Steve R. was already at launch. *(Pic. by Bruce, H.)
Heber is a shallow, flat slope launch (8,850' MSL) at the head of a 3.5 mile-long south-facing canyon, which begins near Midway, UT, about 3,100' below. In lighter winds it requires a strong, sometimes extended launch run. In higher winds it can be a bit rowdy, as some brush on the hillside in front of and below launch can create some turbulence soon after takeoff.
Once you get away from launch, there is a spine to the left with a series of peaks which can be soared in search of thermals to allow a climb-out high enough to go over the back and on your way! In August of last year Jeff O'Brien launched here and set the current Utah State record of 220 miles, flying NE to somewhere near Lander, WY!
The potential of the day ahead of us, along with my second flight on my new U2 and a nice breeze blowing straight in at 15 mph had my anticipation level rapidly rising! I did, however, keep my excitement in check, as Cody helpfully walked me through the U2 setup and pre-flight.Today, one by one, (Bruce first!) we launched between 2 and 2:30 into very nice, building conditions, although a layer of high cirrus clouds seemed to be suppressing very much cumulus development. I worked a number of different thermals until I found one to take me to 16,850' directly over launch. The view over launch is breathtakingly spectacular in all directions, including Mt. Timpanogas, Jordanelle Reservoir, the backside of the Wasatch Mountains, and all of the Park City & Deer Valley ski areas, including some Winter Olympic venues. After topping out, I headed over the back in a north, northeasterly direction. A few miles out, I found myself down to 8,000' feet, looking for a place to land by Silver Creek Junction. I still had 1,000' altitude, so I came in over the big shopping area, hoping to catch a thermal releasing from the parking lots. Sure enough, I hooked a good one that eventually took me to 15,000', allowing me to continue on toward Rockport Reservoir. After getting no response from my radio traffic, I realized that my batteries were dying. I had to decide if it was worth it to try to change out batteries while in-flight and lose precious altitude, or just push on with no radio contact. I decided that communication was key, and attempted the change while in 500 fpm lift at about 14,000' over Rockport Reservoir - which required removing my gloves and ignoring my flying for about 5 minutes! The change was successful, and I was still over 14K! I was back in the game, now able to talk to Dorothy in-chase and everyone else still in the air - but not for long...
Greg and Steve were ahead of everyone, but they got low and had to land near Hoytsville, about 22 miles out from launch - not a state record, but very respectable, and safe flights! By now Bruce was between Coalville and Evanston, WY, and Cody and I were going East up Chalk Creek - after Cody had an awesome low save, just before unzipping to land by Greg & Steve! Being unfamiliar with the route, I made a tactical error a few miles up Chalk Creek. I turned NE at Upton on Huff Creek Road, thinking it was Chalk Creek, but the road below turned into a trail, and I didn't think I was high enough to safely cross some un-retrievable area between there and I-80 to the north. Cody showed me the right way to go, but in order to get back on track and stay within glide of good LZ's, I had to fight a cross-wind route, which burned all of my altitude, bringing me in about 150' over the East Chalk Creek Refinery,
which sits exactly where the UT border makes a 90 degree corner. I tried to make a low save as I drifted just into Wyoming, but soon crossed back into Utah for a nice landing just south of the refinery, about 18 miles south of Evanston and 36.8 miles out from launch. I quickly broke down in the fenced & posted field, and Dorothy and Greg arrived about 30 minutes later to pick me up. I was slightly dissapointed that I didn't go farther,
*(Pic. by Bruce H.) but very happy about the fun, safe flight - and way excited about how this U2 flies!
The last radio traffic we heard, Cody was just passing Evanston near 15,000', and Bruce was near 18,000' going toward Kemmerer! Sometimes there can be a half hour or more between radio transmissions, due to the need to focus on staying in the lift of an elusive thermal. Once you get some basic cross-country hang gliding skills, the difference between flying 20 miles or flying 100+, can come down to one or two key decisions regarding route, lift, strategy or flying speed - especially on a day with marginal lift. Anything which causes you to lose concentration (radio, batteries, camera, cold fingers, hypoxia, etc...) can be the difference in landing early or going far.
Before we came to Evanston, we made phone contact with Cody and found out he had landed on highway 189, just past the wind farms, about 71 miles out from Heber, as the approaching cloud cover put an early end to the lift. Nice flyin', Cody!
"No s*%#! - There I was!"
We then found out that Bruce had landed by the Diamondville Chevron, but we weren't sure if he had broken 100 miles. I watched my GPS count the miles as we got closer,
but he was half a thermal short, landing at 95.6 miles out, but still an awesome, flight of the day!
Way to go, Bruce - you get the gold star for the day -or at least the Cody Cup! (Check out Bruce's 'blog at this link: http://hibbyblog.blogspot.com/2008/08/83008-xc.html) Overall it was a great flyin' day adventure, each one of us getting some nice airtime and some hard-earned XC miles and experience. Thanks for the great day, guys, and thanks for your excellent hang-driving Dorothy!
Airtime: 2 hours 30 minutes. Miles: 36.8!
