good. I performed a run up and pre-take off checklist; and every thing checked ok for my flight home. On the take off roll I noticed the engines surged a bit but seemed to be ok once I retracted the landing gear and set my climb. I called ATC and reported my position and informed the controller I was ready for my IFR clearance. I was given a transponder code and the controller said I would receive my clearance once I climbed above 2000. Just after I received my clearance; I noticed the left engine cylinder head temp had maxed at 500 degrees. (This situation with a very high cylinder head temp had happened once before and was a broken wire; which caused the instrument to read max temp.) I continued to monitor the engine instruments. At the time the oil temp and oil pressure was normal for climb; so I continued to monitor the oil temp and pressure. Shortly afterwards the oil temp start to rise and oil pressure was going down. I told the controller I needed to return for landing as my left engine was over heating and was given a clearance to return. The controller was very helpful and asked if he could assist me in any way. I ask for a vector and was given one. I performed a landing check and when I turned final; the engine instruments looked normal. I called the controller and asked to continue my flight home. I set climb power and retracted the flaps and established a climb on course. The controller had to get another flight plan filed and was very helpful. As I waited; I noticed the engine temp rising again. I called the controller and informed him that I would need to land the airplane and was given clearance back. As I turned final the oil pressure was dropping below the green and I then feathered the left prop and shut the engine down. The final approach and landing was on one engine. By this time the airport was closed. We called for a friend to come get us and we decided to spend the night and rent a car to return home the next morning. On the way to the airport the following morning; I looked at my fuel receipt and saw that 56 gallons of jet a had been used to fill the tanks (206 gal.capacity). If I had looked at the receipt before take off; smelled and checked the fuel; a lot of damage to the engines could have been prevented. I did not because it was dark and we were in a hurry to leave. The worst part of this is I could have been responsible for the deaths of my family. This is a mistake I will never make again. I have been a professional pilot for over 40 years. I am also a cfii/mei and know better. This is a rare instance and can be prevented by sticking to a checklist by checking to be sure the correct fuel has been pumped into the aircraft fuel tanks. In closing the airport manager apologized for their mistake and said they would repair the engines. Lesson learned on their part and mine. Fortunately no one was injured.

Google
 

Original NASA ASRS Text

Title: A C414 pilot reported engine trouble after takeoff when his piston engine aircraft was inadvertently fueled with Jet A.

Narrative: I landed and asked the FBO attendant to top the fuel tanks with 100LL. This person was new to me as I have been flying into this airport for more that 30 years and know most of the people that work there. I left with family to go out to dinner before returning to home base. Returned to airport to prepare my flight back home. I performed my preflight as usual complete with walk around including looking in the tanks to see that they were full. I did not do a smell test or drain the sumps to check for fuel contamination (big mistake on my part). This is something I always do; and why I did not this time is a question in my mind. The FBO person was still at the airport and we chatted for a moment as my 3 passengers loaded on the aircraft. I started the engines and setup the instruments and navigation along with preparing for an instrument flight. The engines started normally and I taxied out for a VFR departure; planning to get my IFR clearance airborne. The weather was clear and visibility very good. I performed a run up and pre-take off checklist; and every thing checked OK for my flight home. On the take off roll I noticed the engines surged a bit but seemed to be OK once I retracted the landing gear and set my climb. I called ATC and reported my position and informed the Controller I was ready for my IFR clearance. I was given a transponder code and the Controller said I would receive my clearance once I climbed above 2000. Just after I received my clearance; I noticed the left engine cylinder head temp had maxed at 500 degrees. (This situation with a very high cylinder head temp had happened once before and was a broken wire; which caused the instrument to read max temp.) I continued to monitor the engine instruments. At the time the oil temp and oil pressure was normal for climb; so I continued to monitor the oil temp and pressure. Shortly afterwards the oil temp start to rise and oil pressure was going down. I told the Controller I needed to return for landing as my left engine was over heating and was given a clearance to return. The Controller was very helpful and asked if he could assist me in any way. I ask for a vector and was given one. I performed a landing check and when I turned final; the engine instruments looked normal. I called the Controller and asked to continue my flight home. I set climb power and retracted the flaps and established a climb on course. The Controller had to get another flight plan filed and was very helpful. As I waited; I noticed the engine temp rising again. I called the Controller and informed him that I would need to land the airplane and was given clearance back. As I turned final the oil pressure was dropping below the green and I then feathered the left prop and shut the engine down. The final approach and landing was on one engine. By this time the airport was closed. We called for a friend to come get us and we decided to spend the night and rent a car to return home the next morning. On the way to the airport the following morning; I looked at my fuel receipt and saw that 56 gallons of Jet A had been used to fill the tanks (206 gal.capacity). If I had looked at the receipt before take off; smelled and checked the fuel; a lot of damage to the engines could have been prevented. I did not because it was dark and we were in a hurry to leave. The worst part of this is I could have been responsible for the deaths of my family. This is a mistake I will never make again. I have been a professional pilot for over 40 years. I am also a CFII/MEI and know better. This is a rare instance and can be prevented by sticking to a checklist by checking to be sure the correct fuel has been pumped into the aircraft fuel tanks. In closing the Airport Manager apologized for their mistake and said they would repair the engines. Lesson learned on their part and mine. Fortunately no one was injured.

Data retrieved from NASA's ASRS site as of April 2012 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.