Office 365 Exposed, episode 5

I hear you now: “Wait! You and Tony record new episodes quarterly! In California! Why are you posting a new episode already?”

Because Microsoft Ignite, that’s why! We were able to steal away to the very nicely equipped Podcast Center at Ignite to talk about some of the big announcements, rumors, and news around Office 365. (Thanks to Julian for the audio production btw.) Hear about changes to Office 365 groups, a new name for a controversial features, and what Atlanta has given the world.

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Flying Friday: bird forecasts? Yep, it’s a thing

A couple years ago, I wrote a post about wildlife collisions at airports. (Spoiler: they happen and are just as hard on airplanes as they are on cars.)

While reviewing the mishap investigation report covering the crash of CAPT Jeff Kuss, I learned something I didn’t know: the USAF maintains a forecasting system to predict the hazards caused by birds. (The report makes for interesting reading because it’s so thorough. I will have more to say about it in another post.)

Read that first sentence again: you can get a bird forecast. Is this a great country, or what?

All joking aside, you have to look no further than Cactus 1549 (or, as you may know it, “The Miracle on the Hudson”) for proof of why birds and airplanes don’t mix. AHAS gives aviators a simple tool to check an airfield or flight route to see how likely it is to contain bird hazards. For example, if you go there, pick “Huntsville International” as the airport, and click the “AHAS Risk” button, you’ll get a nifty report showing what bird-attracting features are nearby (landfills, golf courses, bodies of water, and so on), as well as a historical list of bird strikes.

I’m not sure that I will be regularly checking AHAS before my routine flights but I suspect I will be checking it before I fly into unfamiliar areas. Those damn birds are sneaky, y’know. A fellow can’t be too careful.

 

 

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Office 365 Exposed, Episode 4

Another trip to California for Tony and me means another episode of Office 365 Exposed! This time, we talked about Microsoft Ignite, Office 365 Groups, why the Saints are my favorite football team, and a host of other topics. (OK, I admit it. We did not actually talk about the Saints. Maybe next episode. I did sneak in a plug for the College Football Hall of Fame though.)

 

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Training Tuesday: Rocketman 2016 Olympic race report (28-Aug-2016)

The fine folks at reddit’s /r/triathlon have started using the format below for race reports, so I thought I’d give it a try.

Race information

  • What? Rocketman
  • When? August 28, 2016
  • How far? Olympic

Goals

Goal Description Completed?
A < 3:15 No
B < 3:30 Yes
C PR bike, swim, or run Yes

BLUF

PR’d the bike and swim. Had a craptastic run. Beat my time on this course but didn’t get the Olympic PR I was hoping for. 3:23 overall.

Race strategy

My first season, I tried to relay this race and DNF’d due to a bike mechanical. Last year I straggled in at 3:30. Earlier this year I PR’d Renaissance Man at 3:17, so my goals were to PR again, or at least beat last year’s time, and to PR at least one of the events.

Pre-race

In the week leading up to the race, I had an unusually tiring business trip– I averaged 12+ hour workdays and had no juice left for training while on the road, so I wasn’t well rested (plus a big “screw you” to the hotel I always stay at for putting me on the noisy I-5-facing side of the hotel this trip). I rented a pair of Reynolds Strike race wheels from the gang at Blevins Bicycle to see how I liked them. Because of travel Thursday and epic thunderstorms Friday, I wasn’t able to ride them until Saturday, when I took them out for a 40-minute ride with Dana. It was supposed to be an easy Z2 cruise but it was more like a mid-Z3, and then to top it off we added a short brick. Probably not a great idea in retrospect, but I didn’t want to go into the race without having ridden the wheels at least once, and I didn’t think the brick would tire me out too much.

