Student Pilot, Instructor Die In Central Texas Plane Crash

Full story: KWTX

Investigators were trying Monday to determine what caused a Central Texas plane crash that killed a student pilot and his instructor.

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CFI

Bixby, OK

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#1
Oct 28, 2012
 

Judged:

1

Yankee two seat aircraft are a bad choice to train in and unfortunately Scott Belt was one of the most dangerous instructors in the hill country to fly with...
LookOutHereComes TheTruth

Kerrville, TX

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#3
Nov 2, 2012
 
CFI wrote:
Yankee two seat aircraft are a bad choice to train in and unfortunately Scott Belt was one of the most dangerous instructors in the hill country to fly with...
What a HORRIBLE thing to say. Wait until you hear what everyone is going to have to say about you!
CFI

Hartley, IA

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#4
Mar 19, 2013
 
Well, no body said anything about me at KERV..... Scott Belt was a liar, a thief and was responsible for the deaths of a man and his two grandsons along with the poor guy in Llano.... The NTSB will show that the airplane was over its weight. I will say it again, Scott Belt was the worst flight instructor I ever knew. There is a little truth for you! He was responsible for doing more damage to peoples dream of flying then anyone at KERV. A dishonest and devious man! He will always be remember as an out and out thief and liar.
RayneMan

Tarpley, TX

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#5
Mar 27, 2013
 
To the CFI who seems to have a serious issues. Mr. Belt had over 6K hours of logged flight and was most capable in instructing. The AA1 was designed for low cost general aviation use and when introduced to the market quickly became popular as a training aircraft during the 1970's and did it job quite will. Mr Luker purchased that aircraft and insisted on being trained it. No one forced him to do so. In fact Mr Belt refused to fly it until it was certified air-worthiness,and Mr Luker purchased that aircraft without advise from his institutor (Belt) nor did he arrange a pre-buy with saler. Mr. Belt only agreed to train the student in his plane after repairs were made and aircraft shown to be air worthy. Mr Belt had over 30 hrs of recent time in a AA5, which is very similar to the AA1. But, in addition Mr Belt logs showed he had flown AA1's in the past. So, I'm not sure if I'd be saying things about an institutor who most likely had more experience than you Mr CFI. I'm guessing you got caught doing something wrong by Mr Belt and can't handle it. Both Luker and Belt will be missed by their family and friends. Lots of rumors float around, but one thing is for certain, neither of these men intended on falling to their death that day, someone or something failed and no correcting the issue was apparently available to avoid the accident, much like thousand of accidents that occur throughout the world every year. So, lets be fare to both parties. Thank you.
CFI

Bixby, OK

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#7
Jul 20, 2013
 
AA1 yankee's where such a failure as a training aircraft that their production was suspended. They have a laminar wing design that makes them dangerous at low speeds. They break hard in a stall and the fuel tank doubles as the wing spar. The fuel fills the tubular spar of the aircraft from wing tip to wing tip. This causes the aircraft to be impossible to recover from a spin. The fuel weighs 144lbs when spar / tank Is full. The useful load of an AA1 Yankee is about 450lbs +/- depending on what else is installed on aircraft. That leaves 306 lbs for pilot and passenger. Scott Belt weighed over 200lbs and the pilot was over 200lbs as well. Add to this a high density altitude. It was August and after 11:30 AM. A stall/spin was going to happen. The pictures of the crash site shows a spinning impact. Having personnel knowledge of Scouts attitude towards flying and his disregard for safety. It doesn't surprise me that he killed himself. The shame of it is that a student pilot lost his life as well. I am a commercial rated pilot with over 5,000hrs and a degree in aeronautical engineering. As the CFI at the time of flight, Scott Belt should have known better. But, like I have said, he was dangerous.
CFI

Long Beach, CA

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#8
Sep 9, 2013
 
Well, well, well, look at the factual on NTSB case number CEN12FA570..... Scott Belt disconnected the stall horn and a witness on the ground said the aircraft was at an extreme angle of attack..... Sure sign of over weight and on the edge of a stall. A spin did occur and it cost the student his life for trusting a dangerous flight instructor. Scott Belt was a thief, Liar and a dangerous flight instructor. Remember all you student pilots out there, you can always get a better instructor to replace the bad ones..... Do it before they kill you!!
Well done CFI

Santa Barbara, CA

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#9
Sep 28, 2013
 
CFI wrote:
Well, well, well, look at the factual on NTSB case number CEN12FA570..... Scott Belt disconnected the stall horn and a witness on the ground said the aircraft was at an extreme angle of attack..... Sure sign of over weight and on the edge of a stall. A spin did occur and it cost the student his life for trusting a dangerous flight instructor. Scott Belt was a thief, Liar and a dangerous flight instructor. Remember all you student pilots out there, you can always get a better instructor to replace the bad ones..... Do it before they kill you!!
Just read this thread. We all know it takes quite a lot of bad karma to have an intelligent CFI come out of the woodwork to criticize after you buy the farm! The guy sounded like a cowboy and unfortunately there are far too many of them out there. Marginally airworthy plane plus instructor with a sense of invulnerability equals death..
Major incompetence needs to be discussed publicly as it has the potential to avert future harm. Just as doctors and hospitals have regular "morbidity and mortality" meetings to discuss improving outcomes, so should CFI's.
CFI

Paige, TX

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#10
Nov 7, 2013
 
And so, here is the final judgment of the NTSB for those who don't like the truth.......Scott Belt was held totally accountable for the accident that killed the student pilot who trusted him......

"The airplane’s stall warning switch, located in the wing, did not indicate any electrical continuity when activated; a small amount of corrosion was observed under the terminal ends of the wires and the wire contact area. The wiring and screws were reassembled and the test was repeated; when activated, electrical continuity was noticed on the meter. The student pilot (who was the airplane owner) had told family members that the stall warning switch was not working properly, so the flight instructor would disable it for each flight. However, even with the stall switch disabled, the instructor should have noticed that the airplane was operating at low speed and high angle of attack yet he did not take corrective action. Based on the circumstances surrounding the accident, it is likely that the student pilot stalled the airplane while performing a high angle-of-attack turn to the downwind leg in the traffic pattern. The airplane’s low altitude would not have provided the pilots with sufficient time or altitude to recover. Additionally, toxicological testing on the flight instructor detected an antihistamine that is commonly used as a sleep aid in the liver and blood at a potentially impairing level; the antihistamine has potential side effects including cognitive and psychomotor impairment. It is likely that the flight instructor’s use of the sedating medication contributed to his failure to take remedial action when the student flew the airplane at such a high angle of attack at a low altitude.The National Transportation Safety Board determines the probable cause(s) of this accident to be:The flight instructor’s delayed remedial action and inadequate supervision during practice traffic pattern work. Contributing to the accident was the flight instructor’s use of sedating medication on the day of the accident and airplane’s high angle of attack at a low altitude during the traffic pattern turn, which prevented recovery during an aerodynamic stall."
concerned pilot

Ingram, TX

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#11
Feb 6, 2014
 
I have to admit that I agree with cfi on what happened on that fatal day.I do feel that cfi does have some bitter issues toward the instructor,and yes he did have haphazard ways of flying.I am curious is to how Scott belt was responsible for the death of the pilot and his two grandsons.
Another CFI

Knoxville, TN

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#12
Mar 11, 2014
 
Thank you CFI for calling this out. To any other pilots I want to point out the AIM prescribes the turn to cross wind at or above 700'AGL. If this truly happened on the turn from crosswind to downwind, they should have had 700-1,000' to recover (except for the problem with being over gross and impaired).

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