Seeking to drive adoption, Microsoft fumbles customer service

Let’s subtitle this post “A tale of two tickets.”

The other day, I got a request from one of my staff: could we please start using Shifts for scheduling his team’s on-call rotations? “Sure,” I said, little realizing what a journey that would entail. To make a long and painful story as short as possible: Shifts didn’t work in our tenant, so I filed a ticket, which took six weeks and multiple escalations before it got to someone who actually realized the problem (it was a back-end provisioning issue) and fixed it.

Six weeks. Hold that thought.

Now, a digression.

It is no big secret that Microsoft is working very, very hard to increase adoption of their cloud services. At their recent Inspire partner conference,  there was a steady drumbeat of adoption-focused messaging directed, loudly, at Microsoft partners, and many Microsoft partner and sales personnel have found that their fiscal year (FY) 2020 compensation is directly tied to increasing adoption. For example, one person I spoke to told me that in FY 2020, the target they were expected to meet was to drive Teams adoption in their target market year-over-year (YoY) up by more than 250%.

Now, really: I get it. Microsoft is selling their “three clouds” (Dynamics 365, Office 365, and Microsoft 365) as hard as they can, but the old phenomenon of “channel stuffing” rears its head when customers buy licenses for those three clouds and don’t use them fully. If you buy a bunch of O365 Enterprise E3 licenses, for example, but only use Exchange Online, Microsoft is worried that you might a) buy less expensive licenses at renewal or b) defect to Gmail. They therefore have a really strong interest in not only selling licenses for these services but ensuring that people actually use what they’ve paid for.

Not only that, if customers don’t use the licenses they already have, it’s darn hard to upsell them more expensive or more capable licenses. This is a major brake on Microsoft 365 adoption: it’s hard to sell people a new SKU for Windows 10 and Office 365 when they already have O365 licenses on a multi-year agreement and perpetual Win10 licenses on their existing devices.

Side note: Azure is of course a Microsoft cloud, and it absolutely has its own, and rather daunting, adoption and consumption targets, but since almost all Azure services are priced based on actual usage, the play in Azure-land is to get people to use more rather than to get more use out of what they’ve already bought. Thus the intense focus on topics such as “digital transformation,” which translates to “getting stuff out of your on-premises data centers and into Azure” and the various Azure security offerings (which translate to “pay us per-minute to do cool security stuff on your Azure-hosted resources.”)

To recap: Microsoft wants customers to use all of the workloads in their O365 or M365 SKUs because doing so helps them keep customers around longer and sell them more stuff. In fairness, customers can benefit too by getting better value (defined as “more productivity” or “better security” or whatever) from their existing investment, but I think Microsoft is mostly interested in this because “customers can benefit” directly turns into “customers give us money.”

With that background, you’d probably think that Microsoft is always looking for new ways to increase user adoption… and you’d be right. That explains the mail I received this morning.

It looked like a support ticket, but I figured it must just be a decent phishing attempt. After all, I didn’t open a ticket, so the “Your request…” language was suspicious. Then I read it and damn near threw my coffee mug at the monitor.

Why?

Think about it. This is Microsoft sending me a “support ambassador” to try to convince me to use more of their services, i.e. to increase adoption, in a test tenant with only 1 paid license… something which only benefits Microsoft.

Meanwhile, users in my production tenant have to wait SIX WEEKS to get an actual problem fixed, one that directly affects their ability to work. Oh, by the way, fixing that problem would drive adoption of the service! We wanted to use Shifts but couldn’t until the problem was fixed– so no need to manufacture a fake support ticket to try to get me engaged.

Apparently there are enough “support ambassadors” roaming around to waste time dunning the admin of a single-user test tenant because “[their] system detected that not all users are using the services included.” Now, of course I realize that the “support ambassadors” here are not really support engineers in the same mold as the people who answer, y’know, actual support requests. What this email really means is that Microsoft is spending money on trying to drive adoption that would be spent better on the actual support organization.

