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.)
Omicron, also known as B.1.1.529, was first detected in Botswana and South Africa earlier this month, and very little is known about it so far. But the variant is moving fast. South Africa, the country that initially flagged Omicron to WHO this week, has experienced a surge of new cases—some reportedly in people who were previously infected or vaccinated—and the virus has already spilled across international borders into places such as Hong Kong, Belgium, Israel, and the United Kingdom. Several nations are now selectively shutting down travel to impede further spread. For instance, on Monday, the United States will start restricting travel from Botswana, South Africa, Zimbabwe, Namibia, Lesotho, Eswatini, Mozambique, and Malawi.
People with scant illusions about Trump are volunteering to help him execute one of his Big Lies.
If Donald Trump had been supported only by people who affirmatively liked him, his attack on American democracy would never have gotten as far as it did.
Instead, at almost every turn, Trump was helped by people who had little liking for him as a human being or politician, but assessed that he could be useful for purposes of their own. The latest example: the suddenly red-hot media campaign to endorse Trump’s fantasy that he was the victim of a “Russia hoax.”
The usual suspects in the pro-Trump media ecosystem will of course endorse and repeat everything Trump says, no matter how outlandish. But it’s not pro-Trumpers who are leading the latest round of Trump-Russia denialism. This newest round of excuse-making is being sounded from more respectable quarters, in many cases by people distinguished as Trump critics. With Trump out of office—at least for the time being—they now feel free to subordinate their past concerns about him to other private quarrels with the FBI or mainstream media institutions. On high-subscription Substacks, on popular podcasts, even from within prestige media institutions, people with scant illusions about Trump the man and president are nonetheless volunteering to help him execute one of his Big Lies.
Diners, Drive-Ins and Dives is a mainstay of basic cable—and a rallying cry for a country that is losing touch with itself.
In 2007, in one of the first episodes of Diners, Drive-Ins and Dives, Guy Fieri visited Patrick’s Roadhouse, a railway-station-turned-restaurant in Santa Monica, California. The diner’s chef, Silvio Moreira, walked Fieri through the preparation of one of Patrick’s most notable dishes, the Rockefeller—a burger topped with mushrooms, sour cream, jack cheese, and … caviar. Fieri, looking playfully trepidatious, lifted the burger with both hands, said a fake prayer, and did what he would proceed to do thousands of times on the show: He took an enormous bite. And then he fell silent. “Wooow,” he commented, finally, shooting Moreira a what-have-you-done-to-me look.
“Different, huh?” Moreira said, grinning. “Yeah,” Fieri replied. The show’s camera discreetly cut away to the next scene.
Instead of using his acquittal to promote vigorous discussion, many administrators sent out statements decrying the verdict.
At universities, the recent acquittal of Kyle Rittenhouse should be an opportunity to study a divisive case that sparked complex debates about issues as varied as self-defense laws, guns, race, riots, the rights of defendants, prosecutorial missteps, media bias, and more. If administrators were doing their jobs, faculty and students would freely air a wide variety of viewpoints and have opportunities to better understand one another’s diverse perspectives. Instead, many administrators are preemptively imposing their preferred narratives.
The Rittenhouse saga began in Kenosha, Wisconsin, on August 25, amid rioting that followed the police shooting of a Black man. Rittenhouse, then 17, armed himself with an AR-15-style rifle and walked into the chaos, claiming that he intended to protect the community. He wound up shooting three men, killing two. Last week, a Wisconsin jury found him not guilty of murder, crediting his claim that, at the moment he fired, he feared for his life and acted in self-defense. This, many analysts argued, was a plausible conclusion to draw from Wisconsin law and video footage and testimony presented at trial.
The preponderance of the evidence suggests that social media is causing real damage to adolescents.
Social media gets blamed for many of America’s ills, including the polarization of our politics and the erosion of truth itself. But proving that harms have occurred to all of society is hard. Far easier to show is the damage to a specific class of people: adolescent girls, whose rates of depression, anxiety, and self-injury surged in the early 2010s, as social-media platforms proliferated and expanded. Much more than for boys, adolescence typically heightens girls’ self-consciousness about their changing body and amplifies insecurities about where they fit in their social network. Social media—particularly Instagram, which displaces other forms of interaction among teens, puts the size of their friend group on public display, and subjects their physical appearance to the hard metrics of likes and comment counts—takes the worst parts of middle school and glossy women’s magazines and intensifies them.
Every year thousands of Americans die on the roads. Individuals take the blame for systemic problems.
More than 20,000 people died on American roadways from January to June, the highest total for the first half of any year since 2006. U.S. road fatalities have risen by more than 10 percent over the past decade, even as they have fallen across most of the developed world. In the European Union, whose population is one-third larger than America’s, traffic deaths dropped by 36 percent between 2010 and 2020, to 18,800. That downward trend is no accident: European regulators have pushed carmakers to build vehicles that are safer for pedestrians and cyclists, and governments regularly adjust road designs after a crash to reduce the likelihood of recurrence.
