Utah Soaring Association Morgan County Airport

We are a gliding club based in Utah and operate from several sites including Logan Airport, Morgan County Airport, Heber Airport and Hephi Airport.

Services

The Utah Soaring Association is an 80+ member club operating out of four airports:
Heber City Airport (Russ McDonald Field)
Morgan County Airport
Logan Cache Airport
Nephi Municipal Airport

We are an active flying club & social organization dedicated to facilitating gliders for club member personal use & glider flight instruction for both new & transition power pilots.

SAILPLANES
The Association currently has six sailplanes, three Grob 103 Twin Astir, two Grob 103 Twin II & a Pilatus B4-PC11. See Club Ships

MEMBERSHIP REQUIREMENTS
Membership requires an initial fee, yearly dues, & volunteer service.

BENEFITS
The benefits of joining are many, but a few include: inexpensive flying, access to well-maintained, good performance aircraft for either learning to fly gliders or for your own soaring enjoyment, great friendships, & the ideal soaring conditions of Utah.

SOPs for gliders at Morgan County Airport (42U)

Morgan County Airport is located in the unincorporated township of Mountain Green Utah. It is approximately eight miles west of the town of Morgan, Utah.  It is a public airport, owned & operated by Morgan County. The airport is situated on a 2.2% (or 2 degrees) slope, & the airport elevation is charted at 5020 MSL. The airport location is N41.1488 W111.7666.

Facilities

There exists an “open to the flying public” facility with water, electricity & a restroom. It is the small building adjacent to the first hanger on the west side of the airport. The entry code is the standard Unicom frequency (122.8).  The convenience store at the corner of Old Highway Road & Trappers Loop Road, one & a half miles west of the airport, is the closest option for food. Eight miles to the east, full services are available in the town of Morgan, Utah.

Oxygen for the USA club glider is located in a small shed to the west of the ramp area glider tie down. The same shed houses the wing dolly, ballast weights, a tow rope, extra seat cushions & various other pieces of USA equipment. The shed is newer than the diagram below, so it is not depicted. The combination for the shed is “7813”. The batteries used in the USA gliders are stored in a small box attached a hangar directly across the runway from the tie down area. See the diagram below for the exact location. The combination is the same as the shed, “7813”.

Communications

The Unicom frequency of 122.8 is customarily used for all traffic & position reports by all pilots flying in the area. While soaring at altitude you will likely hear radio calls from the Logan, UT airport. Pilots in the Logan area use the same frequency as Morgan County, & the names sound similar on the radio. A suggestion is to use the phrase “Morgan County Airport” for all position reports.

Almost all local operators use radio while flying out of the Morgan County airport, but there may occasionally be no-radio traffic.  Make position reports as necessary & watch carefully for no-radio traffic. There is also periodic traffic passing through the valley en-route to north or south destinations, including occasional military traffic from Hill AFB (F-35s, F-16s & C-130s principally).

Runways, taxiways & windsocks:

Morgan County airport has one runway, oriented at the mouth of Cottonwood Canyon. Runway 03/21 is 3900 feet long & 45 feet wide. There are no runway lights. Runway 03/21 slopes downhill to the southwest at a 2.2% grade. Take-off & landing performance considerations must include this runway slope, otherwise a longer or shorter landing rollout can occur, depending on your landing direction.  Runway 21 has a displaced threshold (214’) & is the primary runway for take-off & landing due to canyon obstacles to the north & the predominant winds from the southwest.

CAUTION

The main runway has a pronounced, raised edge. On landing, do not set a wingtip down on the unprepared (grass) surface, you will damage the underside of the wing, ailerons or wingtip. Do not allow the wingtip to roll in the grass as you come to a stop. In addition to the raised runway edge, there are many rocks & other obstacles along the runway that will damage the glider. Specific procedures to minimize these obstructions & ensure safe operation are listed below:

1. When departing runway 21, offset to the right side (northwest). This will place the aircraft in line with the asphalt ‘seam’ on that side & improve available ground clearance. In the case of wing-down departures, the right wing should be lowered in the hammerhead area with the nose pointed slightly left. This offset should be maintained until the wings are level. If these procedures are followed, either wing could make contact without harm – the left wing would contact the paved area, & the right wing would contact the dirt in an area of adequate clearance.

2. Similarly, arrivals on runway 3 should offset the centerline to the left (northwest side) during the last part of the rollout.

3. Tow plane operations are unique for continuous runway 03 operations (i.e., training). During glider landings to 03, the tow plane will taxi to the main ramp area after landing. This will open the hammerhead area to the glider. After the glider arrives, the tow plane will then follow the glider to the hammerhead at the arrival end of runway 21.

4. Runway 3 long-rollout arrivals should not be conducted when any other aircraft is in the hammerhead. This procedure in conjunction with #2 & #3 above will allow the glider to offset & remain free from any obstacle.

