NTSB Preliminary Report 'Rebuild Rescue' Cougar Crash 

That's crazy. Testing the fuel for water is one of the first things your instructor teaches you to do.

I cannot believe that of all the students I've taught, I never thought to just pour some water out of a water bottle into a fuel strainer after taking a sample. That positive visual... here, THIS is what you're looking for, THIS is what you don't want to see... what a valuable teaching aid! I fly with a student on Sunday and even though he's far enough along to be just about ready for his PPL check ride, you can bet I'm taking a minute for that demonstration. Wow, WOW, I am humbled. Thank you so much, Juan!

In 1992 I was flying pipeline patrol in a Cessna 182 RG for a large pipeline company. I had stopped in Greensboro North Carolina overnight and left the airplane out as there was no room in the hangar. There was a very heavy rain storm that night probably three or 4 inches. Before my flight that next day I started sumping the tanks. This particular year model of Cessna had recessed fuel caps in the top of the wing. To my surprise, it took almost an hour to empty the water out those fuel tanks that day. I had a mechanic come out and verify that I had cleared out all the water. I ran the airplane for a while on the ground to make sure all fuel was out of the lines. I was almost 2 hours late to get to work on the pipeline. but it saved my life that day. My company replaced those recessed fuel tanks within two weeks. All the other patrol planes were changed as well. You just can’t take that kind of thing for granted.

I used to work the night shift for a company that had a fleet of piston twins that flew canceled checks for the Federal Reserve. We had our own fuel truck that would fuel up the aircraft during the day that would be dispatched that night. One night a pilot came into the hangar to report that he was having trouble sumping the fuel tank because it kept showing water. I and another mechanic went out to investigate. Sure enough we kept getting water out of the tanks. The fuel caps were good and it hadn't rained. We finally started siphoning right out of the tanks themselves and they were mostly water! We started to panic and stopped all other of our planes from taking off not knowing if some of them were contaminated as well. Come to find out the fuel truck had not been properly checked , there was a large amount of water in the fuel truck and it was a close call that night that no one was killed.

Thanks for the good reporting Juan. Having done rescues and rebuilds for many years, I can attest that it often takes months and the thousands of dollars to get such an old and neglected aircraft not just airworthy, but safe and reliable, and during that time you are a test pilot. Water contamination was a major issue on several used aircraft we purchased, worst was a Cessna 206 on amphibious floats I bought from a guy who had bought it cheap in Alaska and had to dead stick it here in Oregon. We found a lot of water in the strainer water in the bladder wing tanks, after flushing the tanks and cleaning the strainer and running smooth I deemed it ok for a test flight around the patch, but on downwind fuel flow/pressure started fluctuating, the engine ran rough and quit on short final, and I just managed to dead stick it. Again we found the strainer full of water and again drained the wing tanks flushed the system with alcohol/methanol mix and after about 10mins of circling over the airport at 3500ft, the engine again rand rough and and quit. I was able to keep it running for a bit with Hi-Boost on the fuel pump by forcing fuel past the water in the fuel strainer but at about 1500ft the engine quit completely, and again I dead sicked it in. My AI found the strainer again full of water and my use of the fuel boost also filled the fuel spider, engine pump screen and injector lines with water as well as drowned the plugs with water. The AI and two A&P's again flushed the wing tanks and cleaned the fuel system and my AI was so confident that couldn't be any water in the system volunteered to ride right seat. We Circled over the airport, this time at 5,500ft and after another 15 mins I got my third practice doing a 206 floatplane dead stick on land. Again, we found the strainer and plugs drowned with water. Just then the late, great Cessna factory mechanic and test pilot (Harold Hayes some of you may recall) walked-up, I told him the story, and Harold asked: "did you drain the belly header tanks?" The trio of mechanics looked puzzled and my AI said: "there ain't no belly drains Harold!" Harold looked under the wing struts and said: "Well that's one that left the factory without the holes for the drains" Harold removed the pilot's seat pulled the carpets and an inspection plate, and with his inspection mirror said: "Well there's your problem, it has no drains, cuz this one didn't put the drain holes in the belly skin". We hole-sawed a pair of access holes, cut the safety wire on the header tank sump drains, and drained out about 5gals of water. Harold said that a few 206's with the float kit left the factory without the drain holes in the belly and an AD or SB was never issued. For those flying 206s, 207s and 210s, it's important to check the header tanks as well as part of every pre-flight. WATER COUNTER-MEASURE FOR 206/210s: On that 206 I and a couple of later 206s / 210's I used in Alaska where water is a problem, I removed the factory strainer-drain pull that was under the oil filler door, ordered an older version interior Cessna strainer drain cable and installed in under the instrument panel, and had my IA do a field 337 for it, so water could be drained out of the strainer in flight if required. I know there was an SB to install remove the in-cabin strainer drain due to the possibility of a corroded cable jamming and leaking fuel in flight but I figure water contamination is a greater risk. I later bought a 210 once that had set outside for over a year on the northern Californian coast, that a respected AI just completed a ferry permit for. It had those flush fuel caps that the hydraulic pressure of raindrops drive right through, so I asked how much water he drained out. He said "No water the tanks are full" I said" "can't be there has to be water in it" he sumped the main tanks and a light blue liquid came out and he said: "See 100LL, no water" I took a smell and it did smell a bit like old stale 100LL but sloshed like water so I dumped it on the ground and it beaded-up like water. After draining water for about an hour, the wing tanks contained were not full to the caps, but held only 30gal of fuel, the rest, (about 50gal) was water, that had been setting so long with the fuel, the blue dye from the fuel colored the water a light shade of blue. Unlike the 206, however, the 210's header tanks were full of fuel, and the engine ran fine, even during run-up, but if I had attempted to depart I would have not got far and ended up in the trees.