After over an hour of severe ups, downs (and sideways,) Landon admitted that he was "feeling a little sick", so we flew down to the lower 75' ridge just above the bailout LZ and resigned our flight to a few last turns in the lower lift. As we cruised back and forth the ridge lift seemed to smooth out a bit, allowing me to relax my grip and fly closer to minimum sink. As the sun lowered, the thermals seemed to enlarge and soften allowing for flatter, gentler turns. Some time after 6 pm the glass-off began, and the lift seemed to be everywhere. We gradually, almost imperceptibly began to climb and drift back toward the upper mountains in the widespread lift.
I asked Landon if he wanted to go out and land, but by now his stomach had settled enough so that he wanted to keep climbing and flying! Once we had ample ground clearance we drifted back to the upper face and found even more smooth up-air. After an hour and a half of some serious rodeo air and up close scratchin', we finally managed to bench up and join Cody in the sweet glass-off at altitude! We topped out at about 8,800' (about 4,000' over the valley floor) and just boated around, enjoying the cooler, buoyant evening air. I took a few pictures, and some in-flight video of Cody flying in close formation (sorry if it's a bit shaky - it's not easy to record in-flight just hand-held). 
On August 9th, 2008 52 year-old Rob Kells passed away after a two-year battle with prostate cancer. Over the course of his life, Rob made countless contributions to the advancement of technology, safety, and good will of hang gliding, free flight and general aviation.
Upon being diagnosed, Rob became an advocate for prostate cancer awareness and prevention. 
Sometimes, as I grow older and approach middle-age, I will think of my life in terms of "number of flying years left." When I think about it too long I can get discouraged by the fact that I will not live forever. I have decided that it is much more productive to take a "glass half-full" attitude, and make the most of every day that is laid before me. This becomes a bit of a challenge, as I seek to balance my time between my wife, boys, family time, job, church, community, personal, and of course - hang gliding! With this attitude, I seem to enjoy each day - even each moment - much more, and do all that I can to live a long, safe, healthy life.
Taking care of my health with some basic tests are a few things I can do to manage the risks of life, and increase the chances that I will be around to enjoy the rewards of many more years with family, friends, and flying! If you are a male, age 50 or over, or age 40 with any family history of colon cancer, a colonoscopy is recommended. Starting at age 40 you should also get a PSA test annually - it is not infallible, but it's a start! So don't wait any longer - life is too short - make that call - set the appointment - Git 'er Done!
We took our time setting up, and then waited for the building cycles out of the NNW to fill in a bit more. Steve set up, and then launched in his Falcon at around 5 pm, spending about 10-15 minutes cruising the bench before he was able to work a thermal high enough to go back to the upper mountain. I was a bit apprehensive walking out to launch flying an entirely new glider, knowing that I would have to work a thermal or two down low in order to stay up. I paused for only a minute or two on launch, began a strong run, and was back in the harness again! The U2 turned easily to stay in the lift, and trimmed out right at minimum sink, just where I like it. The wing itself had much less "flex" to it, compared to the Sport, announcing my encounter with each thermal with a more obvious "pop", and then crisply banking up on command. It only took one good thermal for me to get high enough to bench up in about 5 minutes. By now my GPS batteries had died, so with no instruments I was able to just focus on getting familiar with the new wing. I left my camera in the pick-up, as I didn't want any other distractions during this flight. At first I was overcontrolling a bit, but I reduced my input and quickly worked that out. I then experimented with control vs glide performance with different VG positions.
By now there were two other hang gliders and a dozen or more paragliders in the air, but the glass-off lift band was humongous and there was air to spare and share! I went full VG and pointed up the freeway on glide into the headwind. I continued until I was looking down on Ikea at 138th South, and I was still above the top of the upper mountain! I raced back and began a few climbovers to get down before the sun dipped behind the mountains. I noticed a slight westerly component to the wind on the bench, which can mean a trickier top landing. I set up on my final farther west than usual, to allow for the longer glide and to avoid getting at all close to the set up areas. The feedback told me to flare just as I was coming over a slight, 2' dirt road cut, but I knew it was time to flare anyway. It started to climb a little, so I just held a half-flare for a second, and then fully extended my arms resulting in a nice landing. I couldn't stop smiling after such a sweet North Side glass-off session. My first impression of the U2 was a very responsive glider, with a great sink/climb rate, and a wow-ing glide! It was as easy to land as my Sport 167, and obviously weighs less to boot!
Compared to what I have been used to flying, I was amazed at the comparable ease of handling combined with the dramatic increase in performance! Steve helped me break down and load up, as we sealed the deal, allowing me to become the newest member of the "U2 Crew!" Maybe now I can keep up with Cody, Bruce & Greg :-) Thanks Steve!
The cousins were all able to get re-acquainted and have a treehouse late night/Guitar Hero sleepover! 
The next day we went .40 cal pistol target shooting up a local canyon (after everyone passed the firearm safety quiz!) Uncle Paul and Keri showed everyone how to shoot a very nice group in the bulls-eye!
