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 email@example.com. (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.)
Matthew Amend of Seattle, with whom I have corresponded about piloting issues for years, sends this photo. Here’s his explanation:
I just found your series. It’s great! As an 18-year paraglider pilot, I may be biased, but I firmly maintain that the best, most unobstructed way to view America by air is by dangling beneath a big kite!
Here’s my submission (of me, not taken by me—taken by Matty Senior). I’m taking a friend for a ride in my two seat (“tandem”) paraglider above Tiger mountain in Issaquah, WA. January 2015. Perfectly backed by a rainbow and low cumulus clouds with lake Sammammish in the distance. No Photoshop; that’s straight from the camera.
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: firstname.lastname@example.org.
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.
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.
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.
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.
A former Jehovah's Witness is using stolen documents to expose allegations that the religion has kept hidden for decades.
In March 1997, the Watchtower Bible and Tract Society, the nonprofit organization that oversees the Jehovah’s Witnesses, sent a letter to each of its 10,883 U.S. congregations, and to many more congregations worldwide. The organization was concerned about the legal risk posed by possible child molesters within its ranks. The letter laid out instructions on how to deal with a known predator: Write a detailed report answering 12 questions—Was this a onetime occurrence, or did the accused have a history of child molestation? How is the accused viewed within the community? Does anyone else know about the abuse?—and mail it to Watchtower’s headquarters in a special blue envelope. Keep a copy of the report in your congregation’s confidential file, the instructions continued, and do not share it with anyone.
Why the HBO host is wrong that public shaming encourages public accountability
On the most recent episode of Last Week Tonight, an HBO show that often sounds as if The Daily Show and The Rachel Maddow Show had combined their writers’ rooms, John Oliver dedicated his monologue to public shaming.
After a brief survey of excesses culled from local television-news reports, the host said, “You may be expecting me to say that all public shaming is bad, but I don’t actually think that.” In his estimation, “misdirected internet pile-ons can completely destroy people’s lives.” But if public shaming is “well directed,” then “a lot of good can come out of it. If someone is caught doing something racist or a powerful person is behaving badly, it can increase accountability.”
The balance of the segment did not substantiate his thesis.
Supreme Court justices should resist the urge to refer to presidents by name.
Schoolhouse Rock, and the Constitution, teach that a bill becomes a law when the president signs it. Often the Supreme Court will explain that a given bill was signed by “the president.” But on rare occasions, the justices will refer to the president by name. Does this SCOTUS name-dropping matter? If the Court merely notes which president was in office when Congress passed a specific bill, there is no problem. That fact, in the legal lingo, is merely descriptive. However, if the Court identifies the president to make a broader point—for example, that the bill was passed by a liberal or a conservative—there may indeed be a problem. The Court should resist the urge to wade, or even dip a toe, into partisan squabbles by naming the politicians responsible for legislation, unless, of course, those facts are necessary to resolve a given a case.
In his latest film, the comedian turned director continues to reinvent how the genre uses fear to comment on humanity’s evil.
This story contains mild spoilers for the film Us.
It’s perhaps the most indelible image in cinema: Janet Leigh’s scream, her open mouth signaling unmistakable terror, in Alfred Hitchcock’s Psycho. Taken from the movie’s famous shower scene, the shot is now virtually synonymous with the horror genre. There are other elements that establish the gravitas of Hitchcock’s crown-jewel sequence—the shocking and graphic death early in the film, the reveal of Norman Bates’s slashing, the implied nudity and risqué setup in the running shower—but they are best crystallized in that one, almost audible, still.
In his recent run as a bona fide heir to Hitchcock, the comedian and filmmaker Jordan Peele has given the world a potential successor to Leigh’s scream: a black face, skin humidified and reflective, two bulging and bloodshot eyes, and the streaks of two tears. The face belonged to Daniel Kaluuya in Peele’s 2017 Oscar-winning work Get Out, and lives on in Lupita Nyong’o’s performance in the director’s new movie, Us. That silent expression of fear is now a trademark of Peele’s, and a visceral reminder of what he adds to the game. The very act of incorporating black actors and black creators turns horror inside out, giving the genre new dimensions and new power as social commentary.
When pundits anoint Biden—or Sanders or O’Rourke—as the likeliest to beat Trump, they’re making lots of dubious assumptions.
Have we learned nothing? In 2016, very few political writers, myself emphatically included, thought Donald Trump would win the Republican nomination, let alone the presidency. Very few thought Bernie Sanders would win 23 states and 13 million votes in his Democratic-primary battle with Hillary Clinton.
The voters were lousy prognosticators too. Although polls generally suggested that Sanders would fare better against Trump, voters overwhelmingly believed Hillary Clinton had a better chance of winning the general election. And in the closing weeks of the 2016 campaign, they overwhelmingly predicted that Clinton, not Trump, would triumph.