Race day prep

I packed everything into my car the night before and went to bed at a reasonable time, after having eaten sensibly and hydrated pretty much nonstop (I probably doubled my normal fluid intake on Friday and Saturday). I’d previously volunteered for body marking, but the RD told me he needed help with parking, so I got up at 0415 to get to Hobbs Island and start directing traffic. That went well, and I had plenty of time to get set up in transition, say hello to my friends, and see the athletes I’d been working with in Fleet Feet’s Tri201 Olympic tri coaching program. It was clear, 78 degrees, and about 80% humidity when I got to the venue before dawn– an omen of how the day’s weather would develop.

Swim

The Tennessee River is warm this time of year– I heard the race morning water temp was 85 degrees, which wouldn’t surprise me. I actually like river swims, so that didn’t bother me.

Because of the swim course layout, the race uses a wave start– you go down a slide (which is covered with carpet, so you don’t slide, you sort of scooch) into the water, assemble near the start mark, and then swim. I purposefully stayed near the back of my wave when getting in the water, both to minimize the amount of time I’d have to tread water at the start and because I didn’t want to get run over by all the faster swimmers behind me.

The first swimmers went into the water about 30min late because, for whatever reason, the buoys weren’t out on time. This was really strange because normally the RD and staff at Rocketman have everything down to a science (this is the 23rd year, after all) and stuff happens promptly when it’s supposed to. Turns out that this delay was important later.

The course is about 500y upstream, then 200y or so cross-current, then the remainder on a long diagonal back to a pier. Partially thanks to the current, I swam a 1:46/100 pace, which for me is stupid fast– but it wasn’t all current; I was working harder on this swim than usual and I felt it when I got out. Unfortunately, because of poor sighting technique, I swam an extra 400y, so my swim time was 35:xx. That was a PR, though, so I’ll take it.

A quick jog into T1 and I was out again on the bike in 2:xx. For this race, I wore a tri top into the water instead of putting on a bike jersey. Thanks to Dana for suggesting that– between that and the tri bucket she suggested I use, my transition in this race was half what it was at RenMan.

Bike

First: I committed what should be a USAT foul when exiting: I started my bike computer but forgot to hit the lap button on my watch, so now Garmin shows my t1 as having an average speed of 16.x mph. Oh well. You may remember I did the same thing at RenMan. Maybe next race I’ll remember.

The bike course is fairly flat L-shaped out-and-back, with a few rollers, but it’s all two-lane and mostly on a busy segment which isn’t closed for the race. At various points I got stuck behind a landscape truck, nearly wiped out by an asshole in an SUV (right in front of a parked sheriff’s deputy, who ran out into the road yelling, pulled the guy over, and ticketed him– thanks, MCSO!), and saw one each dead possum, skunk, and armadillo. The outbound leg on the long part of the L had a quartering headwind, which was fine; I was able to stay in aero most of the time, though I did have a few scary swerves when wind caught my wheels. I finished in 1:27, which was a PR, so yay me. As usual, when I was looking at my times after the race I thought “dang, I should have pushed harder on the bike.”

The run

I thought this was the worst 10K I’ve ever run (I was wrong, but more on that later). The run course is flat and has some shade, but not much: you run out and back along the river for about 2mi total (with an aid station at about 0.5/1.5mi), then take a shadeless leg through the marina, then onto a local greenway for the remaining distance. I couldn’t sustain any kind of run pace; it was more of a shamble, with frequent walk breaks. My arms and hands were tingling by about mile 3, and I was barely sweating, so I slowed way down and tried to drink as much as I could, knowing that there was no way I was going to PR the run or the race. Selah. I saw lots of other tough athletes suffering on the course, too, including many locals who I know are acclimated to typical temperatures– but thanks in part to the late start, it was 95 degrees when I crossed the finish line, and God only knows what the heat index was. Not a great time. (Turns out I was still faster than my time last year but it didn’t feel like it!)

The first aid station had cold towels, which felt awesome, but sadly most of the other aid stations had room-temperature water and Gatorade. I had brought a Headsweats visor, but sort of wished I had a hat. And some ice. And cooling sleeves, like my coach suggested. Some more sunscreen would have been nice too.

