Well, not exactly. But once, hang gliding was a young, almost obscure sport. And before the tide of day-glo boots and para-fliers overtakes us all, I'd like to reminisce for a while on early experiences in my home state - just for the record. This little lot is in only rough chronological order.

By 1974, I'd probably only heard of hang-gliding peripherally. If it made the news at all it was usually to do with Bill Moyes or his mad mates towing ski-kites at public gatherings. I particularly remember a full-page newspaper headline screaming over his accident at the Melbourne showgrounds where he crashed through the roof and broke his pelvis among other things.... A photo of him and his kite dangling through the hole in the showground roof is forever embedded in my mind.

But in early 1975, back from University Christmas vacation, a friend, Stewart Wallace, showed me plans for a standard Rogallo he'd been given. These plans were published by Peter (Dieter) Prussner of Rogallo Kites in Leopold, near Geelong. As Stew's father owned a hardware store near Albury, he'd actually started building the frame - (using galvanised clothes-line wire and cable clamps for the rigging).

Ignorant of the dangers, we decided that it sounded like fun (we had no concept of the capabilities, we just figured we'd skim down hills), and decided we needed more than one wing. However we had no money. So we formed a club, the Melbourne University Hang Gliding Society, collected a dollar each from about 50 bemused friends and presented the University Student Union with a demand to be funded (on the basis of having 50 financial club members). They said OK, and gave us a $500 grant!

It turned out that a few of the folks we recruited actually had gliders - but none were at the soaring stage. It also transpired that there were actually three local businesses making hang gliders. These were: "Wings", run by Ian Hamilton, "Mad Eagle",owned by Peter Hill, and Peter Prussner's "Rogallo Kites". Ian came to one of our meetings with some Super-8 film of gliders actually flying!

We purchased a copy of plans for a Wings Condor, and armed with the $500 from the University, we built a shiny (well, apart from the un-anodised tube) new machine in the garage of one of the members (Lance) an older member who was a Uni employee. Construction techniques at the time were fairly primitive.  The aluminium tubes were reinforced with wooden dowel plugs at bolt holes, and the non-folding control bar had uprights that required a bend at the top. This was accomplished by putting the end of the downtube over a wooden block and belting it with a hammer - you ended up with a nice kink-bend.

The inaugural Melbourne University Hang Gliding Society Fly-in/Camp was held in the June 1975 semester break at Philip Island. Mainly this consisted of a week of terrorising the mutton-bird population at Cowrie Bay by bounding down the slope putting large feet down their burrows. However most members became airborne ... albeit briefly. There was no instructor of course. I was in the middle of my final mid year exams so was able to make only one day - in which I got airborne for a few seconds from a spot about 10-20 feet up the hill. There was no instructor, just a bunch of us trying it out for the first time.

In the whole of the rest of 1975, there was no soaring. We spent a lot of time at the Barrabool Hills near Geelong gliding down the 200 ft hill/gully. We broke a lot of downtubes. It got to the point where we decided to cut all the downtubes in half and put a bit of broom handle in them. That way they'd break the handle, and we'd just stick in a new bit for the next flight. We also tried PVC tube, but mercifully, it broke while ground-handling before an attempt at flight so we took the hint.

I had my first "chance" at soaring during my final term Year 4 University exams. I needed a days break from studying on the weekend between 2 weeks of exams, and took the club Condor to Portsea. It was blowing about 20 knots. There were people actually SOARING! I decided to get a few glides from the lower dunes. This ended with me upside down on the glider with a broken kingpost. I was obviously not ready.

A couple of months later saw me graduated and working night shift in a the Arnotts biscuit factory stacking boxes (go figure). I was also building my own Condor. The Wings "Condor" was a 2nd generation standard, with 18 ft leading edges, 17ft keel 95 degree nose angle and PVC battens (electrical conduit). The sail cost me $150, and I paid another $100 for tubing, bolts and cable. A few metres of seatbelt webbing and a visit to my local shoe repairer and I had a harness. (The normal harness for those days was a linesmans safety harness.)

Soon after building it, I took it out to Mount Hollowback near Ballarat on a week day while I was doing night shift making bakelite powder as a labourer for Monsanto Chemicals.  I was on my own, and it was blowing like stink.  Once again, I found myself upside down on the sail after a poor takeoff.

