Training Tuesday: time to work on my bike repair skills

Warning: this post contains disturbing images of graphic violence that may not be suitable for some viewers. Viewer discretion is advised.

This weekend, Dana and I had planned to go for a bike ride on the Arsenal, so I loaded up my bike. First, though, we’d planned to go see Wonder Woman (which I highly recommend– great flick). Because I didn’t want to have my bike stolen by some miscreant, I secured it to the rack with a cable lock.

After we left the theater, I heard a thump and looked out my rear view mirror just in time to see my poor bike departing its slot in the rack, where it was dragged along for 50yds or so by the cable lock until I could safely pull over.

Dana is not amused.

The first thing I noticed was that I’m going to need new handlebars (and bar tape, which I wanted to replace anyway).

Ever wonder what carbon fiber looks like on the inside? Now you know.

The front tire sidewall was abraded enough to ruin the tire, and the corner of the saddle got chewed up pretty badly too. I think I can duct tape this as a temporary fix.

Sad saddle

The retaining strap that I used to secure the wheel to the rack slot was missing. My best guess? Someone wanted to steal the bike, lifted the top clamp, and then gave up when they found the cable lock in place. I didn’t check the rack so I didn’t notice until it was too late. Thankfully the frame and the carbon wheel fairings seem undamaged, although the rear freehub is making a new noise I don’t like. Bar tape is en route from Amazon and mi amigo Lance is giving me a spare set of bars, so hopefully this weekend I can watch enough YouTube videos to learn how to disassemble my brake hoods and shifters, port them to the new bars, and wrap everything.

Meanwhile, I still don’t have a saddle for my tri bike, so I either better get to Bicycle Cove and spend some money or swap out running for riding for the next week or two…



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Powerlifting meet report: Empire of Renegades, 3 June 2017, Huntsville

I just competed in my third powerlifting meet, Empire of Renegades. It was a blast!

Originally I had planned to lift at Europa Orlando two weeks ago, and had trained for that, but the airplane nose landing gear broke and Matt and I got temporarily stuck in Adel, Georgia. Luckily while I was sulking in my hotel room, I found this meet, which was only about 10min from my house, so I signed up and got ready to kick it. I have long had the goal of getting to 1000# total and I thought that maaaaybe this might be the day, if everything broke perfectly well for me.

Training and meet prep

Most athletes who are preparing for a meet will follow elaborate training programs with a goal of peaking their strength right at meet time. Because I’m coached by the team at Complete Human Performance, I just do what my coach (a pro triathlete) tells me to do. Typically I lift 3x/week (upper one day, squats/deads one day, one day of combo), usually with a LISS run or bike afterwards. The other days are higher intensity cardio. This is liberating since I don’t have to worry about my programming, but undoubtedly means I’m leaving pounds on the rack since I am not trying to optimize my lifts. I lift in my garage, with no spotter or live coaching. My technique probably has lots of room for improvement. So I didn’t do anything super special for the meet other than tell Jon, my coach, three months ago that I had a meet planned.

All powerlifting federations separate lifters into different weight classes. In general, you want to be as heavy as possible within your weight class, but as light as possible overall (because your overall score is computed using your total bodyweight). Like wrestlers and UFC fighters, then, powerlifters have a whole science around trying to drop weight without losing muscle. I usually walk around about 205 lbs, and that would put me in the 220lb weight class against much stronger lifters. I decided to try to get down to 198 or below using a water cut. The idea behind these cuts is simple: by manipulating your fluid and salt intake, you trick your body into dehydrating itself. A typical plan might look like this for a Friday morning weigh-in:

  • Monday: drink a gallon of water, cut down dietary salt, lower the amount of carbs you eat
  • Tuesday: drink 2 gallons of water, with minimal salt and low carbs
  • Wednesday: drink a gallon of water and don’t eat anything
  • Thursday: drink half a gallon of water, no carbs, and nothing after 5:30pm. Spend a little time in the sauna in the afternoon
  • Friday: wake up, go get weighed in, and then start dehydrating and refeeding

I roughly followed this plan, but I didn’t start until Tuesday (Monday I had the Cotton Row 10K race in hot, humid conditions so I ate and drank like a pig until I got up Tuesday morning). That worked fine; I weighed in at 88.1kg. after having 2 gallons of liquid Tuesday with a mostly normal diet, nothing except eggs, cheese, and hot sauce (and a handful of peanuts, I’m weak) with 1 gallon Wednesday, 1/2 gallon and protein only Thursday, then weigh-in Friday morning.

