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.)
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.
And yet we have very little idea where anuses come from.
To peer into the soul of a sea cucumber, don’t look to its face; it doesn’t have one. Gently turn that blobby body around, and gaze deep into its marvelous, multifunctional anus.
The sea cucumber's posterior is so much more than an exit hole for digestive waste. It is also a makeshift mouth that gobbles up bits of algae; a faux lung, latticed with tubes that exchange gas with the surrounding water; and a weapon that, in the presence of danger, can launch a sticky, stringy web of internal organs to entangle predators. It can even, on occasion, be a home for shimmering pearlfish, which wriggle inside the bum when it billows open to breathe. It would not be inaccurate to describe a sea cucumber as an extraordinary anus that just so happens to have a body around it. As Rebecca Helm, a jellyfish biologist at the University of North Carolina at Asheville, told me, “It is just a really great butt.”
Rich people are heading to space, and they’re changing what it means to be an astronaut.
In a strip mall just off Houston’s NASA Parkway is a restaurant called Frenchie’s Italian Cuisine. You wouldn’t know it from the unassuming beige storefront, but inside, Frenchie’s looks like a museum. The walls are covered in framed pictures of smiling astronauts, in their blue jumpsuits and puffy spacesuits, holding up bubble helmets and model spaceships. Frenchie’s has been a popular spot with NASA employees at Johnson Space Center, a few minutes away, since it opened in 1979. Over the years, astronauts have dropped in before a flight to chat with Frankie Camera, the owner, and returned with autographed mementos.
Camera, now in his 70s, still runs Frenchie’s, but American spaceflight is changing fast. In the next decade, the restaurant’s walls could display the stories of a new kind of astronaut. Soon rich businessmen with $55 million to spare could become astronauts. So could the founder of a company that processes credit-card payments, and a physician’s assistant who works with cancer patients. Jeff Bezos could count as an astronaut too.
Some are trying to turn the lab-leak theory into a potent political weapon.
Two questions have dominated politics throughout the coronavirus pandemic. Democrats and public-health experts have asked: What should we do?FormerPresident Donald Trump, for his part, minimized the need to act. He instead spoke incessantly about a very different question: Whom should we blame?
“In recent months, our nation and the world has been hit by the once-in-a-century pandemic that China allowed to spread around the globe. They could have stopped it, but they allowed it to come out,” Trump said as he accepted the Republican Party’s nomination in August 2020.
“It’s China’s fault. It should have never happened,” he said at a presidential debate with Joe Biden in September 2020.
On Monday morning, my partner laid a carry-on suitcase down on the floor, preparing to pack for his first post-vaccination trip to visit his parents. The moment he unzipped the bag, our cat Calvin promptly clambered inside.
A piece of me would like to think that Calvin was attempting to covertly join my partner on his trip, or perhaps thwart his inevitable attempt to spirit away. But I’m pretty sure #OccupyLuggage was less a heart-wrenching bid to tag along on a flight, and more a textbook example of a central scientific tenet: Cats are absolute suckers for boxes. And sinks, and vases, and grocery bags, and shoes, and Pringles cans, and the nooks and crannies between furniture and walls, and just about any other space they deem cozy, confining, and swaddly. (Cats, in case you were wondering, are a non-Newtonian liquid.) It’s the one thing about which our pointy-eared companions are not terribly picky: If it fits, they sits. And when they do, we humans can’t help but obsess over them.
Today’s economic conditions are not just holding Millennials back. They are stratifying them, leading to unequal experiences within the generation as well as between it and other cohorts.
A few weeks ago, I met my first Millennial grandparent. I was interviewing a woman in her late 30s about President Joe Biden’s new child-tax-credit proposal, and she mentioned that it would benefit not just her two young kids but her older son’s kid too.
The incidental meeting was a reminder both that Millennials are getting older and that they are doing so without growing up, at least not in the way that many of them might wish. The woman I interviewed does not own a home, nor is she anywhere close to affording one. She has nothing in the way of savings. Nevertheless, she is a grandmother, catapulting into middle age.
Millennials, as just about everyone knows at this point, are a generation delayed. The pandemic recession has led not-so-young adults to put off having kids, buying a house, getting married, or investing in a car—yet again. But today’s economic conditions are not just holding Millennials back. They are stratifying them, leading to unequal experiences within the generation as well as between it and other cohorts.