At the time, the Wings factory was in Pascoe Vale Rd in Moreland, and it was a great place to visit  Ian Hamilton and company were always welcoming, even though it must have been annoying to have so many interruptions!

The autumn of '76 saw the club do lots of gliding, mostly at Kerrs Hill near Yan Yean, a 200 ft north-easterly facing slope. Here we had our first serious accident, when Roger Fox stalled and slammed in on landing, damaging his ankle severely. He still walks with a limp. On this same day, I graduated to flying prone. My takeoff and landing skills had improved substantially, but I hadn't soared yet.

Other luminaries in the MUHGS included Chris Ryan, Greg Stokes, Peter Holloway (designer of the "flying air mattress"), "Turtle", Stewart Wallace, Roger Fox, Michael Naughton, Wes Hill... As far as I know, only Roger, Wes, Peter and myself still fly hang gliders.

I had my first "soaring" flight over Easter '76. Many of the club etc.. had gone to the Warrnambool Tower Hill fly-in, but myself and Greg Stokes had just taken delivery of a copy of the Southern Hang Gliding Club Site guide, in glorious purple Roneo, and went inland to Flowerdale, a 300ft north-facing ridge. It was blowing a hoolie; the hill was almost bare earth, but covered with sheep dung. It was dusty. We floated the Condors up the slope, but were not game to take off the top. I helped Greg off, and he went for a looong glide. Then I got into my harness, hooked in and was raising the nose when suddenly the kite took off on me. Without any conscious attempt to do so, I found myself above the ridge. My first altitude gain! However, I was too inexperienced to properly crab, so I soon found myself out front of the lift band, and descending for a landing.

(Note: This is not the "Three Sisters" site known as "Flowerdale" today. The original site was halfway between Flowerdale and Strath Creek.  For some years a popular training site for a Northerly, the old Flowerdale site  is now covered in pine trees! )

One of the funnest things the club did was to organise week-long flying trips to the Paps, near Mansfield. the Paps is basically two hills with 4 launch options. The North launch is highest at 1000ft, and is a slot. There is a North-east an East and a southerly launch. Many of us had our first extended soaring flights from the North face. (Note: there's now a Westerly launch as well).

(The Paps was also the venue for a big Thermal fly-in in February 1976 (unfortunately, or maybe fortunately, I wasn't experienced enough to attend), which became famous for stories of some pilots, like Ian Robinson actually using thermals away from the hill to gain altitude the first time. )

By now I was beginning to get a few soaring flights down on the coast, and was becoming an "intermediate" pilot. I alos had a hankering for more performance, and experimented by putting a cambered keel pocket on my Condor which actually did improve the sink rate a little.

Later in '76, Wings began to produce their version of the Sky Sports Kestrel, the "K2" (higher aspect ratio, upper double surface - which in retrospect was pretty useless), and it seemed to be the bees knees, so I ordered one. They promised a 6 week delivery. Figuring I had nothing to lose, I decided to experiment with my Condor. My then employer, Australian Soccerpools, was based in an old warehouse in North Brunswick, and had a huge empty area, so I asked and received permission to use it on weekends to do some sail work.  I bought an old sewing machine for $25 and was in business!

 I re-cut the sail to 120 degree nose, added roach tips, shortened the keel to a scalloped 9 ft, and added pre-formed plastic battens and deflexors. I test flew it on the day of the Melbourne 1976 Total Solar Eclipse from the Wallan training hill .... and it flew fine, although I decided to increase the billow a fraction. Then I took it down the coast & soared it on the second day. Lo and behold, it flew as well or better than the Kestrel. I cancelled my order.

This kite (renamed the "Hunter") was fun, but the next year Steve Tucker of Wings designed the "Lynx", a hot ship with 40 percent double surface and upper and lower deflexors. He built the prototype while Ian Hamilton was away in the US on a flying trip, and had several of them made already when Ian returned. The Lynx was very popular with Wings pilots.

One day at Flinders, I got the chance to test fly both the Lynx and the Free-Flight Saturn from South Australia.  The Saturn was so easy to fly - a slightly higher performance version of my Hunter.  Whereas the Lynx was a handful to control (it was stiff!), but its glide was great.  I decided to go with the Lynx, figuring I wanted the glide and rationalising that I'd "learn more" flying it. In retrospect, it may not have been the greatest decision, as I would probably have enjoyed flying the Saturn more.

