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.)
Just when I think the series is coming to a close, we get an especially great email from a reader:
My work has taken me to Barrow, Alaska, on several occasions over the years. This photo was shot immediately after taking off from Wiley Post-Will Rogers Memorial Airport in Barrow. The west end of the runway ends close to the Chukchi Sea, and the view in this photo is looking southwest along that coast. Barrow is behind the aircraft, not visible in this view. The landing gear is not yet fully retracted and we are already turning toward Fairbanks, our next stop.
The most significant attribute of this photo is that it was taken on October 2, 2014, and there is no sea ice in sight.
Sea ice up to the shore protects the shore from erosion during storms. Of all the months of the year, October has warmed most above the historic normal in Barrow (pdf). The October departure from the normal between 1979 and 2012 was 7.2 degrees Celsius. Consequently, the sea freezes much later than it used to and this exposes Barrow to strong waves from autumn storms that severely erode the coastline.
The town itself, along with many other smaller settlements in northern and western Alaska, are facing existential threats from these storms. Extensive dredge and fill operations are required to replace beach sand washed away by storms. Barrow is seeking funds for a seawall, estimated to cost between $200 million and $1 billion.
Update from another reader, who’s a total buzzkill for the series:
It is fitting that this existential threat is highlighted in a thread about people flying in airplanes, given that:
Flying, particularly on long-haul flights, is so highly emitting that it dwarfs everything else on an individual carbon budget. Many climate groups have calculated that in a sustainable world each person would have a carbon allowance of two to four tons of carbon emissions annually. Any single long-haul flight nearly “instantly uses that up,” said Christian Jardine, a senior researcher at the Environmental Change Institute at Oxford University.
For many people reading this, air travel is their most serious environmental sin. One round-trip flight from New York to Europe or to San Francisco creates about 2 or 3 tons of carbon dioxide per person.
Let’s see some photos taken from bicycles! Depending, of course, upon how the bicyclist is fueled: “. . . the Prius-driving vegan beats the meat-eating bicyclist by about half a ton in annual carbon impact.”
I’m stepping in for Chris Bodenner, usual host in this space, because I was so delighted to hear the back story behind today’s reader photo. Riley Roberts sent it early this month:
As a newly-certified pilot (I passed my FAA checkride just yesterday), I've spent a lot of time puttering around the DC area’s tightly-controlled airspace over the last few months, both solo and with my instructor. [JF note: Congratulations!]
One of my favorite things about flying, particularly on crisp winter days, is the view: when the air is clear, you can see for miles. Once you’re at altitude and on course, with the plane trimmed for cruise, the cockpit isn’t overwhelmingly busy. There’s no sound other than the drone of the engine and occasional radio chatter in your headset. It becomes almost dreamlike—with the landscape slowly rolling by, the horizon rocking up across your field of vision with each bank of the wings, and nothing but open sky for a mile in every direction.
I snapped this photo of Maryland’s western shore from the pilot’s seat about a month ago, just a few days after the massive snowstorm that shut down the area. It took almost a week to clear the runway at my local airport, so the snow had begun to recede by the time I got back into the air. But the world still looked dramatically different—and absolutely gorgeous.
What I’ve learned over the decades is that many people shudder at the very idea of small-plane flight. But those of us who love it, love it for exactly the reason the reader explains so well. It is a dreamlike state, in which you do what people through the first 99.9% of human existence only imagined: moving through the air as if swimming, seeing the Earth from above. If you enjoy this, you never tire of it.
Here is a sample of what I thought of when I read this submission: the scene from out the side window of our plane about a year ago, when my wife Deb and I were traveling across the Mojave from Arizona to Southern California. By the laws of physics and the workings of the Earth’s curvature, from 8500 feet up, as I think we were then, we would be able to see features 80 to 100 miles away. The map showed that the mountains to the north were at least that distant; from inside the plane, the view seemed limitless.
At the opposite scale of intimacy, the photo below shows the other aspect of the aerial view. This was taken out the front window of the plane, when we were less than 1,000 feet above the ground and coming in for a landing in the tiny town of Chester, Montana. What I remember about this “sight picture,” as it’s called, is the way the runway appeared to be almost an extension of Chester’s main street. The runway is what looks like a short street, just beyond the town and paralleling the highway.
Deb will be writing more about Chester and why we went there, which involved its surprising role in the arts.
