Narrative:

Preflight went normally through engine start and taxi out. We performed the run-up check on the taxiway at the approach end of the runway with no abnormal indications. We were cleared to line-up and wait. A moment later; we were cleared for takeoff and instructed to maintain runway heading. Winds were reported by tower to be 270/13. We acknowledged the clearance and I advanced the power to start the takeoff roll. I checked the engine instrument and verbally stated that the engine indications were normal. Once airborne and passing approximately 600 ft; we were instructed to turn left and contact departure. At approximately 800 ft; I started that turn. As we rolled out on heading; departure deleted the at-or-below 3000 ft altitude restriction we had been given by clearance delivery; and cleared us on course. We were acknowledging that clearance as we were reaching approximately 1000 ft. At that moment; the engine lost power and started vibrating badly.I announced to the crew that we were done; and started an immediate left turn toward the center of the airport while I considered my options. We were fairly well positioned for a landing on runway xx. Because our downwind spacing was tighter than I would have liked; and the fact that we would have had a greater than 10 knot tailwind upon landing; I elected to continue the turn back to runway yy. I announced this to the crew. Because there was an airliner crossing the hold line for runway yy; the observer switched back to tower frequency without advising departure. He [advised ATC] and coordinated to have the airliner hold position. Tower cleared us to enter for runway xx; but we declined and advised them we would be landing on runway yy.I planned my approach for a mid-field landing on runway yy. I initiated a side slip on final to loose excess altitude. The landing was uneventful; and I secured the engine on rollout. We coasted clear of the runway at the end and stopped on the south side of the taxiway to await crash fire and rescue to arrive. The #1 cylinder head temperature was completely pegged in the red; so we wanted fire support to be available in case a fire started once we stopped. I set the brake and finished shutting down the aircraft; then we egressed. The time from crossing the hold line for takeoff until we crossed it after landing was approximately four minutes.

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Original NASA ASRS Text

Title: C182 pilot reported an engine failure on climbout that resulted in a successful return to the field.

Narrative: Preflight went normally through engine start and taxi out. We performed the run-up check on the taxiway at the approach end of the runway with no abnormal indications. We were cleared to line-up and wait. A moment later; we were cleared for takeoff and instructed to maintain runway heading. Winds were reported by tower to be 270/13. We acknowledged the clearance and I advanced the power to start the takeoff roll. I checked the engine instrument and verbally stated that the engine indications were normal. Once airborne and passing approximately 600 ft; we were instructed to turn left and contact departure. At approximately 800 ft; I started that turn. As we rolled out on heading; Departure deleted the at-or-below 3000 ft altitude restriction we had been given by clearance delivery; and cleared us on course. We were acknowledging that clearance as we were reaching approximately 1000 ft. At that moment; the engine lost power and started vibrating badly.I announced to the crew that we were done; and started an immediate left turn toward the center of the airport while I considered my options. We were fairly well positioned for a landing on Runway XX. Because our downwind spacing was tighter than I would have liked; and the fact that we would have had a greater than 10 knot tailwind upon landing; I elected to continue the turn back to runway YY. I announced this to the crew. Because there was an airliner crossing the hold line for Runway YY; the observer switched back to tower frequency without advising departure. He [advised ATC] and coordinated to have the airliner hold position. Tower cleared us to enter for Runway XX; but we declined and advised them we would be landing on Runway YY.I planned my approach for a mid-field landing on Runway YY. I initiated a side slip on final to loose excess altitude. The landing was uneventful; and I secured the engine on rollout. We coasted clear of the runway at the end and stopped on the south side of the taxiway to await Crash Fire and Rescue to arrive. The #1 cylinder head temperature was completely pegged in the red; so we wanted fire support to be available in case a fire started once we stopped. I set the brake and finished shutting down the aircraft; then we egressed. The time from crossing the hold line for takeoff until we crossed it after landing was approximately four minutes.

Data retrieved from NASA's ASRS site 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.