"Golden Breed" surf clothing sponsored a few Lynxes, and I got a good deal on a wing built (with the GB logo) to hang up at an exhibition. Unfortunately the first flight nearly killed me, as they'd tweaked the deflexors. up real tight to make the wing look sleek when hung from the ceiling and forgot to re-set 'em before they delivered it to me. I flew it from Barwon Heads and found myself flying at an amazing trim speed! It was all I could do to land safely. I took it back and told them to give it back when it had been test flown!

On Queens Birthday weekend '77, we had a big fly-in at Mt Buffalo. It was my first ever real high launch. There was no ramp in those days. After takeoff, the first thing I remember was relief, and then, for the first time realising that I could not tell if I was moving relative to the ground, and the feeling of being "suspended" motionless in space was disconcerting.  However, the 5 minute glide out to the mouth of the valley was one of the most memorable I've ever had.

The weekend was marred by tragedy, when one of our pilots, Colin Johansen, stalled just after takeoff on the old Porepunkah site and slammed back in, resulting in paraplegia. Colin had only just got back into hang gliding after a long break.  Colin is now very active in producing mobility aids for paraplegics.

I flew the Lynx regularly, although mostly at the coast.  The most trying flight I remember was once when flying down to the Heads from Portsea, and getting drilled on the way back when the wind dropped out. As the stretch between the Heads and London Bridge was (and actually still is) a no-fly zone, I had to carry it out along the beach and cliff top, with the deflexor wires and (non folding) control bar catching in just about every bush. I vowed I'd never let this happen again, but unfortunately, it has. A couple of times :-(

My immediate family was living on the Gold Coast, and I flew the Lynx regularly at Byron Bay where I wrung it out fairly thouroughly in a short aerobatic phase. I also took it with me to Sydney where I flew it at Stanwell a lot while on temporary work assignments.

It was somewhere around here that I witnessed my first Hang Gliding fatality at The Paps at the Victorian championships.  All the competitors gathered at the top of the South face, only to find the wind strong and gusty.  The day was called off, so we headed for the Maindample pub for a drink.  Halfway there, someone noticed gliders above the hill.  Figuring that the wind must have settled down enough for free-flying, we raced back up, only to find it as gusty as before.   The Wings crew had decided to fly anyway.  But disaster struck within minutes of my arrival as a shout went up, and we looked out to see a Wings Ranger glider plummeting, folded up, to the side of the hill.  The pilot was Dave McKiehan, the head sail maker for Wings.  He died in the ambulance on the way to Mansfield Hospital.

This was not to be the last accident I've seen at the Paps South Face.  A couple of years later,  we turned up to find similar conditions, and a pair of blokes setting up an old standard.  As (then) Safety Officers, Peter Holoway and I advised them not to try it, as it was  unsuitable, and they seemed to acquiesce, so we went around the hill into the wind shadow to boil the billy.  Once again, there was a shout and we ran over the brow of the hill to see the glider flying out and down a gully, only to fly into the rotor from the spine and slam in.  The pilot suffered brain damage. His family threatened to sue me over the accident report in which I stated that we had warned him not to fly. Apparently they were concerned about his insurance pay out.

In '77, Ewen Fagan, a local private glider designed builder, notoriously known as "Radical", not necessarily for the "Cliffhanger" range of semi-rigid wings he designed, but more for the way he flew them (sorry Ewen!!), designed and built his EF5 rigid wing - a simple 33 ft span structure with tip rudders.  While Ewen had a lot of fun with it, it was not really until Dr (dentist) Alan Mayhew built one, that people began to sit up and take notice.  Alan was light, and more of a cruiser than Ewen, so he tended to showcase the higher performance. Suddenly there were EF-5's being built all over.  Local pilots like Vince Reed, Ron Grey and Ian Robinson were seen regularly outperforming the rag wings.

I purchased the plans and got permission to use the Soccerpools warehouse again - building the EF5 only took a few weekends.

Actually flying the EF5 was pretty easy. It was a very stable wing, and once you got the hang of the ground handling, not as inconvenient as you might think.
 