Post-race

The post-race expo at Rocketman is always fun, and I enjoyed catching up with my friends who’d raced. This year, the Renaissance Man and Rocketman RDs offered a challenge: complete both races and get a custom transition towel (I’ll try to post a picture later). Along with the excellent Rocketman visor and shirt, this completed my swag haul since I certainly didn’t podium. I visited for a while, then headed home for some Advil and a nap.

I can’t wait for next year! PR, here I come. Thanks to RD Mike Gerrity and his wife Debbie for their many years of making Rocketman such a great race for athletes!

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Flying Friday: smorgasboard

I’d be remiss if I didn’t post on National Aviation Day but I’ve been too busy to fly much lately. With luck I’ll get a few hours in this weekend though. Instead of a “real” article, enjoy this list of sentence fragments:

  • My cousin Steven, an aircraft mechanic, likes to point out that the Wright Brothers would have been grounded without Charlie Taylor. If you don’t know who he is, I strongly recommend reading McCullough’s biography of the brothers, which is superb in every way.
  • I’ve been playing with Seattle AvionicsFlyQ app. It definitely has some good points compared to ForeFlight; it will be hard to tell how it stacks up overall until I’ve used it more.
  • Michael Bauer just released a book on how to fly Avidyne’s IFD series of panel-mount GPS devices. It’s in my queue.
  • Want to fly left seat in heavy turbojet equipment? Maybe you should move to China.
  • The recent crash of a Piper Navajo in Tuscaloosa has fired up the speculation engine around these parts. I am glad that we have the NTSB, whose investigations are the undisputed gold standard for all sorts of transportation mishaps. I look forward to seeing the results of their investigation. Meanwhile, I’ll keep asking “what could I learn from that?”
  • Nflightcam still hasn’t sent the replacement audio adapter they promised me on July 8th.

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Flying Friday: O Canada! (KDCU-CYTZ and back)

Summary: fantastic trip with good weather; I enjoyed my first venture into Canadian airspace (which is operated and managed very similarly to US airspace, with a few procedural and vocabulary differences that perhaps will make for a good post later). Bishop Toronto City is a fantastic airport with lovely scenery; Toronto is worth another, more leisurely visit; and you should always pay careful attention to customs regulations.

When my boss told me that I needed to be at Microsoft’s Worldwide Partner Conference this year, I was excited, mostly because we were planning on demoing a cool new product to partners, but also because I hadn’t been to Toronto since a 7th-grade church choir trip. On that trip, we took Amtrak from New Orleans to Buffalo, an adventure in itself; this time I planned to fly.

I started by researching the requirements to fly into Canada. AOPA’s list covers it all. I ordered the required Customs & Border Protection sticker, and I already had the required FCC radio station license and a valid passport. I had a bit of a quandary when it came to navigation charts: the Jeppesen charts required for the IFD540 are quite expensive, but the 540 goes completely stupid north of the border without them. I decided instead to add Canada coverage in Foreflight, which would give me georeferenced charts and approach plates, plus airport and frequency information– but on my iPad, not on the panel. With that done, a week or so before the trip I started watching the forecast, checking fuel prices, etc. Because the convention was at the Metro Toronto Convention Centre (MTCC), the nearest airport was the extremely cool-looking Billy Bishop Toronto City Airport, which is on an island in Lake Ontario. (Fun fact: you must either use a submarine tunnel or a ferry to get between the airport and the mainland, where the taxis etc are.)

I’d planned to fly from Decatur to New Philadelphia, Ohio (Clever Field, whose airport ID is PHD.. lol) for fuel, then overfly Erie, PA, then cross the lakes and land just before sunset, with a planned departure about 3p local. I may have failed to mention that I was running an Olympic triathlon that morning, but luckily I hit the airport on time and got en route as planned. Unfortunately, over Kentucky I developed a problem, or, rather, the airplane did: the oil filler door on the engine cowling popped open. It’s  hinged at the front (towards the propeller) so the slipstream was keeping it from opening fully, but it was flapping in the breeze and that made me nervous. I diverted to Somerset (KSME), latched it, and took off– only to have it pop open again.

