Inspired by our March 2016 cover story by James Fallows, “How America Is Putting Itself Back Together,” readers share their best aerial photos from across the U.S. Submit your own via firstname.lastname@example.org. (Please provide the location, the story behind the photo, and the largest file size you have. Horizontal photos with a bit of the plane visible—a wing, the edge of a window—are ideal. Terms and Conditions here.)
This photo was taken aboard a federal contract jet departing Fairbanks, Alaska, and destined for the National Interagency Fire Center in Boise, Idaho. Flights like these shuttled back and forth between Alaska and the lower 48 throughout the summer, transiting some of the many firefighters dispatched to Alaska to help fight forest fires burning there during the summer of 2015. The crews aboard this flight were returning to their normal duty stations across Idaho after completing two week assignments in Alaska.
This past September I accompanied my boyfriend when he piloted his Cessna 170 on a cross country flight from Anchorage, Alaska to Lockhart, Texas (30 miles from Austin). The entire trip took eight days. We passed over these glaciers and mountains on the first day en route to Prince William Sound.
From there, we proceeded south down the coast. We camped on the beach at Icy Bay the first night and stayed in a historic hotel in Juneau the next. We went inland at Prince Rupert, British Columbia, the following day and spent the next two nights in Canada—in a hotel in Terrace one night and camping on a grass strip maintained by a hang gliding club in Hope on the second night.
We crossed back into the states at Oroville, Washington, camping on the tarmac that night in Odessa, where we ended up crashing their annual Deutschesfest celebration. The next day, we flew out of Washington, eastern Oregon, Idaho, Nevada, and on into Utah, spending the night in South Provo. On the second to last day, we flew over the four corners—Utah, Arizona, Colorado, and New Mexico—and spent our final night in Santa Rosa, New Mexico.
It was a tremendous way to experience an incredible number of stunning landscapes in a relatively short segment of time.
Our reader Anoop took this photo “flying over JFK in November,” with the Rockaways in the foreground. Some quick history of the airport:
It was built to relieve LaGuardia Airport, which was overcrowded soon after opening in 1939. Construction began in 1943, and about $60 million was initially spent of governmental funding, but only 1,000 acres (400 ha) of land on the site of the Idlewild Golf Course were earmarked for use. In March 1948 the New York City Council changed the name to New York International Airport, Anderson Field, but the common name was “Idlewild” until 1963. The airport was renamed John F. Kennedy International Airport on December 24, 1963, a month after the assassination of President John F. Kennedy.
The Denver area, part of the Territory of Kansas, was sparsely settled until the late 1850s. In July 1858, Green Russell and Sam Bates found a small placer deposit near the mouth of Little Dry Creek (in the present-day suburb of Englewood) that yielded about 20 troy ounces (620 g) of gold, the first significant gold discovery in the Rocky Mountain region. News spread rapidly and by autumn, hundreds of men were working along the South Platte River. By spring 1859, tens of thousands of gold seekers arrived and the Pike’s Peak Gold Rush was under way. In the following two years, about 100,000 gold seekers flocked to the region.
In the summer of 1858 a group from Lawrence, Kansas, arrived and established Montana City on the banks of the South Platte River (modern-day Grant-Frontier Park). This was the first settlement in what would become the Denver Metropolitan Area.
The name of the site was changed to “Denver City” after Kansas Territorial Governor James W. Denver, in an attempt to ensure that the city would become the county seat of then Arapaho County, Kansas. Ironically, when General William Larimer, a land speculator from eastern Kansas, named the city after Denver to curry favor with him, Denver had already resigned as governor and no longer had say in naming the capitol.
Denver at first was a mining settlement, where gold prospectors panned gold from the sands of Cherry Creek and the South Platte River. Larimer, along with associates in the Denver City Land Company, laid out the roads parallel to the creek and sold parcels in the town to merchants and miners, with the intention of creating a major city that would cater to new immigrants. In the early years, land parcels were often traded for grubstakes or gambled away by miners in Auraria.