California Trip #1
In 1979, Gavin Hill and I decide to take a flying trip to California.  Gavin took his Moyes Mini, and I sent the EF5 over.  We hired a camper van, but it had no racks, so we had to lash the wings to the roof, and had to explain away a few rope burns on the bodywork when we returned it.  We did the tourist thing in LA, and I had big troubles prying Gavin away from the Space Mountain at Disneyland.  Our first port of call was Crestline.  The smog was so bad, we could not see the landing area.  We flew, and eventually had to find the LZ by following a spine down to it.  When we landed I complained to Gav that I wasn't feeling well - tight chest, sore throat etc..  Gavin admitted he was feeling the same. We immediately drove out to Elsinore, and within hours, the symptoms disappeared.  It was a stage 2 smog alert day.

At the "E" we met up with a couple of itinerant pilots, Steve Barnes (flying an Oly, and Doug Kohner, in a Wills) who were "Social-Security-Sponsored pilots".  In the next week, they introduced us to the local flying - the "E", Hidden Valley, Torrey Pines etc... and local pilots, the Pffeifers (Rich and Paige), Eric Raymond, and the guys from UP in Temecula including Roy Haggard.  I purchased my Ball 500 vario (which I used for almot 20 years!) from Pffeifer.  It was a good week, and we flew every day.  We were also introduced to some of the tricks of living off the land - having a great spa bath in some condo, and learning how to use the UCSD shower facilities when camping at Torrey. 

Then we travelled up to Yosemite National Park (which we couldn't fly), and to San Francisco, where we flew Funston and Westlake.  Then back down the coast, and we re-shipped the gliders, and Gavin went home.

Then I spent a couple more weeks Greyhounding around the south-west, but that's another story; but when I got back I had a couple of days to kill before the plane left so...

There was a local one-on-one comp at Pine Flats near Crestline, so I went along as an observer (no glider), and saw some great flying.  I also found that I had a double.  One female pilot walked up to me with a "Hi, Bill! haven't seen you for ages!".  She had mistaken me for Bill Liscomb, a local pilot, hangie pioneer and son of the late, great Bettina Gray, the photographer whose pictures of flying graced Ground Skimmer for some years.   I put her straight and she apologised, somewhat embarrassed.  Later in the day, I changed my T-shirt, and the same girl wandered up. "Hi Bill! Did you know there's an Aussie walking around here who looks just like you!???!"  Needless to say, was her face red!!!!   (I met Bill Liscomb the next year, and have a great photo of the "twins" at Torrey pines.)

Early Mt Buffalo Days

Most of the early Buffalo flying was done by the Wings crew. Steve Tucker and his team were regulars at the "Dennis" caravan park (Now the "Mt Buffalo Park")  every summer in '77 and '78, and by the summer of '79-80, everyone wanted a piece of the thermal action.  In response, Steve Ruffels organised the first "Mt Buffalo XC Fly-in", and a huge number of pilots turned up to fly after Christmas.   The week-long event was a huge success, although by today's standards, the thermalling performances were pretty abysmal. Most pilots experienced thermalling around Buffalo itself, but very few actually managed to hook a second thermal, ending up out along the Ovens Highway.  The Dennis Park was the official accommodation centre, with the Porepunkah Hotel well-patronised for after-flight meals and drinks.  The hotel was forced to limit the salad bar smorgasbord options in later years, as I don't think they turned much of a profit in that meet.   There was a prize given for the longest flight of the comp, which was won by Bernie Beer (Now Baier) who flew an amazing 100 miles from the Buckland Gap the day before the official start of the fly-in.

Off to the US again! California Trip #2

In 1980 I quit my job, and went to the US to fly for a couple of months, sold my glider, then motorcycled around Europe.  In the US, I borrowed a Ford Pinto from an American friend who was in Australia.  I had to go to Lake Arrowhead (where it was stored with his parents) to collect it, and they took me water-skiing.  I'm no water skier, and managed to come off spectacularly, and was quite sore.  I collected the glider and went to fly it at Elsinore.

The first night after flying, I was in agony.  I was camped in the Olive grove along with some other itinerants, one of whom was an ex-Vietnam medic, and he diagnosed cracked ribs.  He bound me up and suggested I not fly.  Unfortunately, I was booked in to fly the Owens Valley XC Open in a week!  I did lay off the flying for a week though...

The Owens Valley was fun (despite the pain in the ribs). This was the year the revolutionary Comet hang glider made its debut. I got some major XC flying in, and managed 5th place, with Eric Raymond winning in his Voyager, and the next 3 places taken by Fledges.  The air was big and cold.  When the meet finished, I went back to Southern CA to do some more flying and tried to sell my EF5.  I met Barbara (Sky Queen) Graham, who showed me around some of the sites, and eventually sold the EF5 to a Torrey pilot, Bob Dery.  Then I headed for Europe.

