Eagle DW-1 accident near Circleville, Utah, June 7, 2004
On June 7, 2004 at about 4:35 pm local time, a Eagle DW-1, registered N8805D, was destroyed in an accident near Circleville, Utah (Junction airport). It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the encounter with severe turbulence during aerial application and the pilot's inability to maintain aircraft control resulting in the in-flight collision with terrain. A contributing factor was the low altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 2004 · about 4:35 pm local time
- Place
- Circleville, Utah · Junction · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Eagle DW-1
- Registration
- N8805D · no longer on the register · serial DW-1-0034-81
- Damage
- Destroyed
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
The pilot was applying pesticide to a 100-acre alfalfa field. He said the winds were from the southwest at approximately 7 knots. He had completed the north end of the field while flying in a "racetrack" pattern from west to east. Because of the rising terrain to the east of the field, he decided to complete the pesticide application while flying in both directions. During a "right standard reversal turn," the airplane encountered "extreme turbulence" which caused the airplane to roll to the right. The pilot stated that he added full power and pointed the nose down to regain control. Although the pilot was able to get the wings level, the buffeting and turbulence was so "severe" that the airplane did not respond and continued to "sink rapidly." As the pilot attempted to release the remaining pesticide, the airplane's lower left wing struck the rough and uneven terrain and the airplane cartwheeled. The airplane was destroyed by a postimpact fire.
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; single-engine land; instrument: airplane
- Flight time: 2,454 hours in all; 616 in this make and model; 146 in the last 90 days; 24 in the last 30 days; 2,364 as pilot in command
- Last flight review: August 8, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: ctr
- Injury: no injuries
The aircraft
- Airframe total time: 2,713 hours
- Last inspection: annual inspection, April 1, 2004; 90 hours since
- Maximum gross weight: 5,400 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming TIO-540-M1B5D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: U13 Junction UT at 4:15 pm
- Destination: U13
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 210° at 16 knots, gusting 21
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 19°F (-7°C)
- Altimeter: 29.98 inHg
- Observation at 5:53 pm from KBCE, 33 miles away
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.
Other NTSB records under N8805D the same tail number, which may have belonged to a different aircraft at the time
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.