Congratulations again to Riley Roberts. Next, on to instrument training! If you haven’t read it already, be sure to buy, read, and re-read the timeless classic of airmanship, Wolfgang Langewiesche’s Stick and Rudder. It was published in 1944 (by the late father of my friend and former Atlantic colleague William Langewiesche) and seems as if it could have been written yesterday. It’s a good idea to read The Killing Zonetoo—the survival guide to the first ~250 hours as a pilot. Fly safely, so you can have the longest possible span through which to observe these sights.
A reader sends this shot of Los Angeles and an affectionate nod to the city’s pollution problem:
I snapped this picture upon my return from a year-long master’s program in Oxford, England. After enduring all that noxious clean air and lush English countryside, I have to say I’ve never been more excited to see such a sprawling and smoggy grid before: home sweet smelly home.
A reader who goes by Glenn got perilously close to an erupting volcano:
During one of my trips to Hawaii, I decided to get creative and take a ride in a replica of a 1939 biplane. Over Kilauea. There is nothing like the thermals in a biplane over an active volcano.
Needless to say, taking pictures was problematic. Almost all the shots came out completely out of focus. [The one above] is an example of “That would have been a great shot if I only could hold the camera still for one more second.”
Here’s what Kilauea looked like this week, in timelapse, via Hawaii 24/7:
In response to a new pilot’s note about what he enjoyed in the aerial view, a reader who has worked as a flight instructor describes what he misses about that time in his life:
Thanks for your occasional odes to flying. I haven’t flown for years—for lack of $$, not for lack of desire. Some of the things I never tired of:
Flying west: over Ohio, an altitude of 3,500 was just beyond the ability to detect human forms on the ground below. And it fascinated me that if I held that altitude, I would crash somewhere just west of Colby, KS. [JF note: In case it’s not obvious, this is because the ground level goes steadily up as you head west. Between the Appalachians and the Atlantic, the ground level is generally less than 1000 feet above sea level. It’s the same through Ohio and Indiana and across the Mississippi River. But then it starts going up, and has reached 3,500 feet in Kansas. An airplane’s flight altitude is measured in elevation above sea level, not above the ground.]
Back in the day, when I was a flight instructor, I would ferry new aircraft from the factory in Wichita or OK City (remember the pre-Reagan days when general aviation was a thriving industry? I’ll never forgive him for what he did to that industry). And flying west, way off in the distance over the flat-as-a-cracker landscape that is KS and OK, the tips of the Rockies would slowly appear. I would always try to be alert for the very first clue that they were there, kind of like watching for the green flash at sunset over the ocean.
There’s also that sense of ownership and familiarity that you get flying over terrain. I never flew that much in the South or Southeast. But flying to or from the West Coast in the northern half of the country, I can generally look out of an airliner window and fairly reliably know the state we are flying over.
Then there’s the magic of IFR.Taking off, and shortly thereafter being absorbed by the clouds into a cocoon of whiteness, then breaking out on top into brilliant blue sky and sunshine. Something people in airliners rarely get to experience is flying being between layers. It’s a whole fantasy world of clear horizontal visibility with clouds above and clouds below; especially if there are cumulus upshoots, like building columns supporting the heavens. And then, being swallowed up in white until, magically, the runway appears. Is there anything more beautiful than the Christmas tree of a fully lit runway? Something you never see from the back of an airliner.
It’s overcast today in Seattle, where my wife Deb and I have come for the annual Citizens University conference — an inspiring gathering of civic-engagement activists from around the country. But two days ago skies were clear along the West Coast. That is when reader (and son) Tom Fallows of San Francisco took pictures as he left Seattle, above, and came into San Francisco, below.
No comment needed, beyond remarking that this is a beautiful part of a beautiful country (and world).
After the jump, a reaction from another reader, involving the theme of fathers and sons and the view from above.
A reader in Southern California reacts to a post from a former flight instructor who said how much he loved the low-altitude view. Emphasis added — I have flown through this same area and can picture the scene he describes:
Similar memories of flying in the Riverside, CA and surrounding areas a long time ago.
Loved flying at lower altitudes; had the feeling of flying through a valley, rather than over it. Especially in the morning air, when it was smooth - magical, indescribable feeling. Following the Santa Ana River to the beach, south along the coast, and back over the hills to RAL [Riverside Municipal] was also a favorite. [JF note: I have flown this same route, from the airports in Redlands and San Bernardino toward those on the coast. It is magical, though usually with enough other airborne traffic that you can spend too much time just taking in the view.]
Would absolutely love to get back into it again, but my wife is fearful. I'm scheming tho'. We have a boy on the way… That boy is going to experience small aircraft flight early in his life (I'll take him while mommy is at work). He'll be addicted and it will be two against one!
