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.)
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.)
His verbal stumbles have voters worried about his mental fitness. Maybe they’d be more understanding if they knew he’s still fighting a stutter.
His eyes fall to the floor when I ask him to describe it. We’ve been tiptoeing toward it for 45 minutes, and so far, every time he seems close, he backs away, or leads us in a new direction. There are competing theories in the press, but Joe Biden has kept mum on the subject. I want to hear him explain it. I ask him to walk me through the night he appeared to lose control of his words onstage.
“I—um—I don’t remember,” Biden says. His voice has that familiar shake, the creak and the croak. “I’d have to see it. I-I-I don’t remember.”
We’re in Biden’s mostly vacant Washington, D.C., campaign office on an overcast Tuesday at the end of the summer. Since entering the Democratic presidential-primary race in April, Biden has largely avoided in-depth interviews. When I first reached out, in late June, his press person was polite but noncommittal: Was an interview really necessary for the story?
A study has turned up a side effect of human spaceflight that no one had observed before.
Astronauts are more than cosmic travelers. They’re also research subjects in the careful study of what exactly outer space does to the human body. On the ground, researchers measure vitals, draw blood, swab cheeks, and more. In orbit around the Earth, the astronauts do the work themselves.
That’s how they found the blood clot.
An astronaut was carrying out an ultrasound on their own body as part of a new study, guided in real time by a specialist on the ground. A similar test before the astronaut launched to space had come back normal. But now the scan showed a clump of blood.
“We were not expecting this,” says Karina Marshall-Goebel, a senior scientist at NASA and the author of the study, published earlier this month. “This has never been reported before.”
Democrats have accused the GOP of peddling Russian propaganda. This morning, that charge came from a former Trump adviser, Fiona Hill.
Updated at 3:19 p.m. ET on November 21, 2019.
Through four long days of impeachment hearings, witness after witness sat passively by as Republican lawmakers responded to their detailed testimony by arguing that President Donald Trump had a legitimate reason to be suspicious of Ukraine, because he believed that the country “tried to take me down” in 2016.
That silence from the witness table ended this morning, as Fiona Hill used her opening statement before the House Intelligence Committee to accuse Republicans on the panel of peddling a “false narrative” that amounted to Russian propaganda.
“Based on questions and statements I have heard, some of you on this committee appear to believe that Russia and its security services did not conduct a campaign against our country—and that perhaps, somehow, for some reason, Ukraine did,” Hill, the former top expert for Ukraine and Russia on the National Security Council, told the lawmakers. “This is a fictional narrative that has been perpetrated and propagated by the Russian security services themselves.”
A company once driven by engineers became driven by finance.
The flight that put the Boeing Company on course for disaster lifted off a few hours after sunrise. It was good flying weather—temperatures in the mid-40s with a slight breeze out of the southeast—but oddly, no one knew where the 737 jetliner was headed. The crew had prepared three flight plans: one to Denver. One to Dallas. And one to Chicago.
In the plane’s trailing vortices was greater Seattle, where the company’s famed engineering culture had taken root; where the bulk of its 40,000-plus engineers lived and worked; indeed, where the jet itself had been assembled. But it was May 2001. And Boeing’s leaders, CEO Phil Condit and President Harry Stonecipher, had decided it was time to put some distance between themselves and the people actually making the company’s planes. How much distance? This flight—a PR stunt to end the two-month contest for Boeing’s new headquarters—would reveal the answer. Once the plane was airborne, Boeing announced it would be landing at Chicago’s Midway International Airport.
On the selective accountabilities of the Trump hearings
To watch the public impeachment hearings of Donald Trump is to experience a very particular form of whiplash. The House inquiry has featured a series of collisions, between Democrats and Republicans, yes, but also between accountability and its opposite. Here is a proceeding led in part by lawmakers who have, when it comes to the president, repeatedly prioritized fealty over facts. And here is the key question at hand—did Donald Trump extort a U.S. ally for his own political gain?—chafing against the other questionable matters not being addressed in the hearing: the reported frauds, the well-documented lies, the atmospheric fact of Trump’s bigotries. The precision guiding the House inquiry—bribery, high crimes and misdemeanors—is constitutionally mandated; it is a proportional response. Watching it play out, however, is a little like watching Hannibal Lecter getting tried for tax evasion.