During my multi engine training in Southern Calif., in a 1958 Apache, during pre flight I got at least a half cup of water out of each tank. I drained an extra amount from each tank for good measure. During flight in a right hand turn I noticed fuel siphoning from the cap. (they used old Thermos style plug fuel cap and it had rained two days earlier. We elected to land, fuel checked the tanks again and found more water. Again drained extra amount of fuel after no water found. Proceeded to take off and as I herd two misses I pulled throttles back and parked the airplane. Again finding more water. We realized the tanks have several low spots and each time the aircraft was turned, water would slosh to the drain which was a rib or two over. I received points for emergency procedures that day and learned a very valuable lesson!!! That was 1973. (That SAME Apache showed up on your video at the Luscombe gathering at Grass Valley a couple years ago. I played that video over ten times to make sure it was the same Apache. It was beautiful and in amazing condition compared to when I flew it.)

That’s the first time I’ve seen Pete on your channel for quite a long time. He certainly is growing up.

I am a 62 year old aviation enthusiast. My brother in law had a Cessna 172 back in the early 70's, and I can remember the entire pre-flight procedure now. Skipping ANY item MAY always be a problem. In this case, this gentleman bet his life on less than 5 minutes of a standard procedure and lost. IF ONLY ONE LIFE IS SAVED BY LEARNING THIS LESSON, THEN IT HAS SERVED A PURPOSE!! RIP. BTW Juan- your son really is growing up fast, but has a heck of a good teacher in you!

Well said Juan! My son bought a C152 that needed service but waited for parts, sitting outside for more than 2 months during a springtime in Seattle. We got the call that the plane was ready and "airworthy" please come and fly it home. As a CFI I consistently taught that any airplane just out of maintenance required an in depth walkaround. We started to sump the tanks, and then sump some more, and .....more. Using the "GATS" jar we took out about 1 1/4 gallons of water out of both tanks and the gascolator. At that point I called a stop; we notified the A&P to drain the tanks and clean the fuel system. When questioned as to how he (A&P) was able to do a run up and the taxi test required he said he had no problem, the engine started and ran OK. "Anyway", he continued, "the flying part was our responsibility". We ordered new gas tank caps and found another A&P to work on that plane.

This reminds me of my dad showing me this so many times. I'm 66 now, and he was actually in his Piper Cub the day I was born. He always had an airplane, from that Cub to Cessna 140, Piper Cherokees, Cessna Cardinal RG, and his last and favorite, an old T-34B with navy trainer markings. When we flew together, whatever the craft, he monitored me checking the gas for water contamination. Such a treasure to see you sharing that with your son. Thanks Juan.

When I was 15 back in 1986 and I only took fuel from one tank in the tube, my father smacked me across the back of the head so hard it never occurred to me to not check both tanks ever again.