This is part of the same tiring and worrisome trend we’ve seen in Office 365 for years now, where Microsoft does questionable stuff behind their customers’ backs. Here are a few examples:

  • Contacting the tenant admin (me in this case) to drive adoption based on data I haven’t seen about what my users were doing– perhaps this would be an unpleasant surprise to admins who don’t realize that user usage data is used for this purpose
  • Faking a support ticket as a means to fool customers into thinking they should read the adoption-related propaganda. (I split this one out separately because it irritates me so much.)
  • Pushing feedback surveys directly to Teams end users. Here’s some feedback for y’all: don’t talk directly to my organization’s end users without permission. Interestingly, the Teams team has made no public comment on this feature despite the uniformly negative feedback I have heard they’ve received.
  • Sticking transport rules into customer’s Exchange Online tenants. (Hear more about that here.)
  • Magically generating O365 Group objects from distribution groups and making them appear in the GAL
  • Turning on any number of other features by default so that they appear to end users with little or no warning. I do appreciate that the roadmap communications have gotten more detailed, and more frequent, as the service has matured, but since I still don’t know exactly when feature X will hit my tenant, it’s harder to do adoption and change management than it should be.

MVPs have a reputation for giving Microsoft candid and honest feedback, so here it is in two short digestible sound bites.

First, tighten up the support organization so that it doesn’t take multiple weeks to fix any problem. I can migrate a 100,000+ user organization in the amount of time it takes Microsoft to recognize and fix simple provisioning problems.

Second, stop bypassing (or trying to bypass) the tenant admins. Be very, very judicious with which new features are on by default; provide admin controls for new features on day 1 (and not later), and don’t assume that your customers are OK with you interacting directly with their end users.

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Office 365 Exposed, Episode 15

Just a little palate cleanser this time before Microsoft Inspire gets started! Tony, Vasil, and I talk about Teams security, the Search-Mailbox cmdlet’s journey to Death Row, and whether or not emoji reactions in email are a tool of the devil.

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2020 edition of Office 365 for IT Pros now available

It’s July 1, so you know what that means… or maybe you don’t: the new edition of Office 365 for IT Pros is available. Each year, around this time, we release a new edition. herewith a rude Q&A that might be informative and/or useful (but probably not entertaining)

Q: It isn’t 2020. Why are you calling it the 2020 edition?
A: Car manufacturers do this too. Unlike cars not made by Tesla, though, we release monthly updates to upgrade and update the thing you buy today into the next calendar year.

Q: What’s different about this edition?
A: The cover has a new animal on it.

Q: No, seriously, what’s different?
A: We reorganized the content, so now there’s a separate companion volume (included with your purchase, of course) that holds some older material. This frees up space and word count for new stuff. In this edition, MVP and identity management legend Brian Desmond took over the IdM chapter from me, which automatically makes the book at least 16% better. There’s also significant new content covering new features in Planner, Teams, Intune, SharePoint Online, OneDrive for Business, and the various other parts of Office 365.

Q: What are your plans for updates to this edition?
A: We’ve already covered a ton of 2019 updates in this initial edition– for example, the switch to the “Microsoft 365 admin center” branding and all of the new goodies around information protection are included. Microsoft has already publicly announced or started to RTM several major new features that we’ll be covering, including information barriers for Teams. Then there’s a whole shedload of new stuff that Microsoft has discussed under NDA that we’ll be covering once it’s publicly mentioned. Plus, there is always room for surprises, like the rainbow themes Microsoft added to the admin center, OWA, and a few other apps in June 2019.

All joking aside, we’ve got lots of new content planned for the book, and one key advantage of our book is that you’re buying a year’s worth of updates, not a single point-in-time copy. As Microsoft evolves and grows Office 365, we cover the changes to help you learn what you need to effectively plan and manage your Office 365 deployment. I hope you’ll give the new edition a look and let us know what you think.

 

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Flying Friday: Avidyne IFD540 10.2.3.1 upgrade notes

For a while now, I’ve been waiting for a new update to the GPS software in my airplane. The last major update was about two years ago, so it was about that time. Avidyne had originally planned to release this set of features as version 10.3, but it turns out that, for some mysterious reason, the FAA update process for a “major” update applies to a version update. So releasing the software as 10.3 would have required a longer certification cycle than releasing the same thing as 10.2.3.1, which makes very little sense to me given that this update touched literally every part of the IFD’s firmware and software.

After the software was finally done, Avidyne had just submitted the software for certification and… government shutdown.

Then they decided to do a separate release just for the GPS week-number rollover bug. That update could be released nearly immediately, but it didn’t include any new features. However, like all software updates for avionics in certificated airplanes, you can’t just plug in a USB stick and go; updating the software is considered to be an alteration and so requires a logbook entry signed by a certificated airframe & powerplant (A&P) mechanic. Rather than make a separate trip just for the GPS fix, I elected to wait until the full release was ready, and so when it dropped last week I immediately emailed the shop to make an appointment.

