PA-46 Malibu/Malibu Mirage/Malibu Matrix
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 30; Flight Crew Total 1010; Flight Crew Type 440
Communication Breakdown; Confusion; Situational Awareness
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Flight Crew Rejected Takeoff; Flight Crew Returned To Departure Airport
Human Factors; Procedure
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.
The reporter indicated that he had completed a follow-up meeting with the FBO and discovered that they had temporarily converted the jet fuel nozzle from the square nozzle to a round nozzle to allow for turbine helicopter fueling. In addition; the FBO uses protective wing surface covers during the fueling process; however; this cover masked the 'Avgas only' placard surrounding the fuel tank inlet neck.
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.