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.)
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.
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.
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!
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.
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:
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.
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.
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 spoke too soon when I noted last night that we’ve only received aerial photos from airplanes so far:
I hope it’s not too late to submit a photo! This one was taken from the Shamu blimp over Virginia around 1990. The blimp came from SeaWorld to Manassas Airport to provide camera services for a University of Virginia football game. I was lucky enough to snag a seat on a practice flight the day before the game. We took off from Manassas and cruised over the Virginia countryside to Charlottesville. We orbited the stadium for a bit, then flew over Monticello, and basically had a beautiful sightseeing tour over the Valley of Virginia in the fine fall weather.
At one point, we were joined by the friendly little biplane in my picture. (In the background is the Blue Ridge, or maybe it’s the Alleghenies...) We were in the air for about six hours, and after seeing a beautiful sunset, we landed by the light of the full Harvest Moon. A magical flight …
Anyway, I doubt you’ll see many more contemporary shots of a biplane in flight, taken from an airship.
In our aerial series so far, we have mostly seen photos from commercial airplanes flying tens of thousands of feet above the ground, but some were taken from smaller private planes and even the very top of the Empire State building. None from a helicopter yet, so here’s a photo I took hovering above a Salt Lake City suburb en route to the Canyons ski resort just over the horizon. My stepbrother at the time (February 2011) was a helicopter pilot working the season in Park City, flying backcountry skiers up and down the mountain. I nearly got a free seat when one of the heli-skiers cancelled at the last minute, but someone working at the resort scooped it up instead. I did, however, get this solo ride during my stepbrother’s half-hour commute from the hangar in Salt Lake City, landing right on the ski slope. The coolest thing about this photo is the whirring helicopter blades caught in a freeze frame.
This was a 6am flight into NYC after getting stuck in Syracuse for work the night before due to weather. We’re cutting across Manhattan before looping around to LGA. Central Park, Hudson River, and the GW Bridge are all visible.
As an economics student with a passion for amateur photography, I’ve been thrilled with this unique supplement to James Fallows’s excellent work on the resilience and diligence of the American people!
I took this early-morning photo of Manhattan as we made our crescent descent into LaGuardia this past January. The interplay between the dark clouds and the morning glow reflected the state of my emotions at the time. I made the trip to the city for two reasons: Firstly, I needed an expedited visa in order to return to the UK for my yearlong study abroad, and secondly, a friend and I were to begin a pre-semester international journey from JFK a day later. Obtaining the visa was essential, and as life would have it, I was desperately falling for this particular friend (whom I had not seen in person for over six months). Looking out the left-side window at the glimmering One World Trade Center, it was impossible not to project my hopes and fears onto “the concrete jungle where dreams are made of.” From the air, at least, the city and its background seemed to perfectly reflect the issues swirling in my head.
As I type this note from the English countryside months later, I’m relieved and elated to report that I got the visa—and the girl.
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.
These words came from an elderly woman sitting behind me on a late-night flight from Los Angeles to Washington, D.C. The plane was dark and quiet. A man I assumed to be her husband murmured almost inaudibly in response, something to the effect of “I wish I was dead.”
I didn’t mean to eavesdrop, but couldn’t help it. I listened with morbid fascination, forming an image of the man in my head as they talked. I imagined someone who had worked hard all his life in relative obscurity, someone with unfulfilled dreams—perhaps of the degree he never attained, the career he never pursued, the company he never started.
Small schools across the United States are facing budget shortfalls and low enrollment—leading some to shut down in the middle of students’ higher-education experience.
Updated at 12:07 p.m. on June 19, 2019
Like most other colleges across the country, Newbury College, a small, private liberal-arts school in Brookline, Massachusetts, held classes through the end of this past spring semester and then bid farewell to cap-and-gown-wearing seniors. But unlike almost every other college, those classes, and that farewell, were the school’s last: Newbury officially ceased operations at the end of May.
One of the first sources to publicly confirm the long-rumored closure was the president’s blog, where the news was shared last December. “It is with a heavy heart,” the school’s president, Joseph Chillo, wrote, “that I announce our intention to commence the closing of Newbury College, this institution we love so dearly.”
Evolution might have played a trick on women’s immune systems.
About 65 million years ago, shortly after the time of the dinosaurs, a new critter popped up on the evolutionary scene. This “scampering animal,” as researchers described it, was likely small, ate bugs, and had a furry tail. It looked, according to artistic renderings, like an especially aggressive New York City rat. And it had a placenta, an organ that grows deep into the maternal body in order to nourish the fetus during pregnancy.
The rodentlike thing would become the common ancestor of the world’s placental mammals, with descendants that include whales, bats, dogs, and humans, among many other species. And today, the placenta might hold the key to one of the most enduring mysteries in human medicine: Why do women suffer much higher rates of autoimmune disease than men do?
Two hundred fifty years of slavery. Ninety years of Jim Crow. Sixty years of separate but equal. Thirty-five years of racist housing policy. Until we reckon with our compounding moral debts, America will never be whole.