Here’s a photo of Lake Bryan I took flying over beautiful Bryan, Texas. I love shooting photographs over the cowling of my Cessna 152 because of the effect that the moving propeller creates in the lens, like drifting horizontal tildes [ ~ ] cutting into the frame. Of course, you can’t see this effect with the naked eye, but it always shows up on a digital photo. As a Mexican-American pilot, I like to think of the tildes as benevolent latinate characters greeting me in the sky. Think Super Mario and those friendly clouds.
Love this series so far and thought I’d throw in one of mine. This shot was taken along the central California coast in the Big Sur area after taking off from Monterey en route to Montgomery Field in San Diego in a Diamond DA-40. In contrast to all of the great shots so far on (mostly) clear days, this photo was captured under instrument flight rules. [CB note: That’s defined as “rules and regulations established by the FAA to govern flight under conditions in which flight by outside visual reference is not safe”—in contrast to visual flight rules.]
The right side of the picture shows an interesting pattern that tends to show up in cell phone pictures taken from propeller aircraft. The best explanation I have found is here.
Stu Smith, a reader who works as a seasonal commercial seaplane pilot for Seattle’s Kenmore Air, passes along a real beauty:
This photo was taken from the copilot’s seat by my friend Marshall Collins, who is a flight instructor at Clover Park Technical College (where I received my training and was also a flight instructor). This was a scheduled flight in a Beaver from Seattle to Victoria, British Columbia. We were about a third of the way into the 70 mile-long, northwest-bound flight when the circular rainbow appeared below us. If Marshall had had a wider-angle lens, he would have caught the entire circle.
At the time of the photo we were over the small village of Port Gamble, Washington, which had a long history as a timber and sawmill town. We’re looking to the northeast, with Point Julia in the foreground, the Kitsap Peninsula in the middle distance and Admiralty Inlet in the far distance. Marshall was riding along as my guest, since there was an unsold seat on this flight and he was available to join me.
Yesterday Stu Smith, who flies as a seasonal pilot for Kenmore Air in the Seattle area, shared a wonderful photo of a circular rainbow.
I’m very familiar with and fond of Kenmore Air, and not simply because my wife Deb and I took some of their seaplane flights for travel around the Puget Sound area when we lived in Seattle in 1999 and 2000. It’s also because I took seaplane-flying lessons there from Smith’s Kenmore colleague, Chris Jacob.
Because they fly so low-and-slow, and because they often land on lakes, bays, and shorelines right near cities, seaplanes generally offer a particularly striking version of the aerial view. In his note, Stu explains what we are seeing above:
I’ve flown for Kenmore for a dozen seasons in DeHavil and Beavers and Turbine Otters, all on floats. All of our flying is single-pilot, and
the company is certified to carry passengers in the copilot’s seat. I
often receive photos taken by passengers who are kind enough to share, since I tend to be occupied at the controls. Most of our flying is
low-level, typically below 5,000 feet above the ground. This is an
ideal height to see detail on the ground as well as a distant, synoptic view.
The photo above was taken by a passenger (name lost to history) sitting in the copilot’s seat. We’re flying in a Beaver on a scenic flight, southbound over Seattle’s Lake Union. Lake Union is freshwater, and is our primary takeoff and landing site. The seaplane dock, where Kenmore’s passengers embark and disembark, is just to the right of photo center (at the moment unoccupied).
Downtown is out of sight to the photo’s left, about a mile or so off our nose. Beyond the Space Needle to the southwest is Elliot Bay and then Admiralty Inlet, which are saltwater and part of Puget Sound. The plane’s right front float is just visible in the lower-left portion of the image.
This picture is looking down at the former Savanna Army Depot just South of Hanover, Illinois, this weekend. The Mississippi River is in the background. Large sections are now being used for temporary storage of rail cars, but you can see the remains of roads that were once lined by ammunition bunkers.
The U.S. Army began work there in 1917 with military weapons testing and the grounds boomed to life. During World War II it was the largest Army depot in the county. Over the years it was also used to store, manufacture and recycle munitions.
Later, it was listed for BRAC closure and the depot officially shut its doors in 2000. Today, much of the property is out-of-bounds due to environmental contaminants. The areas that are off-limits to the public today are surrounded by tall fences and posted with signs that say restricted. However, you can still get pretty close enough to see many of the old buildings.
Especially if you’re in a small plane. But the area isn’t entirely abandoned:
“It might look like a ghost town, but that’s because you can’t see the activity,” said Alan Anderson, a Wildlife Refuge Operation Specialist with the U.S. Fish and Wildlife Service. There is some work happening with the railroad and efforts to redevelop the area, but Anderson works there for a different reason. “The U.S. Fish and Wildlife Service has been developing a National Wildlife Refuge here for actually 20 years,” he said.