Klobberhead wanted nothing to do with those noisy guns, so she hid out in the van! We spent the rest of the day swimming at the local pool or floating the cold, lazy canal coming down the canyon. Then Uncle Paul wowed the local fisher-people at first dam with his spectacular can-opener off of the bridge!
We wrapped up the evening with some nice bar-B-cued buffalo burgers.
It was too short of a visit, but we are thankful that they took the time to stay for a couple of days!
So I punched off at 14:09 and started working some ragged, sharp-edged thermals, each one surrounded by strong sink just waiting to tip me "over the falls". I spent 15-20 minutes arm wrestling the lift close to the ridge, and finally stair-stepped into one that I could follow back to bench up. Once over the upper mountain I could relax my control bar death grip in the larger areas of lift tracking right into the mountain, and allow my stomach to settle down. I watched Cody launch and soon find himself scratching for all he was worth below launch level. From my perspective it looked like he was almost on the ground, and it turns out he was only about 50' over the bailout LZ when he found a shred of lift that he somehow managed to ride high enough to bench up too. What a save! After that the wind picked up on launch, but Bruce and Greg were able to safely launch also. While setting up Greg was feeling a bit sick and overheated and soon after launching he found himself in some serious spin-cycle rodeo-air. This convinced him to call it a day and he came in for a bouncy but safe landing in the bailout LZ. Bruce battled through the raspy air down low, and his patience soon paid off as he joined us over the mountain in the building lift. At first we were bumping up against a 9,100' ceiling. Then in a short period of time the valley below let 6-7 dust devils loose all at once, and the lid came off allowing us to climb out. Cody found a thermal which took him up to over 14,000' which he followed over the back toward the NE.
I found one that took me to 13,628' over Clarkston. By now I was approaching 2 hours into the flight, due to the amount of time spent over the mountain. I flew straight through some zero sink, and soon found some smooth 600 fpm lift, that built to a steady 1,200 fpm. I watched my altimeter as I quickly climbed through 14 K, 15, 16, and topped out at 17,230' MSL at 16:33 - a personal high for me! By now my fingers were numb with my lightweight gloves, and my mouth couldn't keep up with my words! The near freezing temps were a stark contrast to the stifling valley heat over two vertical miles below.
As I drifted north over Twin Lakes, Bruce radioed that he had safely landed just north of Preston,
about 30 miles out from launch. Great flight, Bruce! *
I was too low to comfortably cross a 17 mile expanse of dense forest and unlandable mountains to the northeast, and the route to the northwest appeared to be too cross-wind to be productive. Fortunately I hooked a big one over Swan Lake and climbed to 15,600' which allowed for a comfortable crossing into the Grace valley, where I found another climb to 12,100' -
allowing me to continue past the 50 mile mark at Grace where I let out a resounding "Yeeee-Haaaw" and then pushed on toward Soda Springs! The whole flight seemed surreal, and almost magical. I felt disconnected from the patchwork earth, far below, laid out in relief, and at home in the sky.
I found sink over Alexander Reservoir, and was down to 9,800' over Soda,
so I flew over a large, dark gravel tailings plant, and found what would be the last big thermal of the day, which took me to 14,500' just west of Conda. I then began a long, flat final 16:1 glide in the buoyant evening air which would take me nearly 24 miles, with a sink rate of only 160 fpm! Finding occasional lift and occasional sink as I flew past Blackfoot Reservoir at over 11,000 feet, I talked to Bruce, Greg and Dorothy as I spotted them on the highway giving chase over a mile below. I felt a bit guilty being the only one still in the air, but everyone encouraged me to "stay high" and "keep goin' for it" as long as the lift and daylight lasted! I noticed a NW breeze on the large reservoir, but at my altitude I still had a stiff SW tailwind, with a groundspeed of 60 mph! I came over the north point of the mountain range before Wayan (pronounced "Way-anne")
and looked down the long straight road with fields all around it that would make a fine landing zone. I radioed my estimated location, just beyond Wayan, checked for a wind direction, and identified powerlines and fences to avoid as I went upright earlier than usual, making sure that my legs were awake and ready. I came in with a respectable no-wind landing to an audience of 5 cows, who didn't seem to mind. One minute later the chase crew pulled up and joined in my shouts of exhausted joy. 
I unhooked and checked my GPS, discovering that I had made 84.0 miles! I had been in the air 5 hours and 17 minutes! My overall average groundspeed of 16 mph was loathsome - but I didn't care! Without a VG or a stellar glide, my whole strategy was just to drift in the lift as long as I could and not worry so much about the landforms below me. Basically I never left any lift as long as it was still working, and before I knew it the miles were ticking away below me. In the end, I just ran out of time, so I will have to speed up a bit in the future if I hope to fly farther.
We quickly broke down, loaded up, tracked down Cody and his gear, and then stopped in Soda on the way home for some late night post-flight food. Dorothy had to listen to everyone's nonstop chatter and tales of big air and in-flight decision-making, but she was a great driver and a good sport - despite the late hour that we finally made it home. Greg was a great sport too throughout the afternoon & evening, even though he wasn't feeling very well at all. Thanks for the great time, guys - let's do it again soon!
