The Florida Beach Town Where the Amish Go on Vacation

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In the coming months, with the arrival of low temperatures and the slowdown of the farming season, thousands of Amish people in Ohio, Indiana, and Pennsylvania will pack their bags and head south to a snowbird paradise that has attracted Plain People since the early 20th century—Pinecraft, Florida.

Located on the Gulf Coast, Pinecraft is an idyllic place nestled a few miles from the crystalline beaches of Sarasota, dotted with cozy white bungalows and oak trees strewn with Spanish moss. The Amish first arrived in Pinecraft in the 1920s, back when the area was little more than a tourist campground. At first, farmers hoped to plant celery in the region, but the soil proved to be better suited as a spot to lounge in the sun than it did for gardening. In 1946, the Tourist Mennonite Church in Florida was established in Pinecraft so that the Amish could “take vacations without breaking their beliefs,” Atlas Obscura reports. Over the coming decades, word of mouth spread up north. Today, approximately 5000 Amish and (some) Mennonite people visit Pinecraft every year to relax during the winter months.

Most Amish visitors make the long trip by charter bus. In 2012, Miki Meek of The New York Times hopped on one such bus in Ohio and traveled 19 hours to Florida. She described the scene aboard: “Stiff black hats are gingerly stowed in overhead bins as the bus winds its way through hilly farm country ... grandparents, neighbors, sisters, and childhood friends ... talked into the night, using conversation as entertainment instead of movies or music.”

Down in Pinecraft, crowds of Amish people welcome the arrival of each bus. There, visitors can expect to see men and women in traditional dress. “Clothing choices clue you in to hometowns,” Meek wrote. “Men from Tampico, Illinois, wear denim overalls; girls from Lancaster, Pennsylvania, cover their dresses with black aprons; and women from northern Indiana have neatly pressed pleats on their white bonnets.” It’s one of the few places in America where different communities of Amish have the opportunity to mingle.

However, the rules here are much more lax, with vacationers often showing much more skin than usual. Many of the rental homes, which sometimes have to be booked a year in advance, have electricity. (Overall, the restrictions preventing the Amish from connecting to the public power grid aren't as tight when a home is temporary.) Rather than riding in a horse and buggy, many people move around Pinecraft on tricycles. Most days are punctuated by fish fries, auctions, yard sales, and fierce bocce matches, with shuffleboard, the nightly women’s volleyball game, and live musical performances being the biggest draws.

As Meek reported, many people joke that the village is the closest thing the Amish have to Las Vegas: “What happens in Pinecraft, stays in Pinecraft.”

What Would Happen If a Plane Flew Too High?

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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.

Baskin-Robbins Russia Debuts Self-Driving Ice Cream Truck

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While technologists tend to tout the potential benefits of self-driving cars for futuristic commuters, the best use of autonomous driving technology may not involve passengers at all. (Apologies to everyone who wants to nap while they drive.) What we really need are self-driving ice cream trucks.

In Russia, that's already a reality. A driverless ice cream truck from Baskin-Robbins Russia and a company called Avrora Robotics just debuted in Moscow, according to The Calvert Journal.

The VendBot, similar to a smart ice cream vending machine on wheels, debuted at Moscow's Hydroaviasalon conference, an event about seaplane technology and science. The small vehicle is currently designed to move around parks, event spaces, and shopping centers, and can maneuver independently, detecting obstacles and stopping for customers along the way. For its debut, it was stocked with six different Baskin-Robbins flavors.


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Based on videos of the VendBot Baskin-Robbins Russia posted to the company's Instagram account, the miniature truck doesn't come equipped with the jingles U.S. ice cream trucks play incessantly. Instead, it beeps to alert potential customers of its presence instead. Once it stops, customers can order their dessert from a keypad on the side of the vehicle similar to ordering from a vending machine.


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Avrora Robotics, based outside of Moscow in Ryazan, Russia, specializes in developing autonomous vehicles for freight transport, industrial farming, and military use. And now, ice cream delivery.

Unfortunately, there's no mention of Baskin-Robbins bringing its driverless ice cream truck to other countries just yet, so we will have to content ourselves with chasing after human-driven ice cream trucks for a while still.

[h/t The Calvert Journal]

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