I hired a PA28 from an FBO in Florida around 20 years ago. I did a fuel drain check on both wing tanks, no obvious contaminants, but something wasn’t quite right on one tank. It was blue coloured and smelled like fuel, but something wasn’t right; even when tipping it onto the hot concrete where it evaporated (pre EPA days). In a moment of good luck I took 1/2 sample from one wing tank and topped it off from the other - and found two liquids that didn’t mix! I went back into the FBO with the split sample. They called an engineer who drained a washing up bowl full of water from the contaminated tank. The aircraft had been awaiting a replacement magneto and had sat outside for nearly two months before it had been fitted the day before, and the seal was damaged/worn. The aircraft had been ground run on the uncontaminated tank only. I didn’t fly that day, and never went back to OBA to rent from them ever again. If you think your fuel drain test isn’t correct, try mixing samples from different tanks and you may be surprised by the result - I WAS!

Regardless of the missing fuel cap seal,No one forced the pilot to rush and possibly skip his basic checks as well. Sad to see.

Very first thing I ever learned about flying, was from an old airport out in Utah. A little private field, mostly used for skydivers, called "Alta Airfield". I was only 10 at the time, and was just there making a nuisance of myself, or so I felt, as I was a gopher for the long-time mechanic & pilot out there. One of his first words of advice he gave me, I've never forgotten. He basically said, "Wanna become human paste really fast? Forget all the basics you've learned, and get yourself in a hurry. In life, many things can become second nature, because they don't have any real consequences attached to them- Flying does. There's no curbs you can pull over to, if you forget your basics. The WILL come back and end you. NEVER skip anything. Even once you feel you got 'em all down pat.". He was a grouchy old guy, but I always looked up to him. Looking back today, it was for good reason. That advice works for more than just flying, and I've never forgotten it. He was a good man.

In the 1950s, my father started his commercial airline career with West Coast Airline on the DC3. Before moving on to the Fairchild F27, he would amass over 10,000 hrs. in The DC3, 3000hrs as copilot and the rest as captain. Father would often relate how critical attitude and air speed were, especially if you lost an engine. He often stressed to me that upon loss of an engine, you absolutely must feather the dead engine and level the wings and equally important center the ball. He told of one hot August night, leaving Pasco Washington right at dusk with a full load of passengers heading to Portland Oregon when the left engine blew one of the cylinders punching a hole in the cowling so he could observe the piston flailing about and sparks flying. He said we were about 400ft feet AGL the gear just pulled up flaps at 15 degrees and climbed at about 400 ft/min. Our rate of climb went to zero, and I firewalled both engines. Tried to gain some altitude and any airspeed possible. Told the copilot to declare an emergency as we began a very slow, gradual left turn. Shut down and feathered the left engine after about two minutes. Again, I focused on centering the needle and minimal bank, letting the good engine slowly pull us around. We reached a maximum of 550ft AGL as we lined up, and I lowered the gear once we were descending and had the runway made. The biggest thing back then was airmanship. There was no room or power for mistakes. The margins were so small.

Teaching young Pete some of the important safety requirements of aviation will educate a lot of pilots, young and old, experienced and inexperienced. Smart move, Professor Browne!

I'm not a pilot, but have flown many times with my friend who is a CFI. He does a water sump drain test before *every* single flight, regardless of whether of the amount of time before the previous flight and whether or not new fuel has been taken on. I can't imagine why an experienced pilot would skip this crucial preflight step, regardless of whether they were in a hurry or not. Based on the NTSB preliminary report an other reports, it's remarkable how many corners were cut prior to this tragic accident.

Sad to see these senseless accidents week after week. Thanks for giving us the inside scoop and hopefully preventing these types of accidents in the future by building awareness of simple yet fatal mistakes…

That’s a dam shame, as a former instructor I was a fanatic about checking for water. I used to get complaint from the school I taught at sighting that the plane is refilled so often because of use that it would never have water in it. But things like condensation fuel trucks with water, bad filters on the fuel truck or whatever… spilled gas on a tarmac is cheep insurance.

Juan, your demonstration at the end of showing the fuel tester with fuel and water was awesome! I remember seeing pictures in flight school but that isn't something the laymen most likely has seen. Keep up the good work!. As a fellow ATP, your message about aviation not being forgiving of some reality tv build for likes and subs is extremely truthful. I hope people who aren't properly trained and rated take a valuable lesson from this. Airplanes can be and sometimes are, less forgiving than the North Atlantic ocean for mariners.

Hi, Pete, your dad is teaching you well. Not a pilot or in aviation. I am an occupational health and safety professional and your videos speak volumes to the safety world.