As with every other software product, this update was a combination of bug fixes and some new features. The new features that I was most interested in were the ability to stream ADS-B data from the IFD to Foreflight and the ability to load instrument arrival and departure procedures without a transition. Here’s how my first flight with it went.

First, I preflighted and flew the short hop from Decatur to Tullahoma, Tennessee, where XP Services is located. XP is a great shop: they are quick, efficient, and they do good work. When I pulled up to the hangar, the tech already had the installation instructions printed and a GPU cart waiting, which is mighty fine service for a Friday afternoon before a 3-day weekend. I went into their conference room to work while the mechanics worked through the long install procedure. It requires continuous power to the GPS, along with a bunch of separate reboots and firmware updates. The instructions have a lot of dire warnings in bold red type. I’d certainly have been capable of doing the update myself but I liked the security of having the shop do it so that I wouldn’t make a stupid mistake that bricked the unit.

The update went fine; they billed me for 1.61 hours (oddly specific, but OK, whatever) All of my settings were properly preserved, and immediately after the update I was able to load the 23 May navdata cycle without incident. I happily flew home $156 poorer but eager to see what the update brought.

Last year, the FAA announced that they would start sending additional weather data over the FIS-B data link protocol. I have a box (the SkyTrax 100) that is essentially a modem; it receives ADS-B data (which includes FIS-B weather), demodulates it, and passes it as a stream to the IFD. That box didn’t require any updates to display the new weather data (which includes lightning strike, icing, and cloud-height data) but the IFD couldn’t interpret it until this update. I really wanted the lightning data for the summer and the icing data for the winter— both of these are important cross-checks that help clarify what’s really happening inside the clouds. Once I was airborne and established, I was able to see lightning data in some storm cells off to my west, so that part of the update clearly works. The weather was sunny and clear for probably 200nm around me, so there wasn’t much else to see.

The other major feature I wanted was integration with Foreflight. Since early in its life, the IFD series has been able to wirelessly connect to external devices to upload and download flight plans, send GPS position data, and send ADS-B streams. The idea is that if you’re using a tablet app like Foreflight or FlyQ, you can use your panel-mounted GPS and ADS-B receiver to feed position, weather, and traffic data to the tablet app. For a variety of boring technical reasons that I won’t go into here, ADS-B streaming hasn’t worked properly with Foreflight until this release (although GPS position streaming and flight plan up/download did work). Now it does— those little blue arrows are other aircraft, and the radar display is live FIS-B data (including lightning data). I was also able to look at the icing level forecast, which is going to be invaluable in the wintertime for tactical weather avoidance.

IMG 0011

There’s one thing that Avidyne took away in this update, though. They previously had an aural “traffic!” announcement that was triggered when the IFD detected traffic within a certain radius. The unit still gives you a visual indication, but no more audio prompt— having it violated some FAA standard or other. However, I was happy to see that Foreflight provides audible traffic callouts based on data from the IFD– so now I probably need to decide whether it’s more valuable to have my phone or iPad connected to the AMX240 during flight.

The second thing I wanted was the ability to load arrival or departure procedures that don’t have a transition. This requires a bit of explanation. These procedures (SIDs for departures and STARs for arrival) specify a route for how you arrive at or depart from the airspace near an airport— they provide a way to transition between the terminal environment and the en route environment. For example, see this plate for the SWTEE.1 arrival procedure, which is used in Atlanta airspace to handle aircraft arriving from the west and slotting them into the correct flow for whatever airport they’re going to. ATC will usually assign the arrival while you’re still en route, and they may or may not assign a transition. For example, they could give me BIZKT.SWTEE1 (pronounced “biscuit transition for the sweet tea 1 arrival”) or LPTON.SWTEE1. So the IFD expects you to specify a transition point when you load a SID or STAR. The problem is, sometimes you don’t get one assigned from ATC (and you can’t just make up your own). When I fly in from north Alabama, my direct route will normally take me north of those routes, so typically when I’m somewhere just northwest of RMG, ATC will call me and amend my route to give me something like “direct OKRAA, thence the SWTEE1 arrival”. It’s simple enough to load the STAR and then sequence the leg I want, but keep in mind that the flight management system (FMS) in the IFD is always expecting that you’re telling it what waypoint to fly to next— so any time you have to change waypoints or insert a gap in your route, you need to be extra careful. The 10.2.3.1 update solves this problem by allowing you to load a SID or STAR with no transition, so you can just go direct to whatever waypoint ATC gives you. Simpler, with fewer opportunities to make a mistake.

Even though this update took a little longer than I would have liked, I was delighted to see how well it worked and I look forward to racking up a bunch more hours flying behind it this summer.