Mid-week I stumbled across Bigger, Smaller, Bigger and will probably use it next time. It makes for a fun read even if you aren’t a powerlifter.

The meet

Crossfit Xiphos hosted the meet; we had 45 lifters arranged into 3 flights. I want to start off by saying that the meet was very well organized and run. Everything was smooth despite the fact that more than half of the lifters were doing their first meet!

A digression about how meets are organized. Each lifter gets 3 attempts for each event. In a full power meet (meaning the lifters will squat, bench press, and deadlift), you thus have 9 tries to lift. Saying that you went “9 for 9” or “2 for 9” thus indicates how successful you were overall. You tell the meet officials what your opening attempt weights will be for each of the 3 lifts, then, if you lift that weight, you can go up (by as much or as little as you want) for each subsequent attempt. There is a lot of strategy behind choosing weights; more on that later.

Once everyone’s checked in, the officials break all the lifters into groups called flights, based on their body weight and the amount of weight they said they’d lift in their opening attempt. The lightest lifter is the first lifter in the A flight, and (in general) the person lifting the most weight will be the last lifter in the last flight. For each lift, the first lifter in the A flight does her thing, then the second person in A flight, and so on. After the last A lifter has lifted, the first A lifter takes a second attempt, and so on. This is harder to explain than it is to do.

I was either #1 or #2 in the B flight for each of the 3 lifts. Based on my lifts, the only reason I wasn’t in A is because more than half of A were novice female lifters (several of whom set Alabama state records, which was extremely cool to see!)

During each lift, there are 3 judges watching you: the head judge is in the center, with one judge on either side. They each have a little switch that illuminates either a red or white light. You need 2 or 3 white lights for a lift to count– get 2 or 3 reds and your attempt is considered a “no lift” and doesn’t count. The head judge gives the lifter commands. You have to wait for these commands before you do anything. For example, in the squat, here’s what happens:

  1. The head judge says “The platform is ready” and you get on the platform and address the bar.
  2. At your own pace, you unrack the bar and walk it out to your preferred position.
  3. The judge says “SQUAT” and you can start the squat, at your own pace. You come up at your own pace.
  4. When you’ve stood all the way up, and have the weight under control and not moving, the judge will say “RACK” and you put it back into the rack.

There are different commands for the other lifts, of course. These commands are what burned me at my last meet– I missed my first squat attempt and was thereafter so frazzled that I blew a couple of attempts just by missing commands. It’s easy to get so focused on your body that you lose awareness of what the judge is telling you to do.


I warmed up light: 10 reps bar only, then worked up to 125kg x1. I’d planned for an opener at 140kg, with my other attempts bracketed per David Dellanave’s excellent advice about attempt selection. Summary: pick an opener that’s   “a weight you can lift 10 times out of 10 with a cold and a headache,” then decide ahead of time what your second and third attempts will be based on how easy or hard the opener is… and then stick to the plan.

My opener was a headache-and-cold winner: 140kg, 3 whites. Sadly I had a camera problem, so no video of that.

Second attempt I chose 150kg, at the top end of my bracket. Three more whites.

Third attempt I had 155kg at the top of my bracket. I took 157.5kg instead, smoked it, and ended up with a new 12lb PR… sadly, I was too conservative here and could probably have gone 162.5kg. That choice turned out to be important later.

(Side note: we had two dudes go over 700#. One attempted 777# and damn near got it. This was super motivating to watch.)


I have poverty bench. At 6’3″ with giant albatross arms, my leverage sucks, and my form is, shall we say, unique. I opened at 100kg, well within my cold-and-a-headache range, and got it.

For round two, I had bracketed 105 at my top end and got it, but it was a bit of a fight– probably RPE 7.

Discarding good judgement, and David’s advice, I went for 110kg on attempt #3 and couldn’t lock it out. That was the only lift I missed but I was bummed. Learning for the future: don’t get greedy.


I love the deadlift. I especially love it at meets, when the crowd gets more and more excited as people work up to their third attempts and we see some crazy numbers on the bar. My opener was 165kg, which flew up. However, I got one red light because I lowered the weight before the command– too much excitement, I guess.