But the prospectors discovered that the gold deposits in these streams were discouragingly poor and quickly exhausted. When rich gold deposits were discovered in the mountains west of Denver in early 1859 it appeared that Denver City might become a ghost town as prospectors left for more lucrative claims. But once the gold rush began there was a great need for materials that couldn’t be produced locally which assured Denver's future as a supply hub for the new mines.
That’s how our reader, Adam Feiges, describes this spooky view over South Dakota:
The badlands also get a mention in Jim’s cover story, when he’s describing the advantages of seeing the country from a low-altitude plane:
As you cross South Dakota from east to west, from the big city of Sioux Falls at the Iowa and Minnesota borders toward Rapid City and the Black Hills and beyond, you can see the terrain change sharply. In the East River portion of the state, between Sioux Falls and the Missouri, you see flat, well-watered farmlands and small farming towns. Then past Pierre you reach West River, with rough, dry badlands, some grazing cattle, and very few structures. Everyone who has looked at a map “knows” about the effect of topography and rainfall, but it means something different as it unfolds below you, like a real-world Google Earth.
I took this photo shortly after departure from New Orleans on January 11. The lower part of the photo shows the Bonnet Carré Spillway, which had just been opened to divert excess water from the Mississippi River to Lake Pontchartrain. I was returning from the American Meteorological Society’s annual meeting, and it seemed fitting to have a chance to observe this rare event. I was struck by how many public agencies’ quiet, routine efforts resulted in an accurate forecast of water levels so that action could be taken to protect the citizens of New Orleans.
When opened, the control structure allows overflow volume to flow into Lake Pontchartrain. The lake’s opening to the gulf is sufficient to absorb and dissipate any conceivable volume of flood flow. Thus, the flood surcharge portion of the water from the Mississippi is divided between the main river and the diversion channel; with the surcharge bypassing the New Orleans metropolitan area, resulting in the Mississippi being lower (through that area) than it could have been; and reducing the stress on the area’s levees that line the river.
The spillway was built in response to the Great Mississippi Flood of 1927 that inundated much of the Mississippi River basin. It was first opened during the flood of 1937, and ten times thereafter through 2016 to lower river stages at New Orleans. The most recent opening began January 10, 2016, when river levels in New Orleans were predicted to approach the flood stage of 17 feet (5.2 m).
But Amy Wold, writing in The Advocate, Louisiana’s largest daily newspaper, calls the effects of the spillway a “mixed bag”:
In addition to sediment, the colder and fresher river water also carries nutrients from upriver agricultural practices, carries the possibility of invasive species and has at least the temporary effect of moving out certain species of fish that want more-brackish water. At the same time, the additional nutrients can provide a base for better growth of other species, the cold water may mean the impact on oysters will be lessened and nutrient blooms apparent in previous spillway operations may be delayed, if they happen at all. Only time will tell, because a January opening of the spillway hasn’t happened since 1937. Although not unprecedented, the early opening could mean different effects will be seen in the coming months.
Our reader captured this view “flying home from Shanghai in 2013, and I was blown away in seeing just how frozen Lake Erie could get in the dead of winter.” Frozen enough to walk clear across it, as Dave Voelker did in 1978:
To a novice, a winter walk across frozen Lake Erie to Canada is almost certain death. To a person trained in wilderness skills, it’s just a calculated risk— an uncommon sort of trip that might seem foolhardy at first impression, but which becomes more and more feasible with every map, depth chart and weather report that you study. At its narrowest, the lake’s width is only 30 miles — a comfortable two-day jaunt if you’re in shape. Most years, its surface freezes solid all the way across, to a thickness that will usually support a party of hikers. The biggest danger is that of exposure, since the barren surface offers no escape from the malevolent elements of winter, especially wind. Solve that problem, and you’ve got the whole thing licked.
When Lake Erie isn’t entirely frozen over, its icy waves often create, well, eerie sculptures against the shore. Recently, a whole car was encased in ice.
Often referred to as Wisconsin’s second oldest city, Prairie du Chien was established as a European settlement by French voyageurs in the late seventeenth century. The city is located near the confluence of the Wisconsin and Mississippi Rivers, a strategic point along the Fox-Wisconsin Waterway that connects the Great Lakes with the Mississippi.