Flying Tambo unhooked

Buffalo Again!

In 1980/81,  at Mt Buffalo, we held both the Classic and the Nationals.   This year the standard was much higher.   The Nationals were a one-on-one competition.  I had just returned from a long overseas trip and had sold my EF5, so I had to borrow one from Greg Stokes until I got a new wing.  I was the only rigid in the meet, and for the first five rounds, was undefeated, as was Phil Matthewson.  Unfortunately, he won the next round, and it was all downhill for me from there, coming in at 7th in the final standings.  We usually flew 2 rounds a day. the first round was a "scratching" round in light early morning air. The two pilots would take off within seconds, and the winner was the one who stayed up longest - or, if they stayed up an hour, the one that landed closest to the hour.  This led to some epic tussles.  The second round was generally an XC round, and we were actually flying some decent racing courses. 

One of the more interesting was a round in which I flew against Steve Moyes.  We flew the Buckland gap, and the course was to take off at one end of the ridge, fly to the other end, round a pylon, back through the start gate, then fly out about 2km to cross a road.  First across the road was the winner.  Steve was flying the new Moyes Meteor, their first attempt at a Comet clone.  There was very little ridge lift - you had to circle in thermals along the face to stay up. Steve and I were pretty much neck and neck around the pylon, both of us stopping to thermal on our way back to the start gate.  Steve left the thermal earlier, but I decided to get a fraction more height.  As it turned out, Steve arrived too low to get through the gate and had to work more lift, while I sailed through it moments later and set glide for the treeline along the road.  Unfortunately, I had misjudged the glide and it was becoming obvious that I would not make it over the trees along the road.  Spotting a gap in the trees, I raced for it, popped through the gap, over the road and landed in a gully on the other side. It turned out that the gap was only a few feet bigger than my wingspan!  But at least I can say I won against Steve Moyes in a one-on-one contest!!!

We had a fatality this year when an intermediate free-flier attempted to fly after the comp pilots had launched, and did not hook in.

In 1981 I joined IBM, and also bought a SWIFT, a Comet clone manufactured by Brian Fimmell.

A local XC
One of our local flying sites used to be the Werribee Gorge, near Bacchus Marsh.  This is a steep slope overlooking  the Werribee River as it emerges onto the flats, and is about 300-400 ft high.  We would often go and usually take a sled ride.  One 6th May 1982, we (the Hills, myself and Bruce Wynne) rolled up to find it puffing up the slope, and to Bruce's and my own delight, we were able to get up.  I managed a 45 mile flight, landing in a field at Waurn Ponds on the other side of Geelong after overflying the suburbs at 3000 ft and being stopped by the incoming sea breeze; I left my glider folded up with a local boat business, hitched a ride to the Geelong train station with a motorcyclist and caught the train home after leaving a message on my answering machine for Gavin and Wes Hill.   They arrived late that evening with my glider, after having chased Bruce 95 miles into the Otway ranges!

There is now a power line up the face of the Gorge and I don't think it's flown a lot!

Getting suspended and Losing my flying suit!
The closest "mountain" site to Melbourne is Mt Dandenong. This is about 1200 ft above the suburbs at its base, and is subject to some height limitations due to controlled airspace.  One day, Peter Lissenberg and myself simply couldn't help ourselves, and climbed out to about 3000 ft over, then headed downwind, Peter to land at Healsville, and myself slightly west of it.  Not having a driver, I stashed my wing in the ditch by the road and hung my dayglo orange flying suit with the denim flare darts on the other side of the road on the fence to mark the spot, then hitched a ride back to the mountain.  I had to take a taxi up the mountain itself, but it was well worth it.   When I returned, my flight suit was gone.   To top off the day, the Club banned Peter and myself from flying the site for 3 months.

In 81/82, Buffalo hosted the Classic, the Nationals and the XC Open.