Whenever I tell my wife about a Blankolirio video, I always preface it with "Pete's dad said." I've done this ever since Pete did his report on one of the Wright brothers. If I say "Juan Brown said. . ." she won't know who I'm talking about. *Keep up the good work Pete's Dad.*

I was taught to check for water in the fuel every time I took a plane up. This was applicable even if the plane had just returned from a flight. We also had to wait 15 minutes after refueling and then check for water. It's such an easy thing to do.

This is a good reminder. I was a flight instructor during the eighty’s and ninety’s . I had a student with a brand new Piper Archer which unfortunately was not hangared. Before one of our flights, my student was looking at a fuel sample and thought something didn’t look right. It was pure water, no separation line. We pulled 7 full samples of water before we got any fuel at all. The fuel cap condition appeared fine but definitely leaked. Piper sent a new cap under warranty and the problem never occurred again.

I am not a pilot nor have even begun training, but have garnered VALUABLE LIFE-SAVING KNOWLEDGE from your channel and comments from everyone. As a retired fire fighter and rescue diver, there can NEVER BE ENOUGH SAFETY MEASURES PRACTICED AND PERFORMED ON EVERY EVENT THAT CAN COST YOU YOUR LIFE AND THOSE AROUND YOU. I will continue to learn from all of you as I make my way to becoming an aviator and put into practice what you and other’s demonstrate you can NEVER take for granted - YOUR PERSONAL SAFETY FIRST, the AIR WORTHINESS OF THE AIRCRAFT YOU ARE TO PILOT, AND THE INTENTIONAL PRACTICES BEFORE-DURING-AFTER YOU HAVE FLOWN AND ARRIVED SAFELY. Thanks for all that you do!! 😊

All of the flights from Knoxville to Philadelphia that evening left 5-15 minutes late. Being in a hurry never pays off with aviation.

was a line guy for a major FBO. every tank at the fuel farm and truck was sumped every night. the amount of QC we did and the results were recorded, you as a pilot & A&P are well aware of the record keeping. as far as pilots checking, no idea. we got most of our fuel problems, water, from 100LL. one G-4 celebrity's pilot used to ask to see a sump for the fuel truck, mostly when he was headed to Europe. i personally never flew a plane i didn't use a fuel tester on.

I can't tell you how much I appreciate your content. This one is a useful reminder that if you are in a hurry to fly you are in a hurry to die. Sad loss of a pilot and airframe.

If you don't run checklists it doesn't really matter if it was a RU-vid channel who put the plane together or some official mechanic. Personally I would double check since you know the aircraft's history. For those who love MSFS, in the PA24 Comanche 250 of A2A the fuel contamination is actually simulated as well and you can drain the fuel on the walk around. It actually keeps track on how long you didn't fly the plane and what the conditions are when you stalled it and where. Pretty aweseome.

Thanks Juan. Its not always rain that would get in the tank. In humid areas it can be condensation from moisture in the air that ends up in the bottom of the tank. The fuel evaporates and reduces the temperature to below the dewpoint and the moisture in the air space above it condenses out. So topping up the tanks before putting the plane to bed was what I was taught. Knowing this I've even found this happening in my lawnmower fuel tank. That seal is very important.

You’re absolutely right. It’s not house flipping. It’s not even land speed automobile building. I’m thinking the only thing more dangerous to build in a rushed, monetarily constrained manner is submerged vessels.

It's crazy that you mentioned how aviation is not conducive to reality TV shows (not exact quote). When I was banner towing, we were contacted by a reality TV producer and I was all kinds of excited to be a part of it! I never understood why the company owner/boss didn't like the idea of it. We got as far as creating a really nice intro, but the producer said "it's not life-threatening enough for reality TV." I proposed we do some things that skirted the FAA regs to make it look more deadly than it is, but that's when the boss pulled out. Now almost 15 years later I'm glad he did that, cause it really could have put all of us in serious danger, even with all safety precautions adhered to behind the scenes.

It's good to see Pete again. Teaching and showing him a critical step in pre-flight safety. Stay safe out there Juan.

I love the way you ended your last sentence in your introduction, JB. That should be an ominous warning to all concerned. Thanks for your update, time, and resources., as always. Take care and fly safe. 🤟🏽🖖🏽

I got a call from my dad one night. He had run out of gas, grabbed a gas can he had stored in the trunk, dumped in only to figure out it was water! The car was a 1955 Buick station wagon and the tank had a drain plug. I drained it until I was sure it was mostly gas, dumped in some real gas but it wouldn't run. I towed him home and when I took the top of the carb off you could see beads of water blocking both jets - the water would not flow through. Very sad loss of Sam and I'm sure Jason is broken by this tragedy. It shows how quickly an oversight can get you and how critical every step in a preflight is. RIP Sam!

