What Causes “Old Person Smell”?

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Thinkstock

Reader Sarah writes in to ask, “What is it that causes that distinctive 'old person' smell? Whatever it is, it seems to be common to all elderly people. Is it inevitable or is there something you can do to avoid it?”

Ever notice that your grandparents and their house had a dull, kind of sweet stink to them? You’re not alone. Old people really do have a chemically-distinct odor.

Like other body odors, this “old person smell” is produced when chemicals from the skin glands get broken down into small odorous molecules that waft away into the air. The specific chemical that gives old folks their unique odor, scientists suspect, is a compound called 2-nonenal. Created by the oxidative breakdown of other chemicals over time, it produces what’s described as an “unpleasant greasy and grassy odor” in people and is also responsible for some of the “cardboard” flavor of stale beer.

In 2000, Japanese researchers found that people’s concentration of 2-nonenal increased with age. They had 22 people, ranging in age from 26 to 75, wear odor-collecting shirts to bed for a few nights and then analyzed the molecules that adhered to the cloth. They found more 2-nonenal in the shirts worn by people over 40 years old than they did in the younger subjects. And in the over-40 crowd, the concentration of 2-nonenal increased significantly with age, with the oldest subject producing almost three times as much as the middle-aged subjects. 

The researchers didn’t see any other odor compound increase with age like that, and think that the “deterioration of body odors” in the elderly, as they politely put it, can be pinned on 2-nonenal. But why does the compound increase as a person ages? The researchers also noted the presence of more omega-7 unsaturated fatty acids in the shirts worn by the older subjects, and think that the 2-nonenal comes from the breakdown of these fatty acid chains. The reason the fatty acids increase with age, meanwhile, is still unclear. The researchers speculate that it might be because of age-related changes to metabolism or changes in the amount of some other chemical in skin secretions.

Another big question still hanging in the air is what purpose, if any, an age-related change in smell serves. Humans and some non-human animals can tell the difference between older and younger individuals by smell, and some animals are known to be more attracted to the odor of older individuals and have more success mating as they age. One possible explanation for this is that older individuals may have some genetic advantage that allowed them to survive longer and makes them more attractive mates, and that distinct age-related odor is an advertisement for their genetic quality. It’s not clear that this is what actually happens, but if it is, it’s hard to imagine smell having much of an effect with humans when we place such high value on the physical attractiveness and other qualities of youth.

The fact that old person smell is usually thought of as unpleasant doesn’t seem to be a stumbling block here, though. Research subjects who didn’t know the source of the smell rated old person odors as less intense and less unpleasant than odors from younger people—suggesting that the smell on its own isn’t bad, but is perceived that way in certain contexts.

How Often Should You Poop?

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iStock

When it comes to No. 2, plenty of people aren’t really sure what’s normal. Are you supposed to go every day? What if you go 10 times a day? Is that a sign that you’re dying? What about once every three days? Short of asking everyone you know for their personal poop statistics, how do you know how often you’re supposed to hit the head?

Everyone’s system is a little different, and according to experts, regularity is more important than how often you do the deed. Though some lucky people might think of having a bowel movement as an integral part of their morning routine, most people don’t poop every day, as Lifehacker informs us. In fact, if you go anywhere between three times a day and three times a week, you’re within the normal range.

It’s when things change that you need to pay attention. If you typically go twice a day and you suddenly find yourself becoming a once-every-three-days person, something is wrong. The same thing goes if you normally go once every few days but suddenly start running to the toilet every day.

There are a number of factors that can influence how often you go, including your travel schedule, your medications, your exercise routine, your coffee habit, your stress levels, your hangover, and, of course, your diet. (You should be eating at least 25 to 30 grams of fiber a day, a goal that most Americans fall significantly short of.)

If you do experience a sudden change in how often you take a seat on the porcelain throne, you should probably see a doctor. It could be something serious, like celiac disease, cancer, or inflammatory bowel disease. Or perhaps you just need to eat a lot more kale. Only a doctor can tell you.

However, if you do have trouble going, please, don’t spend your whole day sitting on the toilet. It’s terrible for your butt. You shouldn’t spend more than 10 to 15 minutes on the toilet, as one expert told Men’s Health, or you’ll probably give yourself hemorrhoids.

But if you have a steady routine of pooping three times a day, by all means, keep doing what you’re doing. Just maybe get yourself a bidet.

Have you got a Big Question you'd like us to answer? If so, let us know by emailing us at bigquestions@mentalfloss.com.

What Would Happen If a Plane Flew Too High?

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iStock

Tom Farrier:

People have done this, and they have died doing it. For example, in October 2004, the crew of Pinnacle Airlines 3701 [PDF]  was taking their aircraft from one airport to another without passengers—a so-called "repositioning" flight.

They were supposed to fly at 33,000 feet, but instead requested and climbed to 41,000 feet, which was the maximum altitude at which the aircraft was supposed to be able to be flown. Both engines failed, the crew couldn't get them restarted, and the aircraft crashed and was destroyed.

The National Transportation Safety Board determined that the probable causes of this accident were: (1) the pilots’ unprofessional behavior, deviation from standard operating procedures, and poor airmanship, which resulted in an in-flight emergency from which they were unable to recover, in part because of the pilots’ inadequate training; (2) the pilots’ failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites; and (3) the pilots’ improper management of the double engine failure checklist, which allowed the engine cores to stop rotating and resulted in the core lock engine condition.

Contributing to this accident were: (1) the core lock engine condition, which prevented at least one engine from being restarted, and (2) the airplane flight manuals that did not communicate to pilots the importance of maintaining a minimum airspeed to keep the engine cores rotating.

Accidents also happen when the "density altitude"—a combination of the temperature and atmospheric pressure at a given location—is too high. At high altitude on a hot day, some types of aircraft simply can't climb. They might get off the ground after attempting a takeoff, but then they can't gain altitude and they crash because they run out of room in front of them or because they try to turn back to the airport and stall the aircraft in doing so. An example of this scenario is described in WPR12LA283.

There's a helicopter version of this problem as well. Helicopter crews calculate the "power available" at a given pressure altitude and temperature, and then compare that to the "power required" under those same conditions. The latter are different for hovering "in ground effect" (IGE, with the benefit of a level surface against which their rotor system can push) and "out of ground effect" (OGE, where the rotor system supports the full weight of the aircraft).

It's kind of unnerving to take off from, say, a helipad on top of a building and go from hovering in ground effect and moving forward to suddenly find yourself in an OGE situation, not having enough power to keep hovering as you slide out over the edge of the roof. This is why helicopter pilots always will establish a positive rate of climb from such environments as quickly as possible—when you get moving forward at around 15 to 20 knots, the movement of air through the rotor system provides some extra ("translational") lift.

It also feels ugly to drop below that translational lift airspeed too high above the surface and abruptly be in a power deficit situation—maybe you have IGE power, but you don't have OGE power. In such cases, you may not have enough power to cushion your landing as you don't so much fly as plummet. (Any Monty Python fans?)

Finally, for some insight into the pure aerodynamics at play when airplanes fly too high, I'd recommend reading the responses to "What happens to aircraft that depart controlled flight at the coffin corner?"

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

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