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Running in Bratislava

One of the joys I find in travel is running or cycling in new places. Since starting my current job, I’ve been able to run or cycle in the UK, Slovakia, Austria, Hungary, the Balearics, Switzerland, and France, mostly along routes that were either intrinsically scenic or interesting because of their novelty. I was recently in Slovakia for meetings and was able to knock out a couple of runs in Zilina, but I also had the opportunity to run in Bratislava. 

Let me start with a few simple facts:

  1. One does not simply fly into Žilina. There are basically two ways to get there: fly into Vienna and drive, or fly into Krakow and drive. Both routes have their charms, but the Vienna route is a little shorter and much flatter, meaning it’s better when there is ice, snow, or rain. You wouldn’t think that’s a concern in May, but it snowed the day I arrived in country; I just routinely go through Vienna. The drive takes about 3 hours.
  2. Bratislava is only about 30mi from Vienna, and you drive right through it on the way to Žilina. 
  3. If you’re going back to the US from Vienna, all the flights leave in the early morning.

That means that I will normally have a full day of meetings, drive back to Vienna in the evening, stay at the airport, and then fly home the next morning. On this particular trip, I’d planned to get my last day’s workout in by running around the Žilina dam, but then it occurred to me that I could run in Vienna instead, as even with the drive I’d still arrive well before daylight. Then it hit me: I could run in Bratislava instead. 

A little research led me to this route, the “Bratislava Promenádna”. This is a simple loop that starts on the north bank of the Danube and runs to the west, then crosses the Lafranconi bridge to the west, which takes you to the south bank. You then run to the Apollo Bridge and cross back to the north bank. This looked like a good route to try, so I threw on my running clothes, jumped in my rental car, and drove to Bratislava with a vague idea of where I needed to go— none of the running route maps I had said anything about where to park or exactly where the route started.

A bit of driving around led me to a big shopping complex called the Eurovea that has ample parking, restrooms, and beer (more on that later). I parked there, then walked around the outside a bit until I found the river and the path adjoining it. I started running east, towards the Apollo, where I found this handy sign showing the actual route. Turns out I was running the “wrong” way, so I turned around and headed west again.

Promenádna sign

I only wanted to run about 5 miles, so I decided not to go all the way to the Lafranconi bridge. Instead, I ran to the bridge with the Bratislava UFO:

IMG 1057

Crossing that bridge put me out right near the Sad Janka park; the whole south bank is wooded and features some very pleasant and green trails. I could have detoured through the park, but I like running alongside the water whenever possible, so that’s what I did instead. (In retrospect I wish I’d gone through the park; it’s actually the oldest public park in central Europe!) There are lots of river barges moored along both banks; some are fancy cruise ship or dinner boats, while others aren’t. 

IMG 1054

As I approached the Apollo bridge, I very quickly figured out that I was going to be way short of 5 miles. Luckily there’s a cycling trail that continues further to the east, although it diverges from the river. Slovakia is plentifully supplied with all sorts of riding paths; this one was nicely paved and quite busy with runners, cyclists, and even a few rollerbladers. The area at the foot of the bridge is 1.3Km from the starting point of the loop, so with a little mental math I was able to figure out how long I needed to stay on the cycle path. Along the route I saw this cool painting on a bridge abutment.

IMG 1059

Coming back westbound, I climbed the footpath onto the Apollo Bridge, which is the newest and fanciest (and busiest!) of the four Bratislava bridges. 

IMG 1060

I had a fantastic view of the setting sun off to the west as I ran across, and I stopped to get a closeup of the Bratislava plaque on the bridge arch. I’m not sure if it’s officially a landmark or not, but it should be.

IMG 1062

From the north end of the bridge, it was an easy path back to the Eurovea, where I had a delicious dinner at the Kolkovna. This is a Czech chain of restaurants serving traditional central European food; I had a delicious goulash and a bowl of “bean soup” that was indistinguishable in ingredients from what Cajuns would call “red beans and rice” (except for not having any rice in it). Although there were many excellent beers on tap, I didn’t have any, as Slovakia has a very strict 0.0% blood-alcohol limit for driving. (Sorry if you read this far hoping to find out what delicious beer I sampled!) 

I thoroughly enjoyed the route; next time I’ll try to arrange things so I can run the full loop and maybe detour through the park. I’d also love to explore the bike paths around Bratislava more, although that will require an actual, y’know, bike,

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Microsoft Teams privacy bug: the cat and the camera

As longtime readers probably know, I have a cat. As cats do, he will sometimes jump on my desk.

