Hoffman, Wolf, Flugzeugbau H-36 accident near Waukegan, Illinois, July 31, 1996
On July 31, 1996 at about 4:28 pm local time, a Hoffman, Wolf, Flugzeugbau H-36 (glider), registered N86PS, was destroyed in an accident near Waukegan, Illinois (Waukegan airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to maintain adequate airspeed, while maneuvering to land, which resulted in an inadvertent stalled and collision with the terrain. A factor relating to the accident was: the loose engine cowling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 1996 · about 4:28 pm local time
- Place
- Waukegan, Illinois · Waukegan · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Hoffman, Wolf, Flugzeugbau H-36
- Registration
- N86PS · registry record · serial 360153
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after the pilot of a motor-glider took off, he informed the tower that his engine cowl had come loose and he wanted to return to the airport for landing. The tower told the pilot he could land on any runway, and the pilot indicated he would land on runway 05. Subsequently, the aircraft impacted the airport infield near the intersection of runway 32 and 05. Witnesses reported the left engine cowling was flapping and making noise. The pilot flew a tight downwind for runway 32 at about 150 feet AGL, then he turned back to the west after crossing the intersection. When he came out of the turn, the altitude was about 100 feet and the wings were rocking. The motor-glider made a sharp left turn, entered a steep descent, and crashed with the left wing hitting first. Examination of the aircraft revealed flight control and engine continuity. The cylinders had compression and spark. Fuel was present. The prop hub indicated rotational scoring. The left engine cowling exhibited about a 14 inch tearing from the rear of the cowling to the front.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,495 hours in all; 184 in this make and model
- Medical certificate: Unknown
- Seat: left
The aircraft
- Airframe total time: 184 hours
- Last inspection: annual inspection, March 4, 1996; 5 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Limbach L2000EB1C (piston); 0 hours total
The flight
- Departed from: UGN
- Flight plan: none
- Runway 32, 3,751 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 8 knots
- Visibility: 30 statute miles
- Sky: broken clouds at 9,000 ft; scat at 3,000 ft
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 3:45 pm from UGN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.