I had bracketed 172.5 through 177.5 for my second attempt but had forgotten to look at my bracket before I went on the platform. Sadly I told the scorer that I wanted 172.5 for my second attempt– that proved to be too light, as it flew up. You can see the bar flex as I lift the weight. It’s not that I was lifting a lot (although 380lb is respectable), but that a deadlift barbell has more “whip” in it than a bar that you’d use for squats or bench press. The whip makes a big difference. On my shopping list for my home gym: a deadlift bar. Maybe someday…

For attempt 3 I decided to try for a PR at 182.5. I smoked it too. David talks about the importance of choosing a big third deadlift attempt when you’re competing against other people and trying to win, but I wasn’t, so I didn’t get as aggressive as I could have here.

The aftermath

Only after I sat down did I realize that I totaled at 445kg, just 10kg short of my goal. This goes back to a key point David makes in his attempt selection guide. In retrospect, I could have made up that 10kg by not missing my 3rd bench (putting another 2.5kg on the total) and then getting a measly 7.5kg total across squat and deadlift– both of which I could’ve done.

Despite that I was well satisfied. With two PRs on the day, and 8/9 total, it was a day well spent. My neighbors Ashley, Erica, and Michael came by at various times to watch; Dana was there cheering me on and making sure I had food, and it was a great positive and fun atmosphere. I feel like my hard work in the gym paid off and I look forward to what’s next!


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Training Tuesday: running with Stryd PowerRace

Engines are generally most efficient when they run at a constant speed within their design range. That’s why you get better mileage on the highway than in town; it’s why gasoline-powered generators don’t typically have multiple power settings, and and it’s why airplane engines are designed to run for very long periods of time at a steady constant power output. It turns out the fact holds for endurance athletes.

It’s well documented that one of the most effective ways to train for cycling events is to monitor your power output using a power meter. The idea is simple: when you’re riding outdoors, your speed and heart rate will vary widely due to factors you can’t control. On a flat road with no wind and cool weather, you might go 25mh at a certain heart rate. Into a headwind, or uphill, or in an Alabama summer, you might be working just as hard but only going 10mph. So trying to control your workout by pace or heart rate is needlessly difficult and may not give you the results you want. A power meter measures how hard you work, not how fast you’re going or how hard your heart alone is working. Without going too deeply into the complexities of training with power (see this free e-book if you want to know more), the basic idea is that you build your training plan so that you try to put out a certain amount of power, no matter what the road and weather conditions are. I started doing this a little while ago and it’s really useful– my coach will say “make X watts” or “your race target for the 70.3 distance is Y watts” and I just pedal hard enough to hit that number. My speed may go up or down depending on wind and hills, but my effort stays constant so I don’t accidentally work too hard trying to go fast into the wind (for instance) and leave myself unable to sustain my pace later in the race.

That’s the theory, anyway.

The folks at Stryd have built a similar tool for runners: the Stryd power meter is a little pod that clips on to your shoe and measures the amount of force you produce when you run. Since running uphill or into a headwind is harder than running on level ground, or in still air, they intend their product to be used by people who want to control their pace through power management. The problem is that the cycling world is much further along in embracing power, so it’s hard to actually see what your running power is, much less pace to it. Garmin watches can display power data from Stryd pods, and Stryd has a nifty web app called PowerCenter that gives you a bunch of analytics.. but what I wanted was a real-time, on-the-wrist alert that would tell me when I was making too much power, or not enough. Garmin (and many other manufacturers) allow you to set alerts that will buzz or beep when you go outside the predefined pace, speed, heart rate, or distance targets. I wanted one for power… and now I’ve got one.

Stryd recently started beta testing a new app called PowerRace. It’s very simple: you plug in your race distance and your power target, then start the app. It will beep and turn red if you go outside that range. It purposely doesn’t show your pace or elapsed time.. the whole idea is that you only look at your run power and adjust your pace to keep it where it’s supposed to be. Here’s what it looks like in action (“AP” stands for average power, and “HR” is heart rate):

PowerRace in action

I played around with the app a bit and couldn’t get it to work reliably but Gus Nelson of Stryd was kind enough to do some live troubleshooting with me via Google Hangouts and we got the problem sorted out, so I used it for this week’s Cotton Row 10K.