Pancake, looking majestic

Pancake the cat on his royal pillow

Some of you may know that, because my job entails working with a worldwide team, I often have early-morning conference calls. To make this easier, I have a small workstation in my bedroom where I can work and be near the coffee machine. This machine is set up with a Logitech c920 webcam and a Blue Snowball USB microphone.

Most of you probably don’t know that I tend to pace when on telephone calls.

So picture the scene. I’ve straggled out of bed to grab a cup of coffee, yawn and stretch, and get on a call. I’m pacing around and speaking. Suddenly the gentleman I’m speaking to (my long-suffering counterpart, Tony Sterling, who owns our customer experience team) starts cracking up. “Dude, turn your camera off!”

Sure enough, somehow the Teams app had started showing Tony video of me pacing around in my boxers and T-shirt. Thankfully it was only him. I apologized deeply, turned off the camera, and removed Pancake from the keyboard. After the meeting, I scoured the Teams documentation to find out what the keyboard shortcut for controlling the camera was.

There isn’t one. This made me a little nervous, nervous enough to put a Post-It note over the camera lens so Pancake didn’t accidentally turn on the camera one night when I was asleep or something.

Today I was in a Teams meeting. The cat jumped on the keyboard and… voila… I got a macOS permissions dialog asking me whether Teams should have permission to use the camera. He’d done it again!

It turns out that when you’re in a Teams meeting, hitting a key will act like a mouse click on whatever control currently has focus. By default, the camera on/off button has focus. Try it yourself: join a meeting, switch out of the Teams app and back into it, and hit a key.

This is, shall we say, not a great design. I appreciate that the Teams team has provided keyboard focus selection, which is great for accessibility, but having focus default to camera on/off is a recipe for unpleasant surprises.

Lesson learned: since I can’t keep my cat off the keyboard, I’ll keep my webcam covered.

 

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Training Tuesday: Magic City Showdown powerlifting meet

(For basics on how meets work, see my two previous meet reports here and here.)

The last time I was on the platform at a meet was in June 2016. Since then, I’ve run a few marathons, done various other athletic stuff, and generally spent very little time lifting weights… and I missed it. So earlier this year, I told my coach that I wanted to do a meet in April or May, before triathlon season really kicked in. Coincidentally, there was a USPA meet scheduled for 20 April in Birmingham, so as soon as registration opened up, I signed up. What I didn’t tell my coach: I really wanted to nail my 1000lb (454kg) total for all 3 lifts, a total I narrowly missed in my 2016 competition.

Training and meet prep

Prep couldn’t have been simpler: I just did what my coach told me. I was lifting 3 days a week: one day of chest and shoulders (mostly bench, with some accessory work of shoulder presses, some tricep work, etc), one leg day (squats and deadlifts), and one full body day (squats and deadlifts plus some upper-body accessory work). This is in addition to running 30-40 miles a week. During the training phase, I improved my 13.1 PR time by more than 5 minutes and my 10K PR time by just under 3 minutes, so the lifting certainly didn’t hurt my running, but I wasn’t entirely sure the reverse was true until the first time I pulled a 405lb deadlift in my garage, a few weeks before the meet. There were a few changes from my prior powerlifting training regimen for this time. At the start of this training block, I was doing all double-overhand grip for deadlifts, but I just don’t have the grip strength to make that work for heavier weights, so over about 300lb I switched back to mixed grip. I also found that I started having problems benching after I got a Texas Power Bar.  I’m still not sure why, but my wrists developed a worrisome tendency to roll when lifting above about 80% of my one-rep maximum (1RM). This culminated in me dropping a 205lb barbell on my chest a couple of weeks ago. Thankfully it didn’t do any major damage; the safety rails on the rack caught most of the impact, but I’ve had a painfully sore spot on my intercostal muscle ever since (which my chiropractor suggested treating with swimming, as if. Has he even met me before?)

Another change to this training block: I’ve been traveling a ton. I’ve squeezed lifting workouts in at ratty hotel gyms in London, skipped them altogether in Seattle and Spain, and used really fancy facilities in Zürich. That’s a polite way of saying my training consistency has been worse than usual.

The final change was that, because of my travel and general laziness, I decided I wasn’t going to try to cut weight to make the 90kg (198lb) weight class this time. I did that successfully with my last meet, but I would’ve needed to start a week in advance, whilst traveling, and that just didn’t seem like a great idea.