In 1984, I rolled up for the Classic as usual, and went free-flying at Buffalo on the day prior.  A whole gaggle of us were doing very well. We had flown from Buffalo and were 30 miles away over what is now the Murmungee launch at about 4000ft, when suddenly I flew into a thermal that seemed to have leaves and small sticks in it.  This grabbed me by a wingtip and threw me into a wingover.  I was just thinking that this would be something to tell people about later, when it grabbed me again and tossed me inverted.  The bar was wrenched out of my hands and I fell on the sail, only to hear and see one wing break.  The wing then went into a nose down rapid spin.  I grabbed the parachute handle and threw for my life.  The chute opened with a wrench, the bridle slamming my arm against the downtube, pinning it.  I managed to free my arm and climbed into the control bar, riding the wing down into the treetops, where it came to rest one wing down.  I managed to get on the radio and tell people I was OK, then clambered down the wing to the ground.  I now had no glider, so I had to forego the competition, although I managed to get a quick flight off Porepunkah Hill in a borrowed glider a couple of days later, on the premise that I should get back on the horse that threw me.  (I was bruised around the thighs from the opening shock and suffered slight numbness in one hand from the parachute bridle pinching a nerve in my elbow). I spent some time thermalling and didn't freeze up, so I guess it did the trick.   However, Steve Ruffels, who was flying very near me when it happened actually gave up flying for a year or so!  The enforced break gave me an opportunity to spend the rest of week working on my first home-built trike, which I completed and test flew successfully.

To come:   Blue Stratos Competition / SA trip.    I land in a dam.

FOOTNOTES

Peter (Dieter) Prussner/Rogallo Kites
Brief notes: Rogallo Kites products were normally flown mainly by Geelong pilots on the West Coast of Victoria.  Peter (whose actual name is Dieter) and his wife Barbara (who was the editor of the VHGA magazine "Flypaper" when I arrived on the scene) lived in Leopold, a small town south-east of Geelong.  Starting from standards with battens, Peter developed his own line of gliders, the "Mustang"s, all easily identifiable by the butterfly tail (just as Moyes became later known for the "stinger keel pocket", Cohen for the fin and Steve Powter for the "V-keel").  The Mustang was well on the forefront of technology until about 1978.  After some controversy after Rocky Guerra died at Mount Elephant when he failed to recover from a dive from 600ft flying his Mustang, neither Rogallo Kites or Mustangs were heard of very often.

Peter Hill/Mad Eagle Kites

Peter Hill, a former keen surfer, started Mad Eagle Kites in 19?? and began by building standards, followed by modified standards with shaped leading edges in the sail to improve aerofoil shapes (the 200-s series).  He followed this up with a very successful wing, the Hustler, which had deep chord blown leading edges a small keel pocket and substantial roach tips which was a good-handling, low sink rate machine.  He then faded from the scene, and at the time of writing is a builder, living at Blairgowrie on the Mornington Peninsula in Victoria. He can occasionally be seen flying radio controlled models at Portsea as can his son.
 

Ian Hamilton/Wings Hang Gliders

Ian Hamilton, at the time selling data entry machines for Olivetti in the late 60's/early 70's, spotted hang gliding in a Popular Mechanics magazine and decided to build his own in his flat.  Wings Hang Gliders was instituted soon after.  With a resemblance to John Cleese (Ian much later opened a pizza restaurant called "Basil's" in Byron Bay.), Ian became a highly recognisable character in the local scene until the late 70's, when he left the business and moved with his charming (then, now deceased) wife April to Byron where he opened a fish restaurant amongst other things!  Wings was, when I encountered it, based in Pascoe Vale Rd, Moreland.  It later moved to Mordialloc where they integrated a sail loft on the premises run by the late Dave McKiehan, and later by his assistant "Grub".  Wings produced a simple standard glider (Shearwater) and a "Seagull" type cylindrical standard glider called the Albatross, prior to the Condor and Super Condor, which were a 95 degree 18/16 standard with battens.  They then produced a version of the US "Kestrel" wing (with upper double surface) and changed the sail pattern to make it more heavily battened (the K2). After an abortive attempt to produce a higher aspect Kestrel, (the Sirrocco), they introduced the Lynx A and B, designed by Steve Tucker, and the Ranger, a beginner/intermediate glider with roached tips and a cambered keel.

The factory closed in about 1979.

 In 2005. Ian still lives in Byron with his partner Cassie.  He is the austor of a book "Awake among the Sleeping"  exposing the US-based cult/organisation, the Endeavour academy which he previously joined with April. see http://www.consciousageing.com  and http://www.ionlife.info/ for more info!

This page last revised 15th February 2006
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