After landing again, I discovered the problem: the spring that holds the latch button in place no longer generated enough force to keep the door latched. I borrowed some safety wire and pliers from the FBO, wired the door shut, and took off again– but that cost me some time I couldn’t afford to lose.

Once airborne again, I took a close look at the IFD540 to see what my fuel state looked like. The outer green ring represents the maximum range at the current fuel burn, while the inner dashed green circle shows range with the FAA-required reserve. Since my planned fuel stop was comfortably within the reserve ring, I knew I’d have enough fuel to get there or to Erie if needed– very comforting. The range ring is one of my favorite features in the IFD540 because it greatly reduces guesswork: either you have enough fuel, given the current conditions of wind and fuel burn, or you don’t, and this makes it easy to see which.

The fuel range ring is your friend

The fuel range ring is your friend

I landed as planned at KPHD, fueled up, and quickly called Porter, the FBO at Toronto City, to verify what time they closed. “10:30pm” was the answer, so I figured that would leave me enough time to get there just before they closed. This pleasant fantasy remained in my mind, with accompanying scenery…

…until about 9:50pm, when I was overflying the outskirts of Erie with about an hour to go. The city lights were gorgeous, there was a quarter moon, and I could see the dark lake water ahead when I called Porter again to advise my new arrival time of 1115p. (Thanks to the Bluetooth mode of the AMX240 audio panel, I can make in flight calls on my cell phone, provided I have cell service.) Their reply, paraphrased: no thanks, customs won’t allow arrivals after 11pm. I called Erie Approach, got vectors to the airport, landed, and headed for the local Comfort Inn.

After a decent night’s sleep, I fired up the engine and headed north. I’d filed for direct CYTZ, and that’s what I got. Before going to bed, I’d updated both my eAPIS and CANPASS border crossing permissions– the former signaling my departure from the US and the latter requesting permission to cross into Canada. More on that later.

Sunrise + water = awesome

Sun + water = awesome

The first leg of the flight was uneventful, until I wanted to go direct LINNG at ATC’s instructions. The IFD540 didn’t have that waypoint, so I looked it up in Foreflight. That went fine– it was listed with normal degrees/minutes/seconds latitude/longitude, so I plugged it in as a user waypoint, then added the airport’s lat/long and created a route. I did notice one discrepancy: Foreflight defaults to decimal notation, which the IFD540 doesn’t accept. (Since the Nav Canada plate showed the notation I could use, I just went with it, but this will become important later.) The rest of the flight was flawless and beautiful– for example, check out this picture as I overflew the Long Point wildlife area.

DSC_3505

Long Point National Wildlife Area

The weather was flawless, so I was expecting the visual approach to CYTZ, and sure enough, that’s what I was assigned. There was a significant volume of traffic going into the airport, as befits its status as Porter’s main hub, so I got vectored around a bit between a series of DHC-8s. This eventually led to a go-around for spacing, as the controller wasn’t able to slow the following DHC-8 down enough to keep me from becoming a hood ornament. The good news is that I was able to get some fantastic pictures of the Toronto skyline:

Beautiful Toronto

Beautiful Toronto

More beautiful Toronto

More beautiful Toronto

I made a great landing, taxied in to Porter, and called the CANPASS number. After a brief wait, they gave me a reference number (which I duly wrote down) and I was free to exit the airplane and go about my business. So I did.

Here’s where I’d describe all the other stuff I did in Toronto at WPC16, but since this is a Flying Friday post, let’s cut to the flight home… well, OK, maybe one picture first, this one looking towards the airport from the observation deck of the CN Tower.

