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.)
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: firstname.lastname@example.org.
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.
Seattle looms large in all things aviation-related, due mainly to the presence of Boeing. It looms large in my own aviation-related life, since I got my instrument rating while living there in 1999, training with instructor Chris Baker of Wings Aloft at Boeing Field in downtown Seattle; and then in 2000 did seaplane training with instructor Chris Jacob of Kenmore Air, which flies floatplanes out of the local lakes, bays, and inlets.
It also looms large in recent photos in this series. Here is another one via Stu Smith, a colleague of Chris Jacob’s at Kenmore:
This photo was taken by a passenger (I don’t recall the name) in a Beaver [JF note: a very popular floatplane] looking to the southeast. If not for the clouds, Washington State’s iconic Mt. Rainier would be visible on the distant horizon.
When the wind dictates a south departure from Lake Union (as it did in this flight), the climbout takes us past the Space Needle. It’s a pretty spectacular departure, which I’ve yet to tire of after 12 seasons. When the wind shifts to the north, the arrival and landing direction is reversed, taking us past the Space Needle in a descent. I think that tourists looking out from the Space Needle enjoy watching our departures and arrivals as much as the passengers on the plane enjoy watching them watching us!
I got to fly this route sometimes when doing training. It’s reason enough to do pilot training, or at least to take a sightseeing flight.
Inequality has seemingly caused many American parents to jettison friendships and activities in order to invest more resources in their kids.
Over the past few decades, American parents have been pressured into making a costly wager: If they sacrifice their hobbies, interests, and friendships to devote as much time and as many resources as possible to parenting, they might be able to launch their children into a stable adulthood. While this gamble sometimes pays off, parents who give themselves over to this intensive form of child-rearing may find themselves at a loss when their children are grown and don’t need them as much.
Prior generations didn’t need to be as preoccupied with their children’s well-being or future. Growing up in Dayton, Ohio, in the 1960s, my brothers and I were as luxuriously removed from our parents’ minds as they were from ours. It was the gilded age of childhood freedom. My brothers and I consumed hours of television and ate staggering amounts of sugar—for breakfast. We vanished each summer morning, biked back for lunch, and then disappeared again ’til dusk. My parents also had a life. My mother played mah-jongg weekly with “the girls” and went out every weekend with my father without calling it “date night.” My dad played squash on weekends at the downtown YMCA and didn’t seem to worry about whether my brothers and I felt neglected.
For weeks, Americans looked on as other countries grappled with case reports of rare, sometimes fatal blood abnormalities among those who had received the AstraZeneca vaccine against COVID-19. That vaccine has not yet been authorized by the FDA, so restrictions on its use throughout Europe did not get that much attention in the United States. But Americans experienced a rude awakening this week when public-health officials called for a pause on the use of the Johnson & Johnson vaccine, after a few cases of the same, unusual blood-clotting syndrome turned up among the millions of people in the country who have received it.
The world is now engaged in a vaccination program unlike anything we have seen in our lifetimes, and with it, unprecedented scrutiny of ultra-rare but dangerous side effects. An estimated 852 million COVID-19 vaccine doses have been administered across 154 countries, according to data collected by Bloomberg. Last week, the European Medicines Agency, which regulates medicines in the European Union, concluded that the unusual clotting events were indeed a side effect of the AstraZeneca vaccine; by that point, more than 220 cases of dangerous blood abnormalities had been identified. Only half a dozen cases have been documented so far among Americans vaccinated with the Johnson & Johnson vaccine, and a causal link has not yet been established. But the latest news suggests that the scope of this problem might be changing.
The CDC has finally said what scientists have been screaming for months: The coronavirus is overwhelmingly spread through the air, not via surfaces.
Last week, the CDC acknowledged what many of us have been saying for almost nine months about cleaning surfaces to prevent transmission by touch of the coronavirus: It’s pure hygiene theater.
“Based on available epidemiological data and studies of environmental transmission factors,” the CDC concluded, “surface transmission is not the main route by which SARS-CoV-2 spreads, and the risk is considered to be low.” In other words: You can put away the bleach, cancel your recurring Amazon subscription for disinfectant wipes, and stop punishing every square inch of classroom floor, restaurant table, and train seat with high-tech antimicrobial blasts. COVID-19 is airborne: It spreads through tiny aerosolized droplets that linger in the air in unventilated spaces. Touching stuff just doesn’t carry much risk, and more people should say so, very loudly.
Concerns about blood clots with Johnson & Johnson underscore just how lucky Americans are to have the Pfizer and Moderna shots.
A year ago, when the United States decided to go big on vaccines, it bet on nearly every horse, investing in a spectrum of technologies. The safest bets, in a way, repurposed the technology behind existing vaccines, such as protein-based ones for tetanus or hepatitis B. The medium bets were on vaccines made by Johnson & Johnson and AstraZeneca, which use adenovirus vectors, a technology that had been tested before but not deployed on a large scale. The long shots were based on the use of mRNA, the newest and most unproven technology.
The protein-based vaccines have moved too slowly to matter so far. J&J’s and AstraZeneca’s vaccines are effective at preventing COVID-19—but a small number of recipients have developed a rare type of blood clot that appears to be linked to the adenovirus technology and may ultimately limit those shots’ use. Meanwhile, with more than 180 million doses administered in the U.S, the mRNA vaccines have proved astonishingly effective and extremely safe. The unusual blood clots have not appeared with Pfizer’s or Moderna’s mRNA technology. A year later, the risky bet definitely looks like a good one.
In 1974, John Patterson was abducted by the People’s Liberation Army of Mexico—a group no one had heard of before. The kidnappers wanted $500,000, and insisted that Patterson’s wife deliver the ransom.