I've seen two planes take off with water in the tanks and that pop Juan mentioned is exactly what I heard too as they lifted off.

Being in a hurry has often gotten me in trouble. My thinking isn't always the best when I'm rushed.

During takeoff one day, I saw a fuel cap on the runway. We called all company aircraft back to land; one of the twins was flying with an open fuel tank.

I just read the intital NTSB report as well and its a HUGE wake up call for all of us who sometime become complacent and especially to the Rebuild Rescue crew I think the rush to complete a task or get to our destinations can cloud our judgement no matter who we are or how long the aviation resume we have.

I found water in my 150 trainer once. Very eye opening to realize how so much worse my day could have gone, the worst that day went was I didn’t get to fly. And I’m here to tell you about it.

SMDH. My A&P recommended replacing my Cherk's fuel cap gaskets at last annual. I ran down to the local Aircraft Spruce and picked up a full set for, IIRC, $3.50 each. Replacing them took about 10 minutes. For want of a nail, etc etc.

It just dawned on me that this simple example of what water looks like in your fuel tester should be mandatory as part of PPL training. While I did know what to look for, there's an awful lot of young people getting their PPL who have never seen it.

Thank you, Juan. Water in the fuel... such a needless tragedy.

Hi Juan, Great video as always, thanks for getting this up straight away. I’m an Aeronautical Engineer with nearly 20 years experience and am around halfway through my PPL. My first ever lesson in the C152 during the pre-flight saw me find water on the engine fuel drain sample. It’s been drummed into me from day one to always do a fuel drain even if it has been checked on the first flight of the day. My time flying RC Helicopters taught me about Methanol being hygroscopic and to pay careful attention to fuel contamination. Ratty old fuel drain tubes which the plastic has gone crazed and off color also increases the risk of contamination being undetected. Keep up the great work Juan. Cheers

RIP Sam. Thanks for your thoroughness Juan.

New engines new props new instruments.... Same old gas cap... ???

Started watching Rebuild Rescue from Jason's very early episodes since I've been a part of restoring numerous antique, classic, and muscle cars through my years and enjoy seeing things getting rescued. Although I'm not a pilot, or even an A&P, I have numerous friends, including A&P's, who are involved with or retired from the aviation industry. Through this circle I have gained a fundamental understanding of the industry and hobby. I never was comfortable with Jason's approach and cavalier attitude around getting these old birds airworthy again and unsubbed long ago fearing this very outcome. My condolences to Sam and his family.

Juan I wasn't following that channel rebuild rescue but after your video I went and watched a few videos on this cougar. And in the first flight to Michigan and during that flight they mentioned about moisture coming out of the left and right wing. Now whether this had anything to with the accident I'm not sure. However in the accident flight his slot was delayed 2 times he had plenty of time to do the proper checks. I drove an 18 wheeler for 20 years and even I did a pre trip inspection to mak sure everything is ok to go it's sad that a person especially of his experience didn't take a few minutes while waiting to check..just sad I enjoy your channel ty for all you do!!!

Rushing almost always leads to problems. It's a life lesson, not just for pilots. Slow down, pay attention, be in the moment. Thanks for the coverage of this Juan+Pete.

NASA coined a term for when preventable accidents were precipitated by taking shortcuts. The term is called the normalization of deviance. Unfortunately, that appears to be the case here.

Nice fuel sample pongo Juan. 20 years as a usaf fuel systems mechanic and I never once use anything but a screw driver and a mason jar. 😮 keep up the good work, really like your videos.

Water in fuel, such a fundamental issue. Completely familar with this, regularly check fuel on an S2G Grumman Tracker as part of the maintenance crew. The Tracker is a flying aircraft in an aviation museum here in Australia, maintained and flown by a completely volunteer crew.

My dad got his private ticket in the mid 60s. I distinctly remember that he had a laminated walk around checklist on a clipboard with an attached grease pencil. I also remember that trim tab operation was part of the list because he would have me run the trim while he was outside checking. I'm not sure how he did this when alone but I'm 100% certain he did. I remember being nervous when he had the J3 because I had to upfront and couldn't see him and the fact it was so slow. It seemed to hang in the air. After the J3 he got a 150 with his buddy. I remember my Mom wouldn't allow both my sister and I go with him together. It was one or the other. She said she didn't want to be left alone. She was afraid of flying and I don't remember her ever going up with my dad. His last craft was a Cherokee which he owned until he died. I sold it for a stupid amount of money.