The point is that we, and they, simply don’t know. Electability is extremely hard to predict. And when pundits discuss it, they often rely on unstated and dubious assumptions—which usually lead them to predict that the most centrist candidate with the most establishment support is the person general-election voters will like best.
After waking up with a searing pain that radiates down to my shoulders, I hunt for the culprit.
My body’s preferred way to remind me that I’m aging is through pain. In recent years, my level of consequence-free drinking has plummeted from “omg liMitLe$s!!” to one and a half standard glasses of Chardonnay. In yoga, I am often forced not to enter the “fullest expression of the pose” and instead to just kind of lie there.
And then there is The Tweak. About once a month—not at any certain time of the month, but roughly 12 times a year—I will wake up feeling like someone French-braided my neck muscles overnight. The pain burns from the base of my skull, down one side of my neck or the other, and onto the adjacent shoulder blade. The Tweak makes it impossible to rotate my head fully to one side or the other for the day. It’s not an athletic injury—I know no sport. It’s also not related to any underlying medical conditions that I know of, though when I talked with experts for this article, they asked me “if I am stressed,” which I took to be a rhetorical question.
Batman. Superman. Boyfriend. Savior. While the special counsel has conducted a notably quiet investigation, Americans have filled in the blanks.
In June 2017, as the inquiry into whether Russia had meddled in the 2016 U.S. presidential election ramped up, Stephen Colbert poked light fun at the man who, in May, had been appointed to head the investigation. Robert Mueller, Colbert imagined, “is like Batman, putting together The Flash, Green Lantern, and Wonder Woman to create the Obstruction of Justice League.” (The group being assembled, Colbert noted wryly, would definitely need to be part of the DC Extended Universe.) There have been many more assessments along those lines in the many months that have passed between then and now: Mueller as Superman, Mueller as Paul Bunyan, Mueller as the hero who, armed with the powers bestowed on him by fate, chance, and Rod Rosenstein, might save us all.
Netflix’s shiny biopic of the hair-metal band barely tries to understand the destruction it portrays.
Mötley Crüe is canceled! The latest harrowing #MeToo-era music film highlights the ’80s metal touchstone’s conduct, which was hardly hidden from the public but can now be seen for the abuse it was all along. The lead singer, Vince Neil, killed a man while driving drunk. The drummer, Tommy Lee, is shown punching his first fiancée in the face. Band members harassed innocent bystanders and destroyed their property while habitually treating women like dishrags. Time’s up on the glorification of all that.
Or not. The Dirt, a new Netflix biopic, is co-produced by Mötley Crüe and adapts the 2001 memoir the four bandmates co-wrote with the journalist Neil Strauss. It is a Walk Hard–style mythologizing of their stumble from dive-bar brawls to hydraulics-enabled arenas. That journey generated very little enduring music but did help set a visual template of male excess, a fact that the band members now seem too thick to even appreciate. Aluminum-siding riffs and hernia-evoking growls don’t rule today’s charts, but the star rapper Travis Scott has been at least copying Tommy Lee’s onstage carnival equipment—a fact about which Lee has been raging in caps-lock on Instagram.
Unwritten rules underlie all of elite-university life—and students who don’t come from a wealthy background have a hard time navigating them.
Last Tuesday, the Justice Department charged 50 people with involvement in an elaborate scheme to purchase spots in some of the country’s top schools. The tactics described in the indictment were complex and multipronged, requiring multiple steps of deception and bribery by parents and their co-conspirators to secure their children’s admission to the schools of their choice. The plot purportedly included faking learning disabilities, using Photoshopped images to make it seem as if students played sports that they did not actually play, and pretending that students were of different ethnicities in an effort to exploit affirmative-action programs. The alleged scheme was led by a man named William Singer, who called his business venture a “side door” into college. On Tuesday, Singer pleaded guilty to all charges.
The surprisingly short life of new electronic devices
Two years ago, Desmond Hughes heard so many of his favorite podcasters extolling AirPods, Apple’s tiny, futuristic $170 wireless headphones, that he decided they were worth the splurge. He quickly became a convert.
Hughes is still listening to podcasters talk about their AirPods, but now they’re complaining. The battery can no longer hold a charge, they say, rendering them functionally useless. Apple bloggers agree: “AirPods are starting to show their age for early adopters,” Zac Hall, an editor at 9to5Mac, wrote in a post in January, detailing how he frequently hears a low-battery warning in his AirPods now. Earlier this month, Apple Insider tested a pair of AirPods purchased in 2016 against a pair from 2018, and found that the older pair died after two hours and 16 minutes. “That’s less than half the stated battery life for a new pair,” the writer William Gallagher concluded.