Early French visitors to the site found it occupied by a group of Fox Indians led by a chief whose name Alim meant Chien in French (Dog in English). The French explorers named the location Prairie du Chien, French for “Dog’s Prairie.” The American anglicized pronunciation is “prairie doo sheen.”
My wife Deb took this photo out the right window of our little propeller airplane. It was on Valentine’s Day 2015, one year ago this week, as we traveled from Ajo, Arizona, to San Bernardino, California, on a reporting trip.
The summit of Mount San Gorgonio, with a bare covering of snow during California’s long drought, is just over 11,500 feet high. At the time, our plane was at 8,500 feet (though we could have been climbing to 10,500) and was about ten miles away from the peak. We were in the middle of the Banning Pass, with San Gorgonio and the San Bernardino mountains to the north and Mount San Jacinto to the south.
This pass can be turbulent, unpleasant, and even risky when the winds are strong. On those days, small-plane pilots avoid it and take a roundabout route via Palmdale and the (broader, less bumpy) Cajon Pass. But winds were smooth enough that day. The only real aviation challenge was the big, fat No Fly zone right over Palm Springs airport in the middle of the pass. Air Force One had just landed not long before we passed by; Obama was spending the night there, reportedly for a weekend round of golf.
And by purest serendipity, what you’re seeing in this shot is the very same Mount San Gorgonio you see in the elegant airliner shot by reader Marco Pallotti, in the preceding note that Chris posted yesterday. This gives you an idea of how much higher airliners fly than little propeller planes — and also what the Banning Pass looks like from above. It’s the gap you see between the foreground and background mountains in Pallotti’s shot.
For our new photo series, reader Marco Pallotti happened to send a view captured on my 29th birthday—May 3, 2011—on a flight from Newark to Los Angeles:
In the foreground is snow-capped San Gorgonio Mountain, in the San Bernardino National Forest, with Mt. San Jacinto in the distance. In the valley between the two peaks is the town of Cabazon, and on the far left is the western edge of the Coachella Valley.
Fun facts about that forest: It was the filming location for Daniel Boone (1936) and Paint Your Wagon (1969). That area of Southern California also features prominently in Jim’s new cover story, specifically the nearby cities of San Bernardino and Redlands, his hometown:
When I was growing up [in Redlands], in the Baby Boom era, its economy rested on the orange-growing business, the neighboring Norton Air Force Base, and a medical community serving the nearby desert area. Now the orange groves are nearly gone, the Air Force base is closed, and the desert communities have their own doctors—but the city has been transformed by the presence of a tech firm that by all rights should be in some bigger, fancier place. This company, Esri, is a world leader in geographic information systems, or GIS. These are essentially the industrial-strength counterparts to Google Earth, which governments and companies around the world use for everything from tracking pothole repairs to monitoring climate change.
We’d like to concentrate on collecting aerial shots only — from small planes and airliners, from helicopters and airplanes, from altitudes high enough to reveal large-scale geographic patterns and low enough to display surprising neighborhood or city-planning details. […] Please send any relevant photos, with identifying info—when, where, how, and what’s interesting about what we’re looking at.
A reader and former follower of the Dish, Ann Fisher, jumps at the idea:
This one is above the Great Salt Lake, taken November 2012:
You can tell I’m pretty excited about this. I have more, all from commercial flights.
Two more of Ann’s photos are seen in the diptych above. If you have a good aerial view you’d like share, please email email@example.com. (Photos with a small part of the plane visible—a wing, a propellor, the edge of a window—are preferable, and please send the largest file size you have.)
A schoolteacher created the popular board game, which celebrates its 70th anniversary this year, for quarantined children. An Object Lesson.
If you were a child at some point in the past 70 years, odds are you played the board game Candy Land. According to the toy historian Tim Walsh, a staggering 94 percent of mothers are aware of Candy Land, and more than 60 percent of households with a 5-year-old child own a set. The game continues to sell about 1 million copies every year.
