Tag: Power

Recalibrate

Sometimes, ego gets in the way.

My heart rate strap, the large puddle of sweat underneath me, and my own intuition after thousands of hours on the bike were telling me one story.

My power meter was telling a very different one.

The same course and roughly the same intensity, with a recalibrated power meter.

I knew something wasn’t quite right, but I didn’t know how to fix it.  As much as I tried to ignore it, the numbers on the display are there to be used, and when they are not right, it can be disheartening and distracting.

The whole experience reminded me a little bit of my days as a college flight instructor.

I can remember the flight instructor meeting vividly. Sitting in the conference room, a bunch of type A personalities in our matching flight instuctor polo shirts.

A few more uncalibrated rides

Having just sat through a training presentation on the new avionics suite that would be installed in our new Piper Warriors, one of my friends asked what our students would be expected to know  and be tested on.

“So, air data goes in, and pretty colors come out?”

This was almost all of our first experience with a “glass cockpit”. All of us had learned and instructed on mechanical flight instruments.

A knowledge of how those mechanical instruments were built and how they functioned was critical to understanding the data they were giving you.

It was also important to understand the limitations of the mechanical systems. To learn any potential fail points or errors. How or why might the instrument give you bad data? What could you do about it?

So when those instruments are transtioned from mechanical devices to data computers, the fundamental knowledge of how those instruments were doing their respectively similar job went down.

Back to my sweaty bike trainer on the back deck, I knew something wasn’t right.  I suspected my power meter, but my understanding of the decice was similar to that of the new air data computer.  I push on the pedals, and pretty colors and numbers show up on the screen.

Why was I getting bad data? Was it bad data? How does the tool even work? Is it something I can fix? Am I just being a wimp? (The power data being shown was tragically low compared to what i was expecting/used to seeing)

Taking all the jerseys and bumping up the FTP numbers

These were all the questions going throughy my head. I decided to phone a friend and found that my pedals just needed a simple recalibration.

By recalibrating the pedals to a new zero set point, they immediately started showing the correct (and much more reassuring for my delicate ego) power numbers.

But I still didn’t really understand what I was measuring, or more accurately, how I was measuring it.

God bless the internet. What a time to be alive.

A power meter, measures torque using an electricity sensitive strain gauge.  Basically, an electrical mesh is placed inside of whatever surface or tool is being strained. A small computer measures the electrical resiatance in the mesh.  When torque (twisting force) is put on the surface or tool, the electrical mesh feels some of that force and the electrical resistance changes.  The computer measures those changes and then transmits them to another device for display.

I had a basic understanding of pedal harder more power. Push on the power meter and pretty colorful numbers show up on my bike computer. Only the numbers were less pretty and more disheartening.

Even the idea of recalibrating, while it made sense, left me with an unfinished feeling.  That went away once I researched how the power meter worked.

I think that’s an important part of the recalibration process that gets overlooked.  Something is broken, or something isn’t working right. We recalibrate, and the issue is resolved, but we don’t know enough about why it was giving us bad data in the first place.

Riding with River

Without that knowledge, without that insight into the why and the how, we are left with input->computer->pretty color display. When things break down, that becomes painfully insufficient.

I try to remind myself of this silly lesson whenever I need to recalibrate. We all need a reset sometimes.  Underatanding the why and the how, and getting back to baseline can help on the path to serenity.

Thanks for joining me, stay safe and stay sweaty my friends.

Power Curve

Thanks for joining me for another edition of the SerenityThroughSweat blog. This last week has been all about getting over the case of the cooties as a family, and it reminded me of an old aviation lesson.

Learning how to fly is both art and science. You can learn and apply without getting too deep into the math and engineering side if you are so inclined, but where is the fun in that.  For me, the math and science made it real and added to my ability to process the phenomena I was experiencing in the plane.

I did a lot of riding at night after the rest of the cooties filled house was asleep, these two were still behind the power curve

One of those phenomena is the aircraft’s position at any given time along the power curve.  The power available curve (or thrust available curve, the difference is important but beyond the scope of today’s discussion) is relatively straight forward. The engine is capable of producing different amounts of maximum power based on engine specifications as well as environmental factors like temperature, pressure, and altitude.

The power required curve is a combination of the different types of drag that the aircraft must overcome based on its particular flying conditions. Some drag is based on pure speed, some is based on how much lift is produced.

When both curves are graphed together (power required vs power available) the image is a power envelope. This envelope allows us to determine scenarios (in this case environmental and airspeed) and how much excess power the aircraft has. How much more power it is capable of producing than what it needs.

Notice at a certain point in the graph, it actually requires more power, (and significantly more power for that matter) to fly a slower airspeed. This is denoted on the graph as the region of reversed command and is also known as flying behind the power curve.

Behind the power curve, is where I found myself in recovery from the cooties. I wasn’t moving as fast, or getting as much done, but It felt like I needed way more power to do it. I was moving a lot slower, but my engine felt like it was closer to red line than it ought to have been.

As the week progressed, I started to move out of the region of reverse command and get back ahead of the power curve. My power envelope and “excess power” expanded for things like resuming training and the extra attention and patience that El Duderino and Speedy often demand.

These zwift rides were a bit more structured as I got back in front of the power curve

Obviously the cooties were a significant environmental factor that put me behind the power curve, but I was thinking about other times I felt that way. Whether it was the Doldrums, over training, poor dietary choices, jealousy, anxiety, nervousness or any of the other negative emotions that can drain excess power.

There are lots of ways to put ourselves behind the power curve, and while an aircraft can and will fly there, it isn’t the most efficient or the most comfortable place to fly. It is important to understand how and why to operate behind the power curve, and it is just as important to know how to get back out in front of it.

This was a warmup lap and then 2 laps for my first zwift race. I have a long way to go but it was a fun experience and felt good to rev the engine

I’m thankful I was able to support my family and recover while on the backside of the power curve. And I’m even more thankful to be back on the other side and back to pushing up the power.

Thanks for joining me, stay safe and stay sweaty my friends.

Blanket forts and popsicles help you get back in front of the power curve right?