5. When runway 3 long-rollout operations are conducted, touchdown should be planned to a point no more than 300 feet past the midpoint of the runway. Immediate moderate braking effort should be applied such that the entry into the hammerhead is at very low speed.

6. If stopping short on a runway 21 landing, manoeuvre to the right & set the left wing down on the asphalt surface.

Seam in asphalt to be used as offset “centerline” for take-offs on runway 21 until wings are level. Also used when landing short on 21 & for extended-rollout landings on runway 3 during the last part of the rollout. This view looks to the north-east toward the hammerhead area & its windsock.

Runway 21:

Power & glider operations on runway 21 use left traffic.  The pattern will track over a housing development on higher terrain to the south of the airport.  Final approach enters a small canyon initially with higher terrain on both sides. Use caution & a slightly higher approach speed when the airport is experiencing southerly winds.  Note that there can be considerable mechanical turbulence on arrival that will continue until approximately one half of the distance down the runway.  An additional factor is the downhill slope when landing to the southwest.

Runway 3:

With calm winds, runway 3 is useful for repeat glider landing during training operations.  Runway 3 also uses left traffic. The runway slopes uphill to the northeast. All tow operations operate on runway 21, so an arrival on runway 3 with a rollout to the end typically allows for subsequent take-offs to the southwest (see CAUTION notes above).  The only obstruction for arrivals on runway 3 is a fence located 120 feet to the southwest of the arrival threshold. Most glider operations will l& long on runway 3, so the fence is not a factor. Runway 3 also has a displaced threshold located at 212 feet from the end of the runway. There are private hangers on the north side of the arrival end of runway 3.  Newer hangers are located on a ramp just to the east of the arrival end of runway 3.

There are three windsocks. One on the north side of the approach end of runway 21, one to the southeast of the approach end of runway 3 (near the heliport) & a   third on the south side of the runway approximately one quarter of the way down runway 3.  There is also a large US flag flying on the ridge just southeast of the field. Typically the local winds will create a strong breeze through Weber canyon from east to west in the early morning.  These winds then transition to the southwest in the early afternoon.

Towing & staging:

Elk Mountain Soaring operates the tow plane (Pawnee) & provides glider support operations at the airport.  See Tow Operations . Arrive early to complete your pre-flight & aircraft positioning before your scheduled take-off time.  There is generally limited manpower at the airport, so plan to be “self-sufficient” in moving your glider to the end of runway 21, & in recovering to the tie down spot following your flight. It is perfectly acceptable to inquire whether your tow pilot may be both equipped & willing to help you with this, but do not just assume that such aid will automatically be “available upon demand” upon your arrival at the airport. & even if then available, upon completion of your flight, the tow pilot will likely have “long since gone home.”  If a cancellation is necessary, advise the tow pilot as soon as possible & if using a club bird, update the USA reservation website.

The USA gliders are tied down on the newly constructed ramp on the southeast side of runway 3. It is necessary to tow your glider the length of the runway when positioning for take-off. Use great care while entering the runway & towing the glider to the staging position. If you notice a conflict with an arriving or departing aircraft, depart the runway immediately. If possible, use a handheld radio to announce your intentions & for traffic awareness. A visual watch for traffic will be necessary due to the possibility of no-radio traffic at Morgan County.

The run-up area at the departure end of runway 21 is used for glider staging. Utilize the extreme northwest corner to prepare for launch. If there are more than two gliders preparing for departure it may be necessary to initially stage in the grass on the south side of the runway. There are tie down spots available near the fence if you will be leaving the glider unaccompanied. There are also two cement weights in the run-up area that may be used to secure a glider. Please remember that the winds at Morgan County are highly variable in direction & intensity. Do not leave a glider unattended without securing it first.

Do not stage in such a manner as to leave the tow pilot no place to safely drop the rope. Tow pilots will drop the rope on the run-up area if clear, & otherwise on the runway itself.  If there are many gliders blocking all the real estate at the departure end (run-up area, runway, grass) he or she will be required to drop the rope farther down the runway. This will delay successive launches.

When you are ready for departure, make sure you are completely prepared prior to pulling onto the runway & you have made one final scan for traffic. If a ground crew is willing to assist, it is best to complete all preparations in the glider & have someone pull you out onto the runway. Radio communication is required.  When all checklists are complete & you are ready, close (or partially close) your canopy as a signal to the tow pilot to taxi out & take up slack. Only after all slack is out of the tow rope should you give your wing runner the thumbs up to raise your wing. The tow pilot will not start the take-off roll until you make a radio call that your canopy is closed & locked, the spoilers are closed & locked & you are ready for departure: Tow pilots will expect this call almost immediately after all slack is out of the rope. (If with a student, have all necessary “talking done” prior to closing your canopy. To reiterate, don’t leave anything un-done that will delay your “ready to go” radio call immediately after all slack is out of the tow rope.) Once you are ready, make the following radio call:  “Morgan County traffic, glider 554, canopy closed & locked, spoilers closed & locked, ready for launch, Morgan County”.

