CEN25FA224

On June 28, 2025, about 0934 central daylight time, a Vans RV-10 airplane, N847CS, was substantially damaged during an accident near Capron, Illinois. The pilot and flight instructor were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 instructional flight. The purpose of the flight was for the pilot to complete a flight review with the flight instructor. According to automatic dependent surveillance-broadcast (ADS-B) flight data, at 0909:06, the airplane departed runway 23 at Waukegan National Airport (UGN), Waukegan, Illinois. After takeoff, the airplane flew to the west and climbed to about 3,300 ft mean sea level (msl) where the flight track was consistent with maneuvers that are often associated with flight reviews. After the maneuvers, the airplane continued flying to the west until 0931:53, when it entered a right descending turn from about 3,000 ft msl. The airplane completed two 360° turns, over a period of 1 minute 40 seconds, as it continued to descend. Beginning at 0933:33, the airplane briefly flew northwest about 0.3 nautical miles (nm) while it continued to descend. About 13 seconds later, the airplane flew over Capron Road, a north-south road, about 590 ft above ground level (agl) before it entered a right turn to the east and continued to descend. At 0934:03, the airplane crossed over Capron Road for a second time, on an east heading. As of the final ADS-B data return at 0934:05, the airplane was about 315 ft agl and 154 ft west of the accident site. Preliminary aircraft performance calculations indicated that as of the final ADS-B return, the airplane had decelerated to about 54 knots calibrated airspeed (KCAS) and was descending about 2,850 feet per minute (fpm). There were no witnesses to the accident. The airplane impacted a cornfield on a west heading. The corn damage was generally circular with a diameter consistent with the airplane’s wingspan. Based on the impact crater and the minimal lateral damage to the corn, the airplane impacted the ground while in a steep nose-down pitch attitude. All structural components and flight control surfaces were located at the accident site. Elevator and aileron flight control continuity could not be confirmed due to impact-related damage; however, all observed separations to the flight control push/pull tubes and rod end bearings were consistent with overstress. Rudder cable continuity was confirmed from the cockpit pedals to the rudder control horn. Each flap remained attached to its respective wing; however, due to impact-related damage the flap setting was not determined during the onsite examination. Both wing fuel tanks ruptured during impact, but there was evidence of fuel blight observed on the corn leaves surrounding the accident site. The airframe fuel lines were also damaged during impact, but residual fuel was observed at the fuel selector and the fuel line between the engine-driven fuel pump and the fuel servo. Theengine-driven fuel pump discharged fuel when operated by hand. The fuel servo’s inlet fuel screen was not contaminated with debris and remained wet with residual fuel. The fuel flow transducer separated from the engine but was otherwise undamaged, and blown air passed through the fuel flow transducer without restriction. The engine was found partially buried in the impact crater. A visual examination of the engine did not reveal any crankcase or cylinder fractures. Internal engine and valve train continuity was confirmed as the engine crankshaft was rotated through the propeller governor drive gear. The engine rear accessory gear section rotated freely. Compression and suction were noted on all six cylinders in conjunction with crankshaft rotation. An unquantified amount of engine oil remained in sump. The screw-on oil filter was found separated from the rear accessory section. The engine was equipped with two electronic magnetos that were not tested during the onsite examination. The top sparkplugs exhibited features consistent with normal engine operation. The fuel distribution valve and associated fuel injector lines exhibited impact-related damage. The fuel injectors were found attached to their respective fuel injector line, and each fuel injector was found properly installed in its respective cylinder head. The fuel injectors were clear of debris. The fuel servo exhibited significant impact-related damage. The engine examination revealed no evidence of a mechanical malfunction or failure that would have precluded normal operation. The two-blade propeller remained attached to the engine crankshaft. One of the two propeller blades was found completely buried in the soil; however, when recovered the propeller blade exhibited an S-shaped spanwise bend, chordwise scratches, burnishing, and leading-edge damage. The other propeller blade remained relatively straight and exhibited minor chordwise scratches. The airplane’s damaged primary flight display (PFD), multifunction display (MFD), electronic attitude indicator, and digital navigation/communication device were shipped to the NTSB Vehicle Recorder Laboratory for examination and possible data extraction. The airplane wreckage was recovered from the accident site to a secure location.