Clyde Ross was born in 1923, the seventh of 13 children, near Clarksdale, Mississippi, the home of the blues. Ross’s parents owned and farmed a 40-acre tract of land, flush with cows, hogs, and mules. Ross’s mother would drive to Clarksdale to do her shopping in a horse and buggy, in which she invested all the pride one might place in a Cadillac. The family owned another horse, with a red coat, which they gave to Clyde. The Ross family wanted for little, save that which all black families in the Deep South then desperately desired—the protection of the law.
In the 1920s, Jim Crow Mississippi was, in all facets of society, a kleptocracy. The majority of the people in the state were perpetually robbed of the vote—a hijacking engineered through the trickery of the poll tax and the muscle of the lynch mob. Between 1882 and 1968, more black people were lynched in Mississippi than in any other state.
“The question really is not whether we’ll be tied to the somethings of our past, but whether we are courageous enough to be tied to the whole of them.”
Five years ago, the journalist Ta-Nehisi Coates published “The Case for Reparations” in The Atlantic, a cover story that would reinvigorate national discussion over debts owed for slavery and discrimination against black Americans. Today, on Juneteenth, he is testifying at a House hearing on H.R. 40, a bill that would establish a commission to study reparations. It’s the first such hearing in more than a decade.
Below, the full text of his opening statement as delivered:
Yesterday, when asked about reparations, Senate Majority Leader Mitch McConnell offered a familiar reply: America should not be held liable for something that happened 150 years ago, since none of us currently alive are responsible. This rebuttal proffers a strange theory of governance, that American accounts are somehow bound by the lifetime of its generations. But well into this century, the United States was still paying out pensions to the heirs of Civil War soldiers. We honor treaties that date back some 200 years, despite no one being alive who signed those treaties. Many of us would love to be taxed for the things we are solely and individually responsible for. But we are American citizens, and thus bound to a collective enterprise that extends beyond our individual and personal reach. It would seem ridiculous to dispute invocations of the Founders, or the Greatest Generation, on the basis of a lack of membership in either group. We recognize our lineage as a generational trust, as inheritance, and the real dilemma posed by reparations is just that: a dilemma of inheritance. It is impossible to imagine America without the inheritance of slavery.
The first time someone commented on what I was eating at work, I was a teenager at my first job, manning the front desk at the local courthouse’s law library. On the way out one day, a regular visitor interrupted my fistful of cashews to tell me he loved watching me eat—I did it with such relish. Before I could think of a response, he left.
At 18, I was already well aware of the frequency with which grown men say bizarre things to teenage girls, but what stuck with me was the fact that someone who wasn’t a parent or close friend noticed when and what I ate. It was like realizing I had been looking into a two-way mirror all along, and the food police were on the other side. What had people seen me do before I knew I was being watched?
Two specialized muscles give them a range of expression that wolves’ eyes lack.
Dogs, more so than almost any other domesticated species, are desperate for human eye contact. When raised around people, they begin fighting for our attention when they’re as young as four weeks old. It’s hard for most people to resist a petulant flash of puppy-dog eyes—and according to a new study, that pull on the heartstrings might be exactly why dogs can give us those looks at all.
A paper published today in the Proceedings of the National Academy of Sciences found that dogs’ faces are structured for complex expression in a way that wolves’ aren’t, thanks to a special pair of muscles framing their eyes. These muscles are responsible for that “adopt me” look that dogs can pull by raising their inner eyebrows. It’s the first biological evidence scientists have found that domesticated dogs might have evolved a specialized ability used expressly to communicate better with humans.
If you were to conjure up the ideal California politician, you could do worse than Garcetti, a Jewish Mexican American Rhodes Scholar with a gift for gab, in English and Spanish, and a winningly unpretentious style. As if channeling a young Barack Obama, the mayor is fond of invoking storied moments from the American past—the Great Depression, the Second World War, the civil-rights movement—to suggest that if previous generations were able to turn daunting challenges into historic accomplishments, then we ought to hold ourselves to the same exacting standard, a welcome alternative to the sourness and fatalism of other politicians on the left and right. But when it comes to Los Angeles’s long-running battle with homelessness, the mayor’s rhetoric looks more delusional than inspirational.
Americans who oppose reparations care more about responding to political expediency than about the emergency of inequality.
On December 1, 1862—a month before he issued the Emancipation Proclamation—President Abraham Lincoln wrote to Congress. He was not yet the Great Emancipator. Instead, he proposed to become the Great Compensator.
Lincoln proposed a Thirteenth Amendment to the U.S. Constitution: the most expansive and expensive slavery-reparations plan ever put forth by a U.S. president. “Every State wherein slavery now exists shall abolish the same therein at any time or times before” January 1, 1900, and slaveholders “shall receive compensation from the United States” for emancipating the enslaved.
Lincoln stressed to his fellow citizens that “we cannot escape history.” Pursuing gradual emancipation, and compensating the enslavers for their lost labor and wealth—and not the enslaved for their lost labor and wealth—would repair a broken America once and for all. “Other means may succeed,” he said in closing; “this could not fail.”