It doesn't matter how much knowledge or experience you have in aviation. It's all about ATTITUDE. If you don't approach every flight in the right frame of mind , dooner or later you are going to have an incident ir accident.

I'm not a pilot but it sounds like the guy was rushing to go because he had a flight to make afterwards. We'll never know why he made the decision to skip some of the crucial pre-flight checks. It might be one of those things where 99 times out of a 100 it's never an issue and he figured it probably won't be a problem this time around. It just goes to show that there is a reason why the proper procedure must be followed each and every time. Condolences to the friends and family of the pilot.

I live in a very rural place a commercial pilot had bought some sporting camps on our lake I talked to his wife one day we were talking about flying and I said I was really nervous to get my license she said a nervous pilot is better than an overconfident pilot I always remembered her words they both were old and retired wonderful wonderful people

The demonstration at the end of this video will hopefully save lives. It's as clear as the difference between these two liquids.

Pilots should also check to make sure fuel caps are tightened after a third party pumps fuel. I worked at a community airport in college and a jet that bought fuel from the local FBO took off and ran out of fuel after the left wing tank cap became dislodged and fuel was sucked out of the tank. The pilots were not paying attention to their fuel quantity as they had just filled the tanks. Very important to make sure fuel caps are tight, but most pilots don't check them when they are closed.

I made the mistake one time sumped the fuel tank’s in preflight ,all was good . The plane needed fuel so they came and topped it off , i did not re sump it . Did run up everything was good lined up for takeoff . Took off got half way into the down wind leg and lost power , mad it back to the runway then taxiway . Two other planes went down back to back , other two had off field landings . No one got hurt one plane was a write off , all three got fuel from the same truck. Always sup a couple min after refuel 🙏🏽

I'm NAP, but I've been around aviation all my life. Every private pilot I've ever flown with did a thorough pre-flight & walk-around prior to takeoff. When I was young, a family friend would take me flying. I was very impatient & asked what was taking so long before we could take off. The pilot then took time to walk me around the entire aircraft, explaining in detail how every thing he checked could kill us. Back in the aircraft, he handed me the check list & explained what every item was & why it was important. I was never impatient again. I wanted to become a pilot, ace-ing ground school and accumulating a few hours with an instructor, but vision problems & lack of funds interfered with completion. In this incident, I wonder how many other things never got checked on this aircraft and were just waiting for other slices of the Swiss cheese to line up.

Not only can water get into the fuel tank with a bad cap seal, but you can also siphon fuel overboard in flight. I owned a 1960 Cessna 210 for a few years. Toward the last few years I owned it the fuel consumption seemingly went up drastically. I complained to the mechanic, but he just said that I was not leaning it properly in flight. It turned out to be a bad fuel cap seal that was allowing fuel to be siphoned overboard while in flight.

Where is the guy from the last video where he commented that Rebuild Rescue were the safest of safe and you replied "Are you an A&P?". I want to see him go for round 2.

It's been a very long time, but I have been a passenger with three different private pilots. I distinctly remember all three explaining their pre-flight checks (one was an instructor, so was used to explaining everything to students, one told me that talking out loud was his way of making sure he did everything, one probably more out of habit as a fairly new pilot and having to tell his instructor what he was doing). All three included a fuel check with a tool similar to the one Juan showed here. I also remember at least one of them tossing the sample on the ground to make sure it wasn't pure water - which wouldn't have that distinctive line in the sample container that we saw in the science experiment at the end. I can't imagine short cutting such an important pre-flight check.

Many years ago I used to fuel light aircraft from a fuel truck. The first thing we did was fill a big glass jar about half way and let it sit and settle out. That was the first check, that the fuel being delivered was clean. Then, after fuelling, we sumped the tanks, even though it was not our job to do so, it was a precautionary measure on our part. Finally, the pilot would sump the tanks, generally some time later and again after the fuel in the tanks had settled out. Good practice, I thought.

Thank you Juan for this review. Please everyone understand that flying is not the same as taking the SUV out for spin and that there is nothing wrong with waiting a few minutes to perform a proper preflight inspection. Better 10 minutes late than not arriving at all.

You are such a gem for the aviation community, Juan. Thank you for all your hard work!

James T Reason CBE came up with the notion of the Swiss Cheese model. His books/articles on human error make an interesting read.