Five years ago, the flight vanished into the Indian Ocean. Officials on land know more about why than they dare to say.
1. The Disappearance
At 12:42 a.m. on the quiet, moonlit night of March 8, 2014, a Boeing 777-200ER operated by Malaysia Airlines took off from Kuala Lumpur and turned toward Beijing, climbing to its assigned cruising altitude of 35,000 feet. The designator for Malaysia Airlines is MH. The flight number was 370. Fariq Hamid, the first officer, was flying the airplane. He was 27 years old. This was a training flight for him, the last one; he would soon be fully certified. His trainer was the pilot in command, a man named Zaharie Ahmad Shah, who at 53 was one of the most senior captains at Malaysia Airlines. In Malaysian style, he was known by his first name, Zaharie. He was married and had three adult children. He lived in a gated development. He owned two houses. In his first house he had installed an elaborate Microsoft flight simulator.
I interviewed dozens of black mothers about how they help their kids navigate schools where they might be perceived as threats or made to feel unwelcome.
Jessica Black is a Pittsburg, California, mother of two black teenagers, both of whom have been disciplined multiple times at their middle and high schools. Her daughter has been suspended more than once, and teachers often deem her son’s behavior out of line, reprimanding him for not taking off his hoodie in class and for raising his voice.
In observing her own family and others, Black has noticed a pattern: Behaviors that many black parents might consider annoying but developmentally appropriate, such as an ill-timed joke or talking back to an adult, are treated by school staff as cause for suspension. From there, students are pushed out of classrooms, lose learning time, and can end up in the school-to-prison pipeline. “It’s a totally different environment, a totally different culture,” Black said when we spoke in July 2018.
The representative’s claims about stories reporting on the Trump administration are part of a universe of untruth.
Devin Nunes, the ranking Republican on the Intelligence Committee, opened today with a statement attacking media reporting on the Trump administration. He singled out six stories for attack.
One of them was retracted by its publisher, CNN—a form of corporate responsibility never seen from a White House notorious for emitting six false statements in a single morning. Another was an opinion piece in New York magazine by Jonathan Chait that did not claim to report news, but instead built known facts into a damning narrative of Donald Trump’s Russia connection. The other four range from the exaggerated to the unverified to the apparently mistaken.
But let’s take a closer look at those errors and what they mean. One of the stories singled out by Nunes was published by BuzzFeed News. That story asserted that Trump had explicitly directed his then–personal attorney, Michael Cohen, to lie to Congress about the Trump Tower Moscow project. Cohen would ultimately testify to Congress that Trump’s direction was implicit, not explicit.
A new book from the operatives at Fusion GPS is a master class in how Washington works.
For a reporter, it’s a heart-stopping moment. You’re in an interview and suddenly a source offers up something you never expected anyone to unearth: video evidence of the president’s perverse pleasures.
“You were going to ask about the pee tape?” Glenn Simpson, the co-founder of the research firm Fusion GPS, which commissioned the infamous Steele dossier, asks me. “We’re going to screen it for you right now.” He motions to a TV on the wall of his conference room. I turn to look, taken in by Simpson’s deadpan expression and convinced for a half second that he and his partner, Peter Fritsch, somehow possess the alleged clandestine video of Russian prostitutes urinating on a bed at the Ritz-Carlton Hotel in Moscow for the delectation of future President Donald Trump.
If Democrats can’t persuade a moderate Republican like him to vote to impeach President Trump, they’re unlikely to win over any Republicans at all.
If there’s one Republican on the House Intelligence Committee who Democrats could reasonably hope would vote to impeach President Donald Trump, it’s Representative Will Hurd of Texas. But even he isn’t sold yet.
Hurd, a moderate former CIA analyst who announced this summer that he would not seek reelection next year, joined every other House Republican in voting against a package of rules for the impeachment inquiry last month. But he had been more open-minded than most of his colleagues and gave little indication of his leanings during the committee’s hearings over the past two weeks. His questions of witnesses were serious and not overtly partisan, neither adopting the dismissive tone of his fellow Republicans toward impeachment nor signaling the alarm that Democrats have at the revelations so far.