Illustrations by Leonardo Santamaria
This article was published online on April 15, 2021.
The Motel El Encanto in Hermosillo, Mexico, served a lavish breakfast that John and Andra Patterson liked to eat on the tiled deck near their suite. The couple would discuss the day ahead over fresh pineapple and pan dulces while their 4-year-old daughter, Julia, watched the gray cat that skulked about the motel’s Spanish arches.
On the morning of March 22, 1974, the Pattersons’ breakfast chatter centered on their search for a permanent home. They were nearing their two-month anniversary of living in Hermosillo, where John was a junior diplomat at the American consulate, and the motel was feeling cramped.
After breakfast, Andra dropped John off at work. Because this was his first posting as a member of the United States Foreign Service, the 31-year-old Patterson had been given an unglamorous job: He was a vice consul responsible for promoting trade between the U.S. and Mexico, which on this particular Friday meant driving out to meet with a group of ranchers who hoped to improve their yield of beef.
Every police killing, like every plane crash, warrants careful review by a federal agency.
Aviation deaths once looked like an intractable problem. Then the federal government began probing every plane crash with an eye toward preventing future loss of life. Our skies got much safer as a result. A similar approach could reduce police killings. A federal agency should investigate every single killing and significant injury caused by American police officers, who have long killed people at higher rates than cops in many other wealthy democracies.
Police killings and protests against them have loomed large in United States politics for at least the past seven years. Right now the nation is focused most closely on the trial of Derek Chauvin, who infamously knelt on George Floyd’s neck, even as new protests erupt in Minneapolis over the killing of Daunte Wright, who was shot to death by a police officer who says she intended to discharge her taser. On Thursday, the city of Chicago released footage of the fatal police shooting of 13-year-old Adam Toledo.
A preoccupation with safety has stripped childhood of independence, risk taking, and discovery—without making it safer. A new kind of playground points to a better solution.
A trio of boys tramps alongthe length of a wooden fence, back and forth, shouting like carnival barkers. “The Land! It opens in half an hour.” Down a path and across a grassy square, 5-year-old Dylan can hear them through the window of his nana’s front room. He tries to figure out what half an hour is and whether he can wait that long. When the heavy gate finally swings open, Dylan, the boys, and about a dozen other children race directly to their favorite spots, although it’s hard to see how they navigate so expertly amid the chaos. “Is this a junkyard?” asks my 5-year-old son, Gideon, who has come with me to visit. “Not exactly,” I tell him, although it’s inspired by one. The Land is a playground that takes up nearly an acre at the far end of a quiet housing development in North Wales. It’s only two years old but has no marks of newness and could just as well have been here for decades. The ground is muddy in spots and, at one end, slopes down steeply to a creek where a big, faded plastic boat that most people would have thrown away is wedged into the bank. The center of the playground is dominated by a high pile of tires that is growing ever smaller as a redheaded girl and her friend roll them down the hill and into the creek. “Why are you rolling tires into the water?” my son asks. “Because we are,” the girl replies.
One of COVID-19’s most persistent and mysterious problems finally has some treatments.
Debbie Gustafson of Dresher, Pennsylvania, was on the trip of a lifetime, touring the Galápagos with her family last March, when she began to feel the effects of COVID-19. Though her physical symptoms—diarrhea, dry cough, chills—were considered mild by doctors, her fatigue was crushing, and her mind was trapped in a fog. Once an avid reader, she couldn’t get through a page. “My eyes darted everywhere. I had no focus,” she told me. Before COVID-19, she’d held two part-time jobs, but she soon had to give up both of them.
The cognitive problems emerging from mild to moderate cases of COVID-19 are so new that researchers have struggled to define them. A just-published study led by Igor Koralnik, the director of the Neuro COVID-19 Clinic at Chicago’s Northwestern Memorial Hospital, analyzed the first 100 “long COVID” sufferers who came to the clinic, either in person or via virtual visits. None had ever been hospitalized for COVID-19, yet 85 percent had four or more neurological complaints, including “brain fog”—persistent trouble with focusing, retaining short-term memories, and managing complex tasks.
Beth Van Duyne was at the center of a controversy over Sharia law. Now she represents a congressional district Biden won.
In 2015, in the Dallas suburb of Irving, the fates of two very different Texans collided.
One was 14-year-old Ahmed Mohamed, a precocious kid in a NASA T-shirt who had built a clock out of spare parts and brought it to school in a pencil case. His English teacher decided it might be a bomb, and the school called the police, who arrested Mohamed for bringing in a “hoax bomb.” Because Mohamed’s family was part of Irving’s large Muslim minority, many liberals saw this as a baseless case of Islamophobia.
The other Texan was Irving Mayor Beth Van Duyne, a blond 44-year-old with Disney-princess bone structure. She defended Mohamed’s arrest on Facebook, then went on The Glenn Beck Program to repeat the “hoax bomb” lie and complain that the child hadn’t given police enough information. “We’ve heard more from the media than the child ever released to the police when we were asking him questions,” she said calmly.
The average caregiver is a 49-year-old woman, and the demands of caregiving seem likely to increase.
Updated at 5:57 p.m. ET on January 14, 2020.
On a recent Saturday afternoon, I stood with my 13-year-old son in a long line stretching over the West Side Highway, cars careening below us. He was waiting to take an entrance exam for a specialized high school, a sacred moment, and yet I kept glancing at my phone to check the time. I had to meet my mother to tour an apartment because my childhood home in the East Village had burned down the week prior—a month after my father was diagnosed with late-stage lung cancer. My parents, who are in their 70s, were too overwhelmed to handle the logistics of finding a sublet on their own. On that day, and just about every day these past few months, I had to choose between caring for one family member or another. With so many crises under way, caring for myself hasn’t really been on the table.