Achieved my first multi engine rating on a P30 Twin Comanchee 160hp engines. No counter rotating props, and offset tail highlighted the importance of identifying the critical engine and reduced effectivenes of left rudder when countering yaw. Airspeed below red line and blue line was identified as critical to achieving the next phase of the flight. Engine failure with airspeed below red line stop or controlled crash straight ahead. Airspeed after rotation and below blue line the aircraft is essentially a single engined aircraft unable to climb. Maintaing directional control and airspeed above vmca is paramount to the safe operation of the aircraft after the event. Failure to initiate the correct procedures will severly limit the possibility of a happy outcome.

An incredible amount of useful information in a rather short video. Much respect and stay safe. Your channel and YOU are invaluable invaluable

thanks for a very important message and an pointing out that there no ‚minor issues‘ in aviation. Being in a rush can kill people… Sad incident and avoidable.

Darn! What a crying shame. All he had to do was sump the tanks, and he might still be with us. So very sad. A deep lesson in this. Do not rush your pre-flight, and do not skip any items. Thanks Juan for bringing this to light. It's information like this that can save lives.

Pete….oh my is he growing up….you got a great Dad and I wouldn’t be surprised if you grow up to be a Pilot too😊✈️

Thank you for another informative and factually true video. This accident was so avoidable.

It’s the $10 oring that will bring a plane down. As an A&P, you can’t miss. You have to sweat every detail. And even then nothing is guaranteed. I really hope this serves as a lesson to any wanna be RU-vid aviation expert that you simply can’t mess around when maintaining and operating an aircraft. Thanks for sharing this Juan

Back in the 70's when I was training for my license, the flight school in Deer Park, Long Island kept all the keys to their fleet in their office. It was a mandatory that ALL students and pilots renting their airplanes do a complete walk around of their aircraft and check off each and every item on the paper checklist they would hand you after you initially checked in. When you were done, you would bring the list back to the office and they would hand you the keys. This definitely helped in eliminating any jump in and fly characters. This practice forced you to do all the checks so it became habit. I am sure there are/were some who later on after getting their license skipped some items, but as part of the initial training, they basically forced you to do the necessary walk-around checks.

Thank you Juan, the truth is hard, but in our world, absolutely necessary. Many of us posted comments of concern on many of the videos, word’s unheeded led to what I’ll now be a tremendous heartache for many.

We lost a friend to this fuel/water issue and he didn't sump the tanks. Piper PA-30 Twin Comanche, N830SS: Accident occurred June 22, 2013 in Idaho Falls, Idaho.. This happened after 6 months storage. The Grumman GA-7 is great for people like me who weigh around 165 pounds and live in north country.

For those who don't know it. petroleum products like gasoline, jet fuel, etc are lighter than water. They float on top of water. Gasoline weighs 6 pounds per gallon. Water weighs eight pounds per gallon. Light plane fuel tanks hold more fuel than they can use. My Cessna 172 had two wing tanks that held 22 gallons each, but useful fuel was only 20 gallons. There is a reason for that two gallons of unusable fuel. The man doing the preflight forgot that.

Juan, thanks for bringing up at least one of the younger generation with the knowledge on the right way to do things.

I once owned a C model 310 for 27 years flying it 2250 hours. Great machine.

Thanks professor Juan for another excellent lesson, unfortunately because of someones negligence and get there itis. RIP for our flyer. I got caught with weather and my Cessna 210 got left outside and several heavy rain storms. Caps and gaskets Appeared in good shape, and was terrified with the amount of water in the tanks. Needless to say, I Always have time for sumping the tanks.

Excellent teaching moment at the end with you and the young boy. Something he will not forget.

One of the first things I was taught as a 14 yr old as my dad was becoming a private pilot...he trained on Pipers...the Tomahawk, Warrior (my fav), Archer, Arrow and the Saratoga, was to check the fuel. Engines dont like water to run on...and as a teacher of 32 yrs and still continue to do so, I must say the demonstration Pete got to participate in and see WILL always stay with him. Sad circumstances, needless death....swiss cheese comment...spot on.

Very Sad...Very Sad indeed...Being a subscriber of both the 'Rebuild Rescue' and the Blancolirio headquarters I must say I'm saddened by the demise of 'good old uncle' Sam. That was unlike Sam I've known over the years and definitely it's down to self examination/assessment before a flight. Going through the report, I see how easy it is to blame Sam for the accident that ended his life, but then again I'm left with the question 'what is it that made the unfit to fly Sam take on this particular flight?' IT'S NEVER THAT SERIOUS. Calling it off for another day should be a perfect norm after self evaluation. Thanks Juan for the great insight into the board's report. My sincere condolences to Sam's family and friends and the Rebuild Rescue Team and fellow subscribers.

