Stemme S10V accident near Plymouth, Wisconsin, May 19, 1998
On May 19, 1998 at about 7:45 pm local time, a Stemme S10V, registered N97MT, was substantially damaged in an accident near Plymouth, Wisconsin. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the improper in-flight decision of the pilot in command to initiate a turn at a close proximity to the ground. Factors to the accident were the starting procedures not being followed and the inadequate altitude to initiate the engine restart.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 19, 1998 · about 7:45 pm local time
- Place
- Plymouth, Wisconsin · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Stemme S10V
- Registration
- N97MT · registry record · serial 14--042M
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At an altitude of 1000 feet above ground level (agl) the pilot started the transition between soaring mode and powered flight mode. When completed the pilot observed that throttle movements did not produce power changes. The pilot said he picked a field for an off-airport landing and initiated a normal gliding approach to the field. Between 100 and 150 feet of the off-field landing site the pilot decided to turn into the wind, which was at a 45-degree crosswind, and the left wing tip contacted the ground in a 20-degree bank. The aircraft has a 75.5' wing span. Post accident investigation showed that there was usable fuel in both of the wing tanks. The engine and the drive train were undamaged from the accident. A test run of the engine showed that the engine started, without hesitation, and throttle response was determined to be normal. Engine controls and indications appeared to be in the normal operation limits. No other discrepancies were found.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: helicopter; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 40 in the last 90 days; 6 in the last 30 days; 7,000 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 714 hours
- Last inspection: annual inspection, December 10, 1997; 6 hours since
- Maximum gross weight: 1,880 lb
- Seats: 2
- Landing gear: retractable
- Engine: Limbach L2400/ EB1.AD (piston); 0 hours total
The flight
- Departed from: SBM Sheboygan WI at 6:00 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 250° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 7:53 pm from SBM, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.