Narrative:

Arrived in the morning and requested to have the inboard tanks topped off. Requested the courtesy car to go to drop of my passenger and then get lunch. Airplane was fueled approximately an hour later. I was not present when the aircraft was fueled or see the fuel truck at the airplane. I went out and got the aircraft fuel card upon my return and paid for the fuel. I completed some other paperwork and went to the lounge to rest. Around four hours later; I went out to the airplane and preformed a preflight inspection for the return trip. As part of the preflight; I drained all sumps and noted that the fuel was blue and did not contain water. I also noted that the inboard tanks were now full as requested. Three hours later I went to get the passenger for the return trip. We boarded the aircraft at about thirty minutes after that and prepared for departure. I started the airplane and it ran normally while I obtained an instrument clearance from FSS. I began my taxi and stopped short of runway 2 and preformed a normal run up at 1700RPM including magneto and propeller checks. I noted that temps and pressures were normal. Inboard tanks were selected for takeoff as part of normal procedure. The engines continued to run normally for the back-taxi of runway 2. Since runway 2 is a shorter runway; I ran the engines to 25 inches and full prop RPM; before releasing the brakes. The takeoff roll was normal with both engines developing full power at about 41 inches map and 2700 RPM evenly. After liftoff and gear retraction at about 300-400 AGL; the right engine began to falter and develop surging power. A pc-12 pilot on the ground also heard the airplane begin to run poorly after liftoff. It began backfiring and surging approximately ten inches map and 1000RPM; it also exceeded limits about 300RPM up to 3000RPM during this surging sometimes wind milling and running roughly; and continuing to backfire intermittently. I elected to feather and secure the right engine on climb out and circle to land on runway 29. The left engine continued to develop good power and I reduced power slightly to keep it running at about 39 inches and 2700RPM. It made power throughout the circle but began to run hotter and hotter during a maneuver to position on about a two mile final for runway 29. Climb rate was poor during this maneuver but I was able to maintain altitude and blueline + 5-10 knots. On final approach to runway 29 I noted that the left oil and cylinder head temp were at redline. Extended the gear on about less than a mile final and deployed fifteen degrees flaps. I landed with the right engine feathered in about a fifteen knot crosswind from the right. Rollout was normal and I taxied single engine to the ramp. I contacted them and informed them I would not be taking my clearance. Returned passenger to the FBO and called the company to discuss aircraft problems. I was then contacted by mechanic and discussed a diagnostic run up. I re-ran the airplane on the ramp as requested. Found the right engine somewhat difficult to start; the left one started easier. A witness (a pc-12 pilot) said the airplane smoked on start up and during power application during the engine run. Ran the airplane to approximately thirty inches and 2700 RPM and aircraft ran normally but built heat in both engines quickly. I returned to parking and reported results of the run up. A lineman from the FBO discovered that an entry for my airplane was not in the 100LL sheet but found one on the jet a sheet and suggested that I was misfueled with forty four gallons of jet a (twenty two in each inboard wing tank). Fuel would have been approximately 41% jet a fuel in each inboard tank. I would recommend: being present when aircraft is being fueled. Do not allow aircraft to be fueled while absent. Check for smell of jet fuel when sumping or checking tanks; I didn't smell samples. Check credit card receipt for proper fuel. Credit card receipt said 'jet' on it; I missed it.

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Original NASA ASRS Text

Title: A PA31 pilot experienced engine failure shortly after takeoff. After th engine was feathered the second engine showed signs of imminent failure during the return. The aircraft was found to have been fueled with Jet A instead of 100LL.

Narrative: Arrived in the morning and requested to have the inboard tanks topped off. Requested the courtesy car to go to drop of my passenger and then get lunch. Airplane was fueled approximately an hour later. I was not present when the aircraft was fueled or see the fuel truck at the airplane. I went out and got the aircraft fuel card upon my return and paid for the fuel. I completed some other paperwork and went to the lounge to rest. Around four hours later; I went out to the airplane and preformed a preflight inspection for the return trip. As part of the preflight; I drained all sumps and noted that the fuel was blue and did not contain water. I also noted that the inboard tanks were now full as requested. Three hours later I went to get the passenger for the return trip. We boarded the aircraft at about thirty minutes after that and prepared for departure. I started the airplane and it ran normally while I obtained an instrument clearance from FSS. I began my taxi and stopped short of Runway 2 and preformed a normal run up at 1700RPM including magneto and propeller checks. I noted that temps and pressures were normal. Inboard tanks were selected for takeoff as part of normal procedure. The engines continued to run normally for the back-taxi of Runway 2. Since Runway 2 is a shorter runway; I ran the engines to 25 inches and full prop RPM; before releasing the brakes. The takeoff roll was normal with both engines developing full power at about 41 inches MAP and 2700 RPM evenly. After liftoff and gear retraction at about 300-400 AGL; the right engine began to falter and develop surging power. A PC-12 pilot on the ground also heard the airplane begin to run poorly after liftoff. It began backfiring and surging approximately ten inches MAP and 1000RPM; it also exceeded limits about 300RPM up to 3000RPM during this surging sometimes wind milling and running roughly; and continuing to backfire intermittently. I elected to feather and secure the right engine on climb out and circle to land on Runway 29. The left engine continued to develop good power and I reduced power slightly to keep it running at about 39 inches and 2700RPM. It made power throughout the circle but began to run hotter and hotter during a maneuver to position on about a two mile final for Runway 29. Climb rate was poor during this maneuver but I was able to maintain altitude and blueline + 5-10 knots. On final approach to Runway 29 I noted that the left oil and cylinder head temp were at redline. Extended the gear on about less than a mile final and deployed fifteen degrees flaps. I landed with the right engine feathered in about a fifteen knot crosswind from the right. Rollout was normal and I taxied single engine to the ramp. I contacted them and informed them I would not be taking my clearance. Returned passenger to the FBO and called the company to discuss aircraft problems. I was then contacted by mechanic and discussed a diagnostic run up. I re-ran the airplane on the ramp as requested. Found the right engine somewhat difficult to start; the left one started easier. A witness (a PC-12 pilot) said the airplane smoked on start up and during power application during the engine run. Ran the airplane to approximately thirty inches and 2700 RPM and aircraft ran normally but built heat in both engines quickly. I returned to parking and reported results of the run up. A lineman from the FBO discovered that an entry for my airplane was not in the 100LL sheet but found one on the Jet A sheet and suggested that I was misfueled with forty four gallons of Jet A (twenty two in each inboard wing tank). Fuel would have been approximately 41% Jet A fuel in each inboard tank. I would recommend: Being present when aircraft is being fueled. Do not allow aircraft to be fueled while absent. Check for smell of Jet fuel when sumping or checking tanks; I didn't smell samples. Check credit card receipt for proper fuel. Credit card receipt said 'Jet' on it; I missed it.

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.