You know how it goes: Players race down a sinuous but linear track, its spaces tinted one of six colors or marked by a special candy symbol. They draw from a deck of cards corresponding to the board’s colors and symbols. They move their token to the next space that matches the drawn color or teleport to the space matching the symbol. The first to reach the end of the track is the winner.
Even trivial changes to a trivial board game can shift the course of history.
Even trivial changes to a trivial board game can shift the course of history.
One of the charms of Monopoly is its insistent iconography: the quaint little board, with its quaint little properties and its quaint little playing pieces, all overseen by the quaint little mascot that is Rich Uncle Pennybags. To play Monopoly -- even if you're playing one of those newfangled versions -- is in some sense to step back in time: specifically, to the America of 1934, when the game was first mass-marketed.
Today brings news, however, that the board game will be making some changes to some of its most recognizable anachronisms: the iconic playing pieces. One of the cast-metal widgets that track players' moves across the board -- the Scottie dog, the race horse, the hat, the wheelbarrow, the shoe, the battleship, the thimble -- will soon be replaced. And it will be replaced, per Hasbro, by one of these candidates: a cat, a diamond ring, a guitar, a helicopter, or a mustachioed robot. (If we ever end up playing a future version of Monopoly together, by the way: Dibs on the robot.) [Editor's note: Request denied.]
The amazing thing about the saga is how much of it happened in the full light of day.
Roger Stone’s best trick was always his upper-class-twit wardrobe. He seemed such a farcical character, such a Klaxon-alarm-from-a-mile-away goofball—who could take him seriously?
Aldrich Ames, Robert Hanssen: They had tradecraft. They didn’t troll people on Instagram or blab to reporters. They behaved in the way you would expect of people betraying their country: conscious of the magnitude of their acts, determined to avoid the limelight.
Stone could not have been more different. He clowned, he cavorted, he demanded limelight—which made it in some ways impossible to imagine that he could have done anything seriously amiss. Bank robbers don’t go on Twitter to announce, “Hey, I’m going to rob a bank, sorry, not sorry.” Or so you’d expect.
The gap between soaring cases and falling deaths is being weaponized by the right to claim a hollow victory in the face of shameless failure. What’s really going on?
Updated at 1:40 p.m. ET on July 9, 2020.
For the past few weeks, I have been obsessed with a mystery emerging in the national COVID-19 data.
Cases have soared to terrifying levels since June. Yesterday, the U.S. had 62,000 confirmed cases, an all-time high—and about five times more than the entire continent of Europe. Several U.S. states, including Arizona and Florida, currently have more confirmed cases per capita than any other country in the world.
But average daily deaths are down 75 percent from their April peak. Despite higher death counts on Tuesday and Wednesday, the weekly average has largely plateaued in the past two weeks.
The gap between spiking cases and falling-then-flatlining deaths has become the latest partisan flashpoint. President Donald Trump has brushed off the coronavirus surge by emphasizing the lower death rate, saying that “99 percent of [COVID-19 cases] are totally harmless.” On Tuesday, Anthony Fauci, the director of the National Institute of Allergy and Infectious Diseases, warned Americans against “[taking] comfort in the lower rate of death” just hours before Trump tweeted triumphantly: “Death Rate from Coronavirus is down tenfold!”
White, conservative Christians who set aside the tenets of their faith to support Donald Trump are now left with little to show for it.
The closest thing social conservatives and evangelical supporters of President Donald Trump had to a conversation stopper, when pressed about their support for a president who is so manifestly corrupt, cruel, mendacious, and psychologically unwell, was a simple phrase: “But Gorsuch.”
Those two words were shorthand for their belief that their reverential devotion to Trump would result in great advances for their priorities and their policy agenda, and no priority was more important than the Supreme Court.
Donald Trump may be a flawed character, they argued, but at least he appointed Neil Gorsuch to the Supreme Court.
That is the case decided in mid-June in which the majority opinion, written by Justice Gorsuch, protected gay and transgender individuals from workplace discrimination, handing the LGBTQ movement a historic victory.