Executive summary: it worked flawlessly and gave me useful cues when I was going too fast, or too slow. I got a 45-second PR, which would have been more if I’d set my power target higher. I hadn’t done the recommended power test, so I was guesstimating what my power level should be; I could have gone a bit harder.

Cotton Row is a tricky course: it’s got a big hill about mile 3 and many a runner has come to grief by blasting across the start line and burning up too much energy.

The Cotton Row course

You may also want to check out the live version, where you can see more clearly the ridge that we run along between miles 3 and 4.

When I compare last year to this year, here’s what my mile times looked like:

2016: 8:55, 8:53, 9:35, 10:20, 9:23, 9:19, 7:18

2017: 9:00, 9:21, 9:55, 10:04 8:42, 8:37, 7:08

So I went out 53 seconds slower this year on the first 3 miles but then finished 46 seconds faster, with an average power of 289W. I targeted 285W, so I did a good job of holding my average. The times aren’t what I would have expected. My perceived effort was about the same, but it was more consistent. For proof, check out the power curve:

Cotton Row data

The red line is my heart rate; the purple line is power. You can clearly see where I walked aid stations or where I took a break to regulate my power output; you can also see my finishing kick.

So what’s the bottom line? I really like the idea of training and running with power. It’s a proven technique for the bike. I did a good job of holding in my power target range, and did get a (small) PR, but I probably could have done just as well by running by feel alone. I think the missing ingredient is that I don’t really know what my target run power is. Once I have that dialed in I will be better able to fine-tune my pacing. I’ll keep using PowerRace and see how it goes.



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Removing a bad Windows driver, the hard way

From the “don’t touch what isn’t yours” department…

Yesterday I wanted to do some administrative chores related to a large stack of bills that were cluttering the dining room table. I grabbed my Surface Book from my laptop bag and plunked it on the table. My son’s Dell laptop was nearby, with his fancy Razer gaming mouse plugged into it. “Hey, free mouse,” I thought. I plugged it in to the Surface Book, opened it up, and went to get a diet Coke. By the time I came back, Windows and/or Razer had managed to install some kind of evil driver from hell™ that rendered every USB device plugged into the system inert.

That includes the built-in keyboard and trackpad, BTW, as well as anything plugged into the Surface Dock. The clipboard still worked great, though.

I tried rebooting and that didn’t help. Trying to search for a solution with just the on-screen keyboard slowed me down a bit, and I had other stuff to do last night, so I let the broken machine sit forlornly overnight and went back to it this morning.

The touch screen functioned normally, which was helpful so that I could open apps. When I looked at the “recent updates” list, I saw that a Razer device driver had been installed when I plugged the mouse in– but it was a version labeled as being from 2012. Why this happened, I don’t know. This was clearly the culprit… but Windows 10 doesn’t give you a way to remove an individual device driver update from the settings interface. Nothing relevant appeared in the add/remove programs list. There was no “undo the last update” button, and I didn’t have a recent backup. Device Manager didn’t show any driver at all for a Razer HID device of any kind… so back to the search I went.

First I tried installing Razer Synapse, their all-in-one utility. All that did was invite me to sign up for a Razer account. No thanks. Then I poked around various arcane parts of %systemroot% but didn’t find anything suspicious. Re-running Windows Update didn’t force a new version of the driver either.

To make a long story short, the answer is here: I had to run pnputil.exe -e to figure out which driver store package had the bad driver, then remove it with pnputil.exe -d -f. Once the offending driver was removed, all of my USB peripherals miraculously resumed their normal operation.

Moral of the story: don’t plug in your son’s gaming peripherals. Lesson learned.

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Flying Friday: happy birthday, N32706!

Three years ago this week, John Blevins and I flew Delta to Salt Lake City to pick up N32706 and fly her home. I was perusing my logbook earlier in the week and realized that more than half of my total flying time (318 hours of my total 611) has been sitting in the left seat of this particular airplane. I’ve traveled for races/events (DC, Vermont, Texas, North Carolina, Ohio, West Virginia), family visits (Louisiana, Florida), business (Toronto, Missouri, Kentucky), and fun with the kids (Georgia, Mississippi, Tennessee), and flight training (Utah, New Mexico, Kansas, Oklahoma, Nebraska).

where I’ve been in years 1-3

There are times when I think it’s silly to own an airplane instead of renting– like a horse or a boat, you’re always paying the maintenance and fixed costs even on days when the weather is bad, you’re busy, and so on. But the freedom and flexibility of being able to travel where and when I want to, and the comfort of knowing that I’m flying a well-maintained, well-equipped airplane that hasn’t been neglected or operated improperly, more than make up for it.