I'm so glad to see you educating your son about aviation in general, and aircraft in particular. Visual lessons like this will be remembered forever. Great analysis and follow-up, Mr. Brown. Thank you.

I picked up a Cessna 180 once that was setting outside for a couple weeks and was rained on few times. Sumped the first wing, looked at it, didn't notice anything and scattered it, sumped the other wing and there was some water in it, took a few times to get all the water out. Started thinking about the other tank, something didn't seem right so I went back to sump it again. I didn't notice anything because I drained out nothing but water, got a bucket and I must have drained out over a quart. That's how it can get you.

I enjoyed a flooding of water many years ago. In hast, looking at the sample of fuel taken from the tank, I did not notice any water "separation" and the bottom. I was not planning to fly immediately and was running up at the tie down for other reasons. After a long several minutes, the engine shook to a stop. Upon opening the cowl, I then noticed the water/fuel separation in the clear filter bowl. I sumped the tank again and realized that there was so much water that there was no fuel...&%#*. I always smell the sample since that day. As Juan noted, leaky fuel cap... I Got Lucky, very lucky...!

Absolutely spot on reporting Juan. From the time I started fly at age 13, fuel samples were a MUST, as was checking the caps and related gaskets on the high wing 150. On the SNJ-6, we used the green 100/130 and pulling the prop through several rotations was drilled in my head over 52 years ago. Check, recheck and check again. I’m curious if the plane was turning to the right (dead foot, dead motor), the left wing appeared to be separated at the wing root. I think you said there was no mention on if the propeller (either) was feathered. Solid reporting and I can’t believe how grown up Major Pete looks. Is he driving yet. Ha 😂

Got my ppl working as an linemen, we had Cessna's, Piper's' singles, & twins...I was constantly refueling these flight school airplanes, water never even got a chance. however...now I'm only 20 years old, I'm still learning if you will. I was taught to drain the fuel and check for water, which I did every preflight, never found anything, but none of my instructors , ( I had a few working at the airport, just grab one when ya can.) Ever drilled into my head about what may happen in the long term effect when an airplane sits, or bad gaskets etc. you instructors out there take a little time with your student on this...thank you.

This was the first time I saw proper demonstration of water in fuel. Thanks!

Michigan pilot here, I was taught to top off tanks overnight due to condensation that could develop, on ramp or hanger’d. Never gave it thought & along with visual sump , never ever left this out. Hurrying is not part of flying!!

Early model (pre 1990) Cessnas had installed one fuel drain in each wing tank. Post 1990, they started fitting 5 (from memory) drains for each tank. Water in tanks has been a problem for a long time.

Probably not many pilots will ever experience an engine failure but those of us who have and survived learned that training allowed for the measured, appropriate response to mitigate an emergency situation. Be prepared.

Skipping procedures kills. It shocks me to see that beeing "in a hurry" and a missing gasket for some dollars might have led to a fatal accident. I will definately think twice next time I feel pressured by time reasons. Great video, captain! 🛩

As Airline pilot and a CFI for 40 years. I have also rebuilt 5 aircraft over the years. I started watching that channel and just could not make myself finish watching. They were making numerous mistakes fixing up the airplane.

keep up the great work. Obv the investigation is being conducted by some good folks of the ntsb (?), but you're communication, sober delivery, and respectful handling of this tragic information is to be commended. It's no stretch to imagine you are probably saving lives by making pilots, students AND potential passengers think more about the circumstances surrounding their future flights. Great work. Thank you.

Special times teaching Pete about water in gas. Lessons for his life. Love this channel. Truth, get's to the point quickly.

I had a notion the the cause would be something simple. It doesn't get much simpler than that. Thank you for the unbiased report Juan, there are lessons to be learned from it on many levels.

Few years back I did a motorbike trip. After switching to reserve fuel, the engine stopped and i had to clean out the tank on the go, finding liters of rusty water. The fuel tank overflow hole was clogged, submerging the fuel cap in water during every rainfall and allowing it to leak past the seal. Already had a hard time starting the bike in the morning, as the level of water must have been just above the normal fuel draw level. The whole reserve amount was pure water.

It’s cool to see junior with papa blanco. He’s going to be a bright successful young man just like his dad