The Army has transferred over about 10,000 acres that’s now called the Lost Mound Unit. Only part of it is open to visitors. “The work the military did disturbed some of the habitat that’s out here but it also preserved some of the habitat that’s out here,” added Anderson.
I wanted to share some of the images I’ve been taking of elusive plane shadows from window seats. I make sure I alway sit on the shaded side of the plane to try and capture these.
During the 9/11 attacks, I lived just a few blocks away from the WTC on Duane Street, and I heard the first plane go overhead and crash into the tower. It took a while before I wasn’t spooked by the doppler effect of a plane passing by. Taking these photos has been a cathartic process for me, even though I still find the sight of shadows of the planes over buildings fairly sinister.
Here’s the photo gallery. All but #6 and #11 were taken over the U.S., mostly on approach to LGA or ORD, a trip I take a lot.
Above is a screenshot I took of Matt’s gallery. If you have any similar shots of plane silhouettes, please send them our way: email@example.com.
A whistle-blower complaint raises the possibility that President Trump has betrayed the duties of his office.
On the 20th of July 1787, Gouverneur Morris rose inside the stiflingly hot Independence Hall, in Philadelphia, to explain why he had changed his mind and now favored including a power of impeachment in the constitutional text.
Until that point, he and others had feared that an impeachment power would leave the president too dependent on Congress. He had thought that the prospect of reelection defeat would offer a sufficient control on presidential wrongdoing.
But the arguments of other delegates had convinced him—and particularly an example from then-recent British history. A century earlier, Great Britain had been ruled by a king named Charles II. King Charles was the son of Charles I, the king whose head was cut off during the English Civil War. Restored to the throne, Charles II learned to tiptoe carefully around his dangerous subjects. But there was a problem: Charles wanted more money than Parliament willingly offered him. His solution? He reached out to an old friend and patron: the king of France, Louis XIV.
A lot rides on how parents present the activity to their kids.
They can be identified by their independent-bookstore tote bags, their “Book Lover” mugs, or—most reliably—by the bound, printed stacks of paper they flip through on their lap. They are, for lack of a more specific term, readers.
Joining their tribe seems simple enough: Get a book, read it, and voilà! You’re a reader—no tote bag necessary. But behind that simple process is a question of motivation—of why some people grow up to derive great pleasure from reading, while others don’t. That why is consequential—leisure reading has been linked to a range of good academic and professional outcomes—as well as difficult to fully explain. But a chief factor seems to be the household one is born into, and the culture of reading that parents create within it.
Republicans have tolerated plenty of foreign-policy moves by Trump that they would never have let his predecessor get away with. Will that continue with Iran?
For a man who once characterized Donald Trump as a “race-baiting, xenophobic, religious bigot” worthy of being ISIS’s “man of the year,” Lindsey Graham took a rather tame jab at the president recently. The Republican senator, now one of Trump’s top allies in Congress, argued on Tuesday that the Iranian government had detected “weakness” in the president’s “measured” decision in June to call off retaliatory military strikes against Iran, which emboldened the Iranians to execute “an act of war” by attacking oil facilities in Saudi Arabia.
But it was just enough to stir up @realDonaldTrump. Fast and furious came the counter-tweet: “No Lindsey, it was a sign of strength that some people just don’t understand!”
Caught between a brutal meritocracy and a radical new progressivism, a parent tries to do right by his children while navigating New York City’s schools.
To be a parent is to be compromised.You pledge allegiance to justice for all, you swear that private attachments can rhyme with the public good, but when the choice comes down to your child or an abstraction—even the well-being of children you don’t know—you’ll betray your principles to the fierce unfairness of love. Then life takes revenge on the conceit that your child’s fate lies in your hands at all. The organized pathologies of adults, including yours—sometimes known as politics—find a way to infect the world of children. Only they can save themselves.
Our son underwent his first school interview soon after turning 2. He’d been using words for about a year. An admissions officer at a private school with brand-new, beautifully and sustainably constructed art and dance studios gave him a piece of paper and crayons. While she questioned my wife and me about our work, our son drew a yellow circle over a green squiggle.
Though the continent has lost 3 billion birds since 1970, those losses are hard to glean because it’s the commonest species that have been hit hardest.
In the early afternoon of September 1, 1914, Martha the passenger pigeon, the last of her kind in the world, passed away, and her entire species disappeared with her. But before that instant of extinction, there had been decades of decline, as hunters killed what was once the most common bird in the world. Billions of passenger pigeons became millions, thousands, and then hundreds, until eventually one became none. Few people took note of this decline as it happened: There still seemed to be a lot of pigeons, and their abundance obscured their downfall.