What happens when a meme becomes a terrorist movement?
On May 29, two federal security officers guarding a courthouse in Oakland, California, were ambushed by machine-gun fire as elsewhere in the city demonstrators marched peacefully to protest the killing of George Floyd. One of the guards, David Patrick Underwood, died as a result of the attack, and the other was wounded. For days, conservative news broadcasters pinned the blame on “antifa,” the loosely affiliated group of anti-fascist anarchists known to attack property and far-right demonstrators at protests. But the alleged culprit, apprehended a week later, turned out to be a 32-year-old Air Force sergeant named Steven Carrillo, the head of a squadron called the Phoenix Ravens, which guards military installations from terrorist attacks.
The disappearance of local news is a slow-moving disaster.
In the summer of 1945, for 17 days, the newspaper deliverers of New York City went on strike. As hundreds of thousands of city residents found themselves temporarily deprived of their daily papers, the behavioral scientist Bernard Berelson saw an opportunity: He wanted to understand what it felt like for people to suddenly lose their primary sources of news. So he set about interviewing them. Asked what the absent papers had meant to them, the interviewees often responded with bromides about news’s crucial role in a government of the people. With more pressing, though, their responses deepened. What they really missed, Berelson came to realize, wasn’t the news as a noun so much as the news as a verb: the daily rituals of the reading, and the connection that reading made them feel to their communities and to the wider world. News is a product and a service and a foundation of any functioning democracy; what it is also, though, is an anchor—a tether to other people, woven of words and arguments and daily discoveries. Without it, people felt adrift.
Taste the Nation is breezy in tone, but it exposes the betrayals at the heart of “American” cuisine.
Food, at its essence, is sustenance; that much is simple. Where things get complicated is in all the manifold ways it sustains us. Consider the burrito. In the first episode of Padma Lakshmi’s new Hulu show, Taste the Nation, the food writer and longtime Top Chef host travels to El Paso, Texas, where she attempts to isolate all the different ingredients in one of America’s favorite dishes. At the Jalisco Cafe, a chef griddling oozy eggs with beans on a stovetop tells her that the perfect burrito comes down to an attention to detail. The dish, another interviewee tells Lakshmi, is pure practical convenience: It’s quick to assemble and eat on the way to work. It can also signify a mother’s love, a whole meal swaddled in a pillowy tortilla and tucked into a child’s pocket before the day begins. And, in a city where the hum of helicopters surveying the border adds ambient foreboding to every interaction, burritos also represent the essence of American food: cuisine from one culture cloaked in the imposed ingredients of another (in this case, wheat flour). “A burrito,” Lakshmi observes, “is tradition wrapped in colonization.”
Many American public-health specialists are at risk of burning out as the coronavirus surges back.
Join Ed Yong for a conversation about COVID-19 at Pulse, The Atlantic's virtual summit on health care on July 15. Register here.
Saskia Popescu’s phone buzzes throughout the night, waking her up. It had already buzzed 99 times before I interviewed her at 9:15 a.m. ET last Monday. It buzzed three times during the first 15 minutes of our call. Whenever a COVID-19 case is confirmed at her hospital system, Popescu gets an email, and her phone buzzes. She cannot silence it. An epidemiologist at the University of Arizona, Popescu works to prepare hospitals for outbreaks of emerging diseases. Her phone is now a miserable metronome, ticking out the rhythm of the pandemic ever more rapidly as Arizona’s cases climb. “It has almost become white noise,” she told me.
A historian imagines the chapter high schoolers might read one day about this momentous time.
History never ends. But history textbooks must. As deadlines for new editions loom, every textbook writer lurches to a sudden stop. The last chapter always ends in uncertainty: unfinished and unresolved. I’ve experienced this many times myself, as a co-author on severalhistorytextbooks.
By now it seems clear that we are all living through a major turning point in history, one that will be studied for years to come. Future textbook authors will write entries on the year 2020, revise them, and revise them some more with each new edition. What follows is an attempt at—literally—a first draft of history: what I might write if I were wrapping up the last chapter of a high-school history textbook right now.