My next trip is later today, from Decatur to Orlando (well, Kissimmee) for a weightlifting meet. Later in the year, I’ve got Tuscaloosa, Biloxi, New Orleans, and a few other places on my to-go list. I can’t wait!

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Watch out for bird nests

I recently had a really interesting cross-country trip. It featured virgins, dirt, avian invaders, and tractors.

Some local friends talked me into running the American Odyssey relay race: just under 200 miles from Gettysburg to Washington, DC, over two days. (Look for a race report in the near future.) Some of my teammates were flying commercial, and some were driving, but I found three hardy souls who volunteered to go with me. Jim’s a Navy officer who’s used to airplanes of all sizes, but neither Rese nor Melissa had flown in a small airplane before… so they’re the virgins in this story.

I’d planned to fly from Decatur to New River (PSK), fuel up with avgas and diet Coke, and then fly into College Park, MD (CGS). This would allow me to use my fancy secret code to fly into the Washington DC ring of restricted airspace. However, because we were staying in Harpers Ferry, it didn’t make sense to fly 60+ miles to the east just so we could have extra drive time going back to Harpers Ferry. I decided to go into Martinsburg (MRB) instead to avoid the extra driving.

We departed on schedule, with about 1500′ ceilings leaving Decatur. A front was on its way so my goal was to get us to our destination before the weather got bad. We benefited from an epic tailwind– my normal cruise speed is about 135kts but I was seeing over 200kts for a good part of the first leg.


Unfortunately, with wind comes bumps.. so one of our crew (I’m not saying who) needed to use a barf bag. No major damage, thankfully, either to the victim or the airplane. Apart from that, the rest of the flight was uneventful– a quick stop at PSK for fuel and diet Coke and we were on our way. Potomac Approach made me fly the RNAV 26 approach even though the weather was VFR. Martinsburg is home to the 167th Airlift Wing, so there were a bunch of big gray C-17s on the ramp. Always a fun sight.

Aero-Smith, the local FBO, had prearranged a rental van. It was waiting, so we loaded up and off we went. The next couple days were a blur– I had a fantastic time at the race. All too soon, though, it was time to head back home, so I planned our flight to follow roughly the same route. While the big front had passed through, we were still forecast to have 20+ knots of headwind, so I tried to choose a more southerly route to reduce the wind penalty (spoiler: that didn’t work). I’d planned the first leg from Martinsburg to Ashe County, NC, then home.

We got to Martinsburg safely and turned in the van. The FBO lineman offered me a box of rubber gloves. “We saw a lot of birds on your airplane,” he said. “There’s probably some poop on it.” I’ll take “things you don’t want to hear at the airport” for $200, Alex!

I walked out to the plane, which they’d parked on the far edge of the (empty) parking area. I saw a few poop spots and used a gloved hand to remove them. Now, this next part is relevant: I usually start my walkaround by turning on the master switch, existing the forward passenger door, and walking back down the right side of the plane, around the tail, and up the left side– finishing at the engine. That’s what I did… except that when I got to the engine, I noticed what looked like a few pieces of grass sticking out. That certainly wasn’t there when I parked the plane, so I poked a flashlight into the front of the cowling and was surprised to see some more grass.

That led me to remove the upper cowling, whereupon I found this (click it to see the detail).

Bird attack!

Yep. In two and a half days, the forces of evil invaded my cowling and built two large, flammable nests. I started pulling out handfuls of grass and twigs, and the other three came to help. All this action attracted the attention of the FBO staff, and they brought us a handheld leaf blower.