For an added measure of communication (& to provide consistency with other soaring sites), you can waggle your rudder to the tow pilot as a signal you are ready. The tow pilot will then make the radio call for departure.

Once on the runway, if you notice conflicting traffic in the pattern, get out of the glider & move it off of the runway. Do not allow arriving traffic to l& over the top of you. Creating your own hazard is just a poor idea.

One final note; while taking off & landing, be aware how your actions will impact any traffic in the area. Any time you are on the runway, pay very close attention to the radio & the traffic pattern. If you notice conflicting traffic, vacate the runway immediately. If you attempt to l& on runway 03 & fail to roll to the staging area for another departure, plan to remove the glider from the runway as soon as possible if others are waiting for departure.  Regarding vehicle use:  Use the dirt road on the north side of the runway to drive autos to & from the departure end of 21. Do not drive on the runway unless you are towing/retrieving a glider. Courtesy & safety go hand-in-hand.

Premature tow termination:

All glider operations use runway 21 for tow. The emergency land-out field selections are limited. Immediately to the west (slightly right) of the departure end of runway 21 are two fields usable for emergency landings. These fields generally contain irrigation pipes & livestock. While neither one is a perfect choice, they are the only options available. As mentioned previously, use caution & pay attention to wind drift after take-off. The winds at the runway surface can be much different than the winds at 300 feet.

Once airborne & away from the immediate vicinity of the airport, the available landing opportunities increase. Use caution when surveying possible fields for use. Much of the terrain is not flat.  Be careful.

Tow Patterns & operations:

The typical tow will depart runway 21 with a left turn after crossing the I-84 freeway. The tow will continue to another left turn toward the northeast, parallel to the runway. After passing the approach end of runway 21, the tow will proceed in a right turn to parallel the ridge that eventually will place you on Mahogany Ridge. If you desire a higher tow, the pattern continues with a left turn after Mahogany Ridge to points on Durst Peak.

Obviously many options are available if you choose to discuss them when you talk to the tow pilot prior to departure. Right turn departures are not accomplished under normal circumstances due to residential concerns & published FAA traffic pattern descriptions.

Local weather & soaring activity:

The predominant winds in the local area are from the southwest. The Wasatch Mountains rise to 9700 feet approximately 4 miles to the west of the airport. Weber canyon cuts through the Wasatch Range immediately to the west of the airport & winds can be considerable through the canyon. The effect of the winds can be felt on initial tow after departure to the southwest. Occasionally, weather patterns will produce a strong south wind, which can have a dampening effect on thermal activity in the area.

During morning hours, winds will be light & variable at the airport changing to a southwest to westerly direction in the afternoon.  Additional wind indications are obtained from a windsock located at a house to the south of the runway one third of the way down from the approach end of runway 21. There is also a flag on the lawn of Browning Arms Inc. to the north of the midpoint of the runway, & quite a large US flag at a residence on the near ridge just southeast of the airport.

Be aware that considerable changes in wind direction & speed occur in the local area, changing rapidly with altitude. It’s not unusual to experience calm winds at the surface, yet ascending through 1500 feet turbulence associated with a shear zone is felt & the winds increase 15 to 25 knots. The same wind variation is also found closer to the surface. While the winds at the surface may be light & variable, immediately above the ridge to the south it is not uncommon to experience 15 knot winds from the south. Create your premature tow termination plan carefully.

The Morgan County airport & the surrounding area will provide you with ample opportunity to explore the local area & points beyond.  With southern facing slopes & numerous fields, excellent ridge soaring & thermal opportunities abound.  Wave soaring is not uncommon when strong winds from the west strike the Wasatch Mountains.  The airport itself is challenging & the surrounding terrain can create rapidly changing weather conditions. These conditions could cause an unsuspecting glider pilot to l& short of the airport. As with many other airports that support glider operations, there have been accidents in the local area, some with tragic consequences.  Fly smart & safe.

Airspace:

The airspace surrounding the airport is a mix of class B, E & G. Class B airspace starts on the Wasatch mountains ridgeline southwest of the airport. Class E airspace starts at 700 AGL from the centre of the airport & to the west, while to the east the floor is at 10,500 MSL. There is a large block of Class G airspace below 10,500 to the north, south & east of the airport.

Directions to the airport

From Salt Lake City:

I-15 north to US-89 north (also signs for I-84/South Ogden). After approximately 10 miles turn right on the ramp to I-84 east. Take exit 92 towards Mountain Green. The exit turns left at the bottom of the ramp & passes under the freeway, turn right. After approximately 2.5 miles turn left at the fork onto Cottonwood Canyon Road. Follow the road until you see the airport on the right.

From Park City:

I-80 east to intersection I-84 west, exit 168. Then take exit 96 to Mt. Green. Follow Old Highway Road west. After approximately 2.3 miles, & on a slight downhill grade look for a sharp turn to the right (just past the Ward Church) onto a short road leading to Cottonwood Canyon Road. Follow the road until you see the airport on the right.

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