History is now repeating itself—across the entire avian world.
A new study, which analyzed decades of data on North American birds, estimates that the continent’s bird populations have fallen by 29 percent since 1970. That’s almost 3 billion fewer individuals than there used to be, five decades ago. “It’s a staggering result,” says Kenneth Rosenberg from Cornell University and the American Bird Conservancy, who led the analysis.
Long-hidden documents show the school’s blueprint for slowing integration during the civil-rights era.
In the summer of 1955, administrators at the University of Texas at Austin had a problem: The U.S. Supreme Court’s Brown v. Board of Education decision, handed down the previous year, required educational institutions to integrate their classrooms. But the regents overseeing the state university system’s flagship campus, the old alumni who formed the donor base, and the segregationist political forces that pulled the purse strings were all determined to find ways to keep African Americans from stepping foot on campus.
UT had no conspicuous blocking-the-schoolhouse-door moment. A series of documents in the UT archives, many of them marked confidential, suggests that administration officials took a subtler approach: They adopted a selective admissions policy based around standardized testing, which they knew would suppress the number of African American students they were forced to admit.
The results yielded no clear path to a governing coalition, but represented a rejection of two dangerous ideas.
Israel’s second election of 2019 managed to produce both high drama and anticlimax. The top-line result: There is no clear winner. Neither the right-wing bloc led by Prime Minister Benjamin Netanyahu, nor the center-left bloc led by former military Chief of Staff Benny Gantz, commanded a majority of the 120 seats in the 22nd Knesset. But there was still a loser of sorts: Netanyahu.
The one thing that was clear, following the election, was that the results signal a dramatic shift in policy. Israel had stepped all the way to the brink on two fundamental issues, and it has now taken a half step back. These results scuttle Netanyahu’s plans to officially apply Israeli law to parts of the West Bank, annexing the Jordan Valley, and to curtail the Israeli Supreme Court’s powers in order to secure himself immunity from prosecution on corruption charges. Both issues would have had serious ramifications, the former for the possibility of resolving the Israeli-Palestinian conflict in the future, and the latter for the health of Israeli democracy. Tuesday’s results will not produce peace nor resolve Israel’s internal challenges, but they stave off those prospects, at least for the moment.
The second known visitor to our cosmic neighborhood from another star is making quite an entrance.
No one knows where it came from, but it’s here now. And the chase is on.
Astronomers around the world are monitoring an interstellar comet hurtling through the solar system, known for the moment as C/2019 Q4. It’s the second time in less than two years that they’ve seen an object from another star swing through our cosmic neighborhood. The first time around, the discovery kicked off a worldwide sprint to inspect the object before it got away. It was mysterious enough that some astronomers even began to consider whether it was dispatched by an advanced alien civilization.
This second interstellar object was spotted in late August by Gennady Borisov, an amateur astronomer in Crimea. Borisov has a reputation for catching never-before-seen comets with his telescopes, but they’re from around here; like everything else in the solar system—the planets, the moons, a sea of asteroids—they trace an orbit around the sun. And over the past few weeks, it’s become very clear that this comet does not.
Many American students, myself included, never learn the human part of evolution.
Here’s what I remember from biology class at my public high school in Texas: We learned everything there is to know about the Krebs cycle. We collected bugs in the heat and suffocated them in jars of nail-polish remover. We did not, to my recollection, learn much of anything about how the human species originated.
Most scientists believe that the beings that would become humans branched off from the common ancestor we share with chimpanzees, our closest living relatives, about 6 million years ago. We did not learn this part—the monkey part. That is, our shared ancestry with other primates. Because this was nearly 20 years ago, and memories tend to fade with time, I checked with several friends who went to the same high school at the same time. None of them recalled learning anything about human evolution, either.
A side benefit of therapy is that it’s the perfect place for gossip.
I recently called up Jean Stafford, an executive coach in Washington, D.C., to ask a simple question: Who is it safe to complain to?
Complaining can have benefits, if not always psychologically, then at least for the levity of heart that comes from someone else knowing what an idiot that dude is. But when it comes to work-related issues, Stafford wouldn’t recommend downing Chardonnay at a happy hour and venting about your boss to sympathetic colleagues. Sometimes we “misinterpret someone’s friendly behavior to mean that person is a friend,” she said. Complaints about that one guy on your team, the struggles you’re having finishing that project—that information could be used to undermine you later.