Now, a brief note. Air-cooled piston airplane engines work on a principle called pressure cooling. Baffles inside the cowling drive airflow from top to bottom, not back to front, to cool the cylinders. When you look at the picture above, what you can’t see is that there are only a few small openings under the top deck for air to flow down– making it very difficult to get all the bird debris out with a leaf blower. We ended up having to spend 30 minutes or so picking little sticks and blades of grass out of the engine compartment. Here are Rese and Jim doing just that:

cleaning the bird damage

Once that was finally done, I wanted to run the engine with the cowling off, whereupon I discovered a failed cell in the battery.. so the plane wouldn’t start. This was not popular with my passengers. Or with me, for that matter.

The FBO staff was very reluctant to help start the plane. They claimed not to have a ground power unit, but I eventually talked them into bringing their tow tractor out so I could use my jumper cable. The problem with this cable is that after the plane starts, you have to unplug it, and the FBO guys didn’t want to do it “for liability reasons.” Thankfully Jim wasn’t a big baby like they were, and he volunteered to pull the cable after engine start. We deployed the tractor, got everything hooked up, and the engine immediately started up.

Getting ready to tractor-start

Once we got up to altitude, we got a 1-2 punch from the headwinds: it was bumpy, and we were only making about 105kts over the ground– so less than half of our groundspeed on the way out. After a little fiddling, I got permission to climb from 8000′ to 10000′; as we slowly climbed, we got bounced around quite a bit. To make things worse, the wind was even stronger at 10000′, so we went back down to 8000. It was a steady parade of mountain waves, something I hadn’t spent any time dealing with before. Frankly I didn’t much care for them.

As we got closer to GEV, the wind diminished a bit, although not enough to give us any appreciable speed increase. The Ashe County airport sits at about 3000′ above sea level, and the airport description helpfully notes “RISING TERRAIN ALL QUADRANTS,” so flying in means dealing with shifting winds funneled in various directions by the surrounding terrain. Despite the wind, I stuck the landing, and we were well and cheerfully served by the airport manager, who coaxed the balky full-service pump into working long enough to fill the tanks. I’d happily stop there again. (Note that KGEV has no AT&T cell service and no diet Coke in the soda machine, so plan accordingly.)

There was a good-sized line of storms stretching from south to north moving through Mississippi when we left. Our original plan was to get home before it arrived, but due to our de-birding time, there was no way we were going to make that. As we flew, it became clear that the headwinds were going to prevent us from making our alternate at Winchester, so I decided to stop in Chattanooga, which has rental cars, nearby hotels, and food.. just in case. We landed and found the ramp crowded with more expensive airplanes that had obviously stopped for the weather as well. Luckily the FBO had one crew car remaining, so we headed out to look for dinner and wait for the storm to pass. The city got roughly 1/4″ of rain in the hour we were at dinner, but it had tapered off to a light drizzle by the time we got ready to depart. I pored over the radar and it looked decent if we flew a little to the northwest, more towards Winchester, and then turned south, so that is what I planned for.

Once airborne, I quickly saw that the radar depictions didn’t give the full picture– they showed rain, all right, but the clouds were well above our altitude, so for most of the flight we flew through falling rain but still had decent visibility. The picture below shows what the radar depicted (they’re different, but that’s a topic for another post). After an uneventful trip, with mostly smooth air, we landed at Decatur, packed up, and headed home.

Which one’s right?

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Flying with Avidyne’s version 10.2 software

If you think updating the software on your phone is hard, try it with avionics.

Avidyne has been promising a new release of the software for their IFD line of WAAS GPS units for a while now. Originally announced on April Fool’s Day last year, version 10.2 packs a pretty impressive list of features, including synthetic vision, support for a bunch of new devices (including digital radar and FLIR cameras), display of more ADS-B weather and traffic data, and a new “IFD100” iPad app that essentially acts as a second screen for your IFD. They generously made the update available for free, but with a catch: it has to be installed by an avionics shop. The FAA lets aircraft owners make “minor repairs and alterations” (a phrase which has a very specific set of parameters around it), and avionics software updates aren’t considered “minor.” When they finally announced that 10.2 was available, the first order of business was to find a shop to install it. None of the local shops are Avidyne dealers, so we decided to head back to XP Services in Tullahoma. A quick phone call to schedule an appointment was all it took.