But in the United States, the responsibility for road safety largely falls on the individual sitting behind the wheel, or riding a bike, or crossing the street. American transportation departments, law-enforcement agencies, and news outlets frequently maintain that most crashes—indeed, 94 percent of them, according to the most widely circulated statistic—are solely due to human error. Blaming the bad decisions of road users implies that nobody else could have prevented them. That enables car companies to deflect attention from their decisions to add heft and height to the SUVs and trucks that make up an ever-larger portion of vehicle sales, and it allows traffic engineers to escape scrutiny for dangerous street designs.
When life feels this precarious, it’s only natural to roll the dice on just about everything.
Gambling has become one of the defining pleasures of our time, the perfect accompaniment to an era of high-risk, rigged economies and a looming sense of collapse. Once there was Las Vegas; now there’s a Las Vegas in every phone.
You can bet on almost anything today. Elections. Literary prizes. If you have a feeling that, say, Lapuan Virkiä is going to beat Porin Pesakarhut in the women’s Superpesis, the top professional pesäpallo league in Finland, you can put your money where your mouth is. During the pandemic, as casinos and racetracks closed, you could wager on the evening’s forecast in real time, or on the upcoming winter snowfall. There was serious action on the highest daily temperatures of major American cities. Then there are the ads. If you watch sports regularly, you probably feel, as I do, that the games have become interruptions in a more or less constant barrage of wagering promotion. Gambling is swallowing sports.
His work was strongest when it lingered in the pain of knowing that no ever after lasts long.
Back in 2020, I might’ve imagined the end of the pandemic being something like that gum commercial: everyone together, vaccinated, picking the same time to come safely and communally out of lockdown and get back to the way things were before, so grateful to be alive we practically leapt into each other’s arms as soon as we got the chance. That is not, of course, the way things have gone in 2021. But the closest I’ve felt to that gum-commercial feeling came from being in the audience at the Bernard B. Jacobs Theatre on a recent Monday night, an experience I’ve played and replayed in my head since learning that Stephen Sondheim died suddenly on Friday at 91.
November 15 was the re-opening night for Sondheim’s Company, which had abruptly ceased previews in mid-March of 2020. This production, directed by Marianne Elliott, had previously run in London, and it makes the formerly male protagonist of the show, Bobby, a female Bobbie instead. My colleague Sophie Gilbert has aptly described Elliott’s reimagining of the musical as “a kind of 21st-century Lewis Carroll fever dream.” Bobbie becomes our latter-day Alice, a disoriented but intrepid navigator trying to make sense of the strangeness of contemporary bourgeois life. In that way, it is sort of a perfect show for right now, when a lot of us feel a bit like observers trying to relocate our place as participants in the world. It’s much better living it than looking at it, Bobbie’s friends say. They’re talking about love and marriage, but the line takes on a more expansive meaning in the midst of a pandemic. In the audience, it was hard not to feel elated to be living.
The traumas of the past year have left some people wrestling with an awful question: Am I still a good person?
Throughout the pandemic, people have had to make impossibly tough decisions. Kathleen Turner, a 52-year-old intensive-care nurse in San Francisco, has been haunted by hers. Since COVID-19 patients started overwhelming her hospital last spring, she has had to give patients sedatives knowing they would likely have lasting negative health consequences, and systematically deny relatives a chance to say goodbye to dying loved ones. Last year, Turner was following guidelines when she told a woman that she could not visit her dying mother—on Mother’s Day. “I upheld the rule on the piece of paper,” she told me. “But in terms of what would a good person do? It’s not that.” Collectively, these experiences have fundamentally shaken her sense of morality. “Am I really a good person? There’s that seed of doubt,” she said.
About one in five health-care workers has left their job since the pandemic started. This is their story—and the story of those left behind.
The moment that broke Cassie Alexander came nine months into the pandemic. As an intensive-care-unit nurse of 14 years, Alexander had seen plenty of “Hellraiser stuff,” she told me. But when COVID-19 hit her Bay Area hospital, she witnessed “death on a scale I had never seen before.”
Last December, at the height of the winter surge, she cared for a patient who had caught the coronavirus after being pressured into a Thanksgiving dinner. Their lungs were so ruined that only a hand-pumped ventilation bag could supply enough oxygen. Alexander squeezed the bag every two seconds for 40 minutes straight to give the family time to say goodbye. Her hands cramped and blistered as the family screamed and prayed. When one of them said that a miracle might happen, Alexander found herself thinking, I am the miracle. I’m the only person keeping your loved one alive. (Cassie Alexander is a pseudonym that she has used when writing a book about these experiences. I agreed to use that pseudonym here.)