CYTZ and the National Yacht Club

CYTZ and the National Yacht Club

I’d planned for a 1330 departure on Wednesday, and I arrived right on schedule, but hungry. I had filed CYTZ-KCAK, with a plan to continue on to Jamestown, Kentucky (K24) for fuel, then home. Since I didn’t have any Canadian cash, I skipped buying food at the airport, reasoning that I could eat when I stopped for customers in Akron, Ohio. I picked up my clearance and found a bit of an unpleasant surprise: I was given the OAKVL.1 departure, which referenced the OAKVL intersection, whose lat/long I couldn’t put into the IFD because it was only shown in decimal notation. Since I knew its approximate location and the heading to fly to get there, and because I had Foreflight plates showing me obstacles and terrain, this wasn’t a big deal. I looked at the departure plate but it didn’t give any coordinates at all for OAKVL, so I manually created a waypoint and off I went.

(Brief digression: in the US, waypoints that are used as part of a standard instrument departure (SID) procedure are supposed to be listed on the SID chart. In this case, OAKVL was shown, but its coordinates weren’t. I later learned that the Canada Flight Supplement (CFS) manual has a list of all the enroute waypoints and their coordinates, but not waypoints that are only used for departure procedures. I would have needed to look at the “OAKVL ONE DEP (OAKVL1) DEPARTURE ROUTING” chart. Unlike US charts, in Canada the departure routing is a separate page that’s not included as part of the SID chart. I also learned, later, that Foreflight can toggle its display format (look at More > Settings Units > Time)  to match what the IFD can accept, which would have solved my problem.)

What I did while waiting for my IFR clearance

What I did while waiting for my IFR clearance

In any event, I found OAKVL and was cleared to continue on to Akron/Canton, my planned US port of entry. I had filled out an eAPIS manifest, but I didn’t call Customs and Border Protection (CBP) to advise them of my arrival time. As a result, when I landed at CAK, ground instructed me to taxi to the “penalty box” in front of customs, but no one was there, and it took a few minutes to find an agent. When he got there, I had a brief but thorough customs inspection, during which I learned that I’d made a serious error: you must call US CBP at the port of entry you plan to use, in advance, and advise them of your ETA. 

Somehow I missed that in the AOPA checklist. I mistakenly thought that filing an IFR flight plan and filing an eAPIS manifest was sufficient, but no. The agent who cleared me in was firm on that point and cited me. Now I have to wait to see if they assess a fine for the infraction– not my favorite. I had joked with friends that I’d have about 800lbs of usable weight to bring back stuff from Canada– suggestions included Cuban cigars and Timbits. Thankfully I resisted the temptation.

Anyway, after I sweated my way out of CBP, I refueled and bought a soda at the FBO, but their snack machine was out of order. “No problem,” I thought. “I’ll eat when I stop at Jamestown.” I waited for this guy to arrive and clear…

Hold short for landing traffic

Hold short for landing traffic

…then took off, found a protein bar in my flight bag to tide me over, and off I went. When I arrived at Jamestown, I was crushed to find only a single empty, dusty vending machine with nothing edible nearby (except maybe some dead bugs). I fueled the plane, took off, and let the reassuring noise of the big IO540 up front drown out my stomach’s complaints. After an uneventful flight, I landed at home base, transferred all my junk to the car, went home, and slayed an entire Domino’s pizza while catching up on Game of Thrones— a good ending to a long but fruitful day.

 

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nFlightCam vs Squawk Shoppe cockpit audio adapters

First I bought this adapter from nFlightCam. It didn’t work properly— my phone didn’t recognize that it had a mic plugged in so all I got was loud propeller noise. After testing it, I sent three mails to nFlightcam customer support (since they don’t have a phone number) and got no response. 

Then I ordered this adapter from Squawk Shoppe. Immediately after placing an order, they offered to connect me with their Facebook bot for order status, which worked flawlessly. I got the adapter when promised and it worked perfectly.

Then, just before a cross-country plane trip, nFlightCam answered my support email and offered to send me a replacement. That was 13 days ago and, you guessed it, no replacement has arrived.

Executive summary: don’t buy anything from nFlightcam; despite their heavy advertising, their customer support is slow and unresponsive and (at least for me) their build quality suspect. I see from reddit that other users have been happy with their products so YMMV.

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