The flight to Tullahoma was pleasant, and the XP team had the upgrade done in about 2 hours– right about the amount of time Avidyne says it should take. The update procedure is very detailed and specific, with lots of dire warnings about what happens if you do it wrong, so I’m glad they didn’t. They also upgraded the software in our SkyTrax 100 ADS-B receiver, which will become important a little later in the story. I can’t say enough good things about XP’s staff: they did good work, quickly, at a fair price, and were very friendly. Be forewarned if you go there though: there are no vending machines nearby so bring your own snacks.

On the way home I got to start playing with the new features, but it wasn’t until last week’s Easter trip from Decatur to New Smyrna Beach that they really came into their own. Here’s a partial list of the new goodness in this release.

Let’s start with synthetic vision. The IFD540 doesn’t have a way to sense the attitude of the airplane, so its syn vis feature is limited to showing a “plane in trail” (Avidyne calls it exocentric) view of you, your route, and the surrounding terrain. In this case, I’ve programmed the ILS 18 Y approach into my home airport. You can see the magenta line indicating that I’m on the final approach segment. The white line-and-loop to the upper right is the missed approach procedure that I’d fly if I couldn’t land. There’s another airplane in the area, at 1900 feet and descending. The synthetic vision display makes very clear what the surrounding terrain and obstacles look like, and how my planned flight path would interact with them. This is not a huge deal in the flat riverine terrain near Decatur but in someplace like Montpelier, with more significant terrain, it could literally be a lifesaver.

heading for the approach

Another nifty new feature: temporary flight restrictions (like the one shown below, for firefighting in southern Georgia near Waycross) and winds aloft data (the little white flag-looking things in the second picture) can now be shown along with all the other flight data. You can see that we have about a 20kt headwind. It’s important to remember that, like all other ADS-B weather data, the wind data comes from the ground and may not reflect what’s truly happening in the air at that moment.

Don’t fly in TFRs unless you want to meet the FAA in person

The direction of the wind barb shows which way it’s blowing; the number of little flags shows how strong it is

Traffic display is greatly improved in two ways. First, you can now see trend lines showing you where a traffic target is going (along with its N number, if it’s transmitting one). This is really helpful in crowded airspace, like the area around the Daytona Beach airport. You can see that both airplanes on the display are headed in the same direction as we are, one at roughly our same altitude and the other descending.

In 10.2, you can see where traffic targets are going

I also now get traffic alerts when there’s a potential conflict, i.e. someone else is flying towards me. An aural alert (“bong! TRAFFIC”) comes first, then the screen changes to show the conflicting traffic. This is an extremely valuable feature.

When you hear “TRAFFIC,” you’d better start looking around

The IFD100 app does what it promises: it lets you control the physical IFD, but it also lets you configure its display completely independently of the one on the panel. It does about 80% of what the “real” IFD hardware does. For example, you can load a flight plan into the iPad app while the panel is showing you the map/weather/traffic page, then push a button and activate that flight plan from the iPad. You can see and tune frequencies (but not activate them), zoom in and out on maps, and in general act like you have a second IFD540. It’s pretty neat, although there are some quirks to it that I’m still figuring out.

Not quite a replacement for Foreflight

The IFD100 app isn’t a replacement for FlyQ or Foreflight though; it doesn’t let you anything that the physical IFD can’t do, so no looking up fuel prices or FBO reviews, no satellite imagery display, and so on. ForeFlight has all sorts of useful planning features like terrain mapping, wind estimation, and flight plan filing that the IFD100 doesn’t, and won’t. I don’t think Avidyne intends the app to replace a true electronic flight bag (EFB) app, but rather to give you more options and flexibility with using the in-panel hardware.

I haven’t been able to test one of the signature features of 10.2 yet, though: its ability to do two-way sync over Wi-Fi between the panel device and a tablet. I can already stream a flight plan, and GPS position data, from the IFD to ForeFlight or FlyQ. 10.2 adds the ability for the IFD to send traffic, weather, and TFR data (which means I won’t need my Stratus receiver to see that stuff in ForeFlight), but also the ability to load a flight plan from the iPad to the panel. That means I can plan a complex route at my leisure in my armchair, file it, brief it, get my expected route, and push the route to the airplane when I get to the airport with a single button press. That’s going to be glorious when it finally arrives.

It speaks well of Avidyne that they made this major feature release available for free, and I’m excited to see how they continue to build on the wireless connectivity built into the IFD line.


Filed under aviation, General Stuff