How Do Aerial Skiers Perfect Their Jumps?

Cameron Spencer, Getty Images
Cameron Spencer, Getty Images

If you've ever watched an aerial skier in action, you know that some of the maneuvers these athletes pull off are downright jaw-dropping—and you've probably seen more than a few of these skiers land on their rear ends at some point. The jumps are incredible, but they're also so technical that one seemingly insignificant motion can drop a skier on his or her tail.

Given that the skiers can fly up to 60 feet in the air and come down on a 37-degree grade, it seems like just going out and trying a new trick would be a good way to break your neck. That's why you'll need one unexpected piece of equipment if you want to start training for aerials: a towel.

Instead of perfecting their flips and twists over the snow, aerial skiers try out their new maneuvers on ramps that launch them over huge swimming pools. The U.S. national team has facilities in Park City, Utah and Lake Placid, New York that include specially designed pools to help competitors perfect their next big moves. The pools have highly aerated patches of bubbles in their centers that decrease the surface tension to make the water a bit softer for the skiers' landings.

If you're an aspiring aerial skier, expect to get fairly wet. New skiers have to make a minimum of 200 successful jumps into water before they even get their first crack at the snow, and these jumps have to get a thumbs up from coaches in order for the skier to move on.

This sort of meticulous preparation doesn't end once you hit the big-time, either. American Ashley Caldwell, one of the most decorated athletes in the sport, is competing in her third Olympics in Pyeongchang, but failed to advance past the qualifiers on February 15, as she wasn't able to land either one of the two triple-flipping jumps she attempted. Still, it's this very sort of risk-taking that has brought her to the top of her game, and caused friction with more than one of her past coaches.

"Why win with less when you can win with more?" Caldwell said of her competition mentality. “I don’t want to go out there and show the world my easiest trick. I want to show the world my best trick, me putting everything on the line to be the best.”

You can check out some of Team USA's moves in the video below:

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What's the Difference Between Stuffing and Dressing?

iStock
iStock

For carbohydrate lovers, nothing completes a Thanksgiving meal quite like stuffing—shovelfuls of bread, celery, mushrooms, and other ingredients that complement all of that turkey protein.

Some people don’t say stuffing, though. They say dressing. In these calamitous times, knowing how to properly refer to the giant glob of insulin-spiking bread seems necessary. So what's the difference?

Let’s dismiss one theory off the bat: Dressing and stuffing do not correlate with how the side dish is prepared. A turkey can be stuffed with dressing, and stuffing can be served in a casserole dish. Whether it’s ever seen the inside of a bird is irrelevant, and anyone who tells you otherwise is wrong and should be met with suspicion, if not outright derision.

The terms are actually separated due to regional dialects. Dressing seems to be the favored descriptor for southern states like Mississippi, Tennessee, South Carolina, and Georgia, while stuffing is preferred by Maine, New York, and other northern areas. (Some parts of Pennsylvania call it filling, which is a bit too on the nose, but to each their own.)

If stuffing stemmed from the common practice of filling a turkey with carbs, why the division? According to HuffPost, it may have been because Southerners considered the word stuffing impolite, and therefore never embraced it.

While you should experience no material difference in asking for stuffing or dressing, when visiting relatives it might be helpful to keep to their regionally-preferred word to avoid confusion. Enjoy stuffing yourselves.

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Why Do Tires Have to Be Filled With Air?

BookyBuggy/iStock via Getty Images
BookyBuggy/iStock via Getty Images

Paul Misencik:

This is an issue that has perplexed me for most of my life, because pneumatic tires filled with air seem like the last anachronistic, 19th-century component of a modern automobile, and an idea which should have disappeared many decades ago. In an era where even the internal combustion engine itself is giving way to electric motors, and where a new economy hatchback has exponentially more computing power than the Space Shuttle, pneumatic tires don’t seem to make sense any longer.

(And before I get flamed, I know modern tires are vastly more advanced and reliable and capable than their 1930s counterparts. Blowouts, which were a common occurrence when I was a kid, are pretty much unheard of today. Modern tires are great, but they are still vulnerable and maintenance-intensive in a way that doesn’t make any sense to me.)

Companies have experimented with non-pneumatic passenger vehicle tires in the modern age—one of the primary drivers was Michelin. But the tires weren’t filled with solid rubber. In fact, they didn’t even have sidewalls. They were open on the sides, and they had a support lattice of structural polyester ribs, with a ton of air space between the contact patch and the (now deformable) wheel.

One of the big problems with switching from pneumatic tires to non-pneumatic tires is the fact that the current air-filled tire is an important component of the suspension of a vehicle. The flex in the sidewall is a critical part of the compliance of the suspension and substantially affects a vehicle's ride and handling. (Which is why race car drivers sweat tire pressures at each corner of the vehicle so much, as even a small change in tire pressure can have a big effect on the handling and grip of a vehicle.)

If a company like Michelin wants to make a non-pneumatic tire, they'll improve their chances of finding success with it if the new design mimics the compliance and flex characteristics of the outgoing, air-filled models as closely as possible. That way, Michelin would be able to sell the new, non-pneumatic design as a retrofit to older vehicles whose suspensions were originally designed with pneumatic tires in mind. And that is hugely important because if they can’t, it becomes much more difficult to convince manufacturers to change over to the new design—particularly after the mild debacle of Michelin’s failed “TRX” metric tire idea of the 1980s, which required the use of a special wheel and which, despite being by most accounts a superior design in almost every way, never really took off. (Owners of 1980s Ferrari 512 Berlinetta Boxers and some Saab 900 turbos will know what I’m talking about here.)

Non-pneumatic Michelin tires are also rather weird looking, and it’s not clear which manufacturers, if any, would take the risk of being the first to offer them on a new car.

So that is the real issue: Any non-pneumatic tire design must be not only clearly superior to the pneumatic designs of the past, but it must be functionally identical to the outgoing models they would replace, and they must be visually acceptable to consumers.

I hope it happens, though. I hope someone cracks the nut. Pneumatic tires are a 19th-century application still being used on 21st-century vehicles, and at some point that needs to change.

This post originally appeared on Quora. Click here to view.

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