The meet

As is typical, the meet director (Charlie Lyons, who exemplifies exactly what’s good about competitive strength sports) had planned two weigh-ins, both on the day before the meet. At the weigh-in, you record your official weight, pick your opening attempts, and have your gear checked. Unfortunately this required me to drive down to Birmingham in the pouring rain, then drive home again Friday night, then drive down again for the meet. Oh well. I got to bed at a reasonable time, woke up at 515a, pounded down some coffee, and headed back to Birmingham, easily making the lifter meeting. Here’s Charlie going over the meet rules with an attentive crowd.

One very interesting thing about this meet: out of the 60 lifters, maybe 20 were women. This is an unusually high number and percentage. In part that’s because there’s a great team of female lifters here in Huntsville at Core Strength and Performance, and in part because Charlie recruited pretty heavily to get women on the platform. Many of the women lifting at this meet set state records, and there were a couple of national records too– and the crowd ate it up. But I digress. Anyway: the room pictured above is the lifting part of the Diamond K facility, which is where the lifters could hang out and warm up; the meet itself was on the other side, where CrossFit classes are normally held.  Charlie gave demos of the commands that the judges would give and explained the criteria for a lift to be judged as successful. I appreciate that he started the lifter meeting on time, finished it on time, and started the meet on time: just like the dentist’s office, a little delay early in the day can build into a long delay as the day goes on.

The meet was organized into 4 flights with a single platform. I was midway through the B flight for all lifts.

The squat

I’d been feeling OK with my squats lately, so I decided to open at 145kg, which I got easily. My second attempt at 157.5kg was just as easy, so I reached a little and attempted 170kg for my third attempt– and got it. That left me with a solid 25lb PR on the first left, which felt great. Later in flight D, “The Tank” squatted 385kg, or 849lbs, which sort of put my lift into perspective. (However, I would bet money that The Tank couldn’t run a marathon, so I have that going for me, which is nice.) 3/3 with a 25lb PR was a great way to start though, so I rewarded myself with a diet Coke and some snacks.

The bench

This is where I expected a little trouble. In my last meet, I went 100kg, 105kg, and 110kg for my attempts, failing the third one. This time I wanted to start a little easier, so I opened with 95kg… and blew it by putting the bar back into the rack maybe 0.2sec before the judge gave the “rack” command. On one hand, this was a stupid mistake. On the other hand, it wasn’t a technique or strength problem, so I shrugged it off and gave the expediter 100kg as my second attempt… then nailed it. This led me to get a little cocky, just like I did in 2016. I attempted 110kg and couldn’t push it to full lockout. I was philosophical about it; the total of my two lifts so far was 275kg, and I needed 454kg to hit my goal, so I figured I could make that up on the deadlift.

The deadlift

With the squat and the bench, each time a new lifter takes the platform, the spotters have to adjust the height of the equipment and load the correct amount of weight. In the deadlift, they only have to load the weight, so it moves faster than the other events. Because I was in the B flight for bench, I had plenty of time to chit chat with other lifters and take my time warming up. The only other lifter in my age/weight class was Jeff Ray, whose openers were all higher than my final lifts– really nice guy who also happens to be strong as hell. Since we’re of a similar age, we warmed up at the same time, then before I knew it, I was on deck to lift.

First attempt was at 170kg, or 385lb. This is close to the normal top end of my training lifts but I was confident I could get it, and I did. Here’s where the math got tough. I needed 179kg on the deadlift to hit my 1000lb-goal. I picked 180kg for my second. Why so conservative? I wanted to make absolutely sure that I’d have another shot at the weight if for some reason I screwed up the lift. It turns out that my caution was unnecessary, as I blasted 180kg off the floor and locked it out with a quickness. Three white lights and bang! I’d hit my goal.

For my finishing attempt, with my goal in the bag, I selected 192.5kg, or 424lb. This was a roughly 19lb PR over my previous best garage lift. It was a little tougher than 180kg, but it came off the floor nicely. I maybe could’ve put another 5kg or so on there without a problem, but I remembered what happened when I got greedy on the bench.

The summary

At this point, I confess: I was d-o-n-e and ready to go home. At my other meets, I’ve stuck around to watch the big guys lift; it can be very competitive and the crowd gets loud when people are starting to pull 700lb or more off the ground. I figured that, on balance, I’d rather just head home given that I didn’t know any of the lifters well and didn’t have any friends or family with me. So I did, stopping en route for a well-earned Chick-Fil-A key lime shake and some fries. I was pretty wiped out when I got home, so I took a brief recliner catnap and enjoyed a quiet evening of reading.

 

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