Everyone expects Harris to run for president again one day, but her job requires her to avoid even the appearance of preparing for her political future.
Air Force Two is a smaller plane than Air Force One. The exterior is the same light-blue and white, but unlike the commander in chief’s plane, the vice president’s aircraft is open plan—from the back, you can see all the way to the front, where a small office doubles as a bedroom. Kamala Harris spends most of her Air Force Two flights in that office, with the door closed. She doesn’t work the plane, the way Joe Biden or even Mike Pence did.
The vice president flew on Air Force Two to Los Angeles for Easter weekend, then to Oakland, her hometown, for events the following Monday. As Harris strode down the stairs, the angle of her head and the pace of her step deliberate, California Lieutenant Governor Eleni Kounalakis started a round of applause. Kounalakis was still gushing when I caught up with her by phone a week later. “She carries the mantle of this big job in a way that seems very natural,” she said. “To arrive with so much pomp and circumstance, but then to go to a water-treatment plant and then a small business—the juxtaposition underscores the work at the center of her start on the job.”
As always in the Israeli-Palestinian conflict, two narratives are vying for primacy. In one, Israel is simply defending itself against a fresh attack. In the other, Israel’s bombardment of Gaza is the latest example of a desire to punish and humiliate Palestinians. These two narratives are not reconcilable, which makes reasoned discussion an exercise in futility. But any sophisticated argument must contend with the long, winding lead-up to the current crisis. Why is war in Gaza returning now, and why does it always seem to return, with stubborn, periodic insistence?
Despite inching toward the Democratic Party’s left flank on various domestic- and foreign-policy issues, the Biden administration has fallen back on the usual formulas, offering robotic recitations about “Israel’s right to defend itself.” On Thursday, President Joe Biden said that he hadn’t seen a “significant overreaction” from Israel, while failing to mention a word about Palestinian deaths. In so doing, he gave Israel what amounts to a green light to intensify its bombing campaign.
It’s a paradox: Shouldn’t the most accomplished be well equipped to make choices that maximize life satisfaction?
There are three things, once one’s basic needs are satisfied, that academic literature points to as the ingredients for happiness: having meaningful social relationships, being good at whatever it is one spends one’s days doing, and having the freedom to make life decisions independently.
But research into happiness has also yielded something a little less obvious: Being better educated, richer, or more accomplished doesn’t do much to predict whether someone will be happy. In fact, it might mean someone is less likely to be satisfied with life.
That second finding is the puzzle that Raj Raghunathan, a professor of marketing at The University of Texas at Austin’s McCombs School of Business, tries to make sense of in his recent book, If You’re So Smart, Why Aren’t You Happy?Raghunathan’s writing does fall under the category of self-help (with all of the pep talks and progress worksheets that that entails), but his commitment to scientific research serves as ballast for the genre’s more glib tendencies.
Parking requirements attack the nature of the city itself, subordinating density to the needs of the car.
Lewis Mumford was suspicious of parking. “The right to access every building in a city by private motorcar,” he wrote in The City in History, “in an age when everyone owns such a vehicle, is actually the right to destroy the city.” Jane Jacobs, who disagreed with Mumford on many counts, agreed here. Parking lots, she said in The Death and Life of Great American Cities, were “border vacuums”: inactive spaces that deadened everything around them.
Mumford and Jacobs published those lines in 1961, when most United States cities were 15 years into an experiment called “minimum parking requirements”: mandates in zoning codes that forced developers to supply parking on-site to prevent curb congestion. In postwar America, development was booming, and neighbors were worried that new residents would make street-parking impossible. Decades later, parking requirements still exist nationwide. In Los Angeles, where I live, new apartment buildings must have at least one parking space per unit; retail buildings need one space per 300 square feet; and restaurants need one space for every 100 square feet of dining area.
A parasite gives its hosts the appearance of youth, and an unmatched social power in the colony.
Deep in the forests of Germany, nestled neatly into the hollowed-out shells of acorns, live a smattering of ants who have stumbled upon a fountain of youth. They are born workers, but do not do much work. Their days are spent lollygagging about the nest, where their siblings shower them with gifts of food. They seem to elude the ravages of old age, retaining a durably adolescent physique, their outer shells soft and their hue distinctively tawny. Their scent, too, seems to shift, wafting out an alluring perfume that endears them to others. While their sisters, who have nearly identical genomes, perish within months of being born, these death-defying insects live on for years and years and years.