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.)
There is none of the bucolic open space of a traditional airport approach zone, transitioning slowly from developed landscape, to highway, and finally open fields surrounding the airport. At Midway, it’s railroad yards, industrial sprawl, and—most incongruous of all—suburban houses directly across the street from the airport fence. You get the very urgent sense that the pilot needs to set the plane down “on the numbers” or else bad things will happen just 6000 feet down at the other end of the runway.
Midway is a tiny airport considering the volume of traffic it handles. It occupies a “section” of land. A section is 640 acres, and this land unit traces its origin to the Northwest Ordinance. You can clearly see the old section lines in the street-scape of Chicago with major arteries standing out in bold relief running along the traditional homestead boundaries. In contrast, O’Hare International (ORD) covers over 7000 acres. O’Hare is so vast that it’s literally bucolic, with exotic animals grazing on its grassy expanse.
I had always assumed that the airport took its name from a geographic reference regarding its physical relationship to downtown Chicago. But this only demonstrates my historical ignorance, since the field in fact was named in honor of the WWII Battle of Midway—the historic turning point in the Pacific campaign. Chicago’s other airport, O’Hare, owes its name to a local WWII hero Butch O’Hare who received the Medal of Honor for his service in the Pacific theater.
Chicago used to have a third airport, Meigs Field, which occupied a prime location on the lakefront. The story of its closing, including concerns over terrorism, elite privilege, and hard-ball Illinois politics, was a sad blow to general aviation.
This gorgeous series of shots from reader Bill Barse makes for one of the best—and certainly the most comprehensive—entries in our ongoing tour of the 50 states:
Hello Chris, I hope this note finds you well. For your America by Air series I want to share some pictures of a flight I took in 2009 from central Arkansas to Front Royal, Virginia, in a rather weather-beaten Grumman Ag Cat—a plane I bought for the heck of it:
I spent about three years working on it and learning to fly the little plane before taking it on a 1000-mile cross-country flight. It’s a 1963 “lite frame,” as the dusters call it. I first saw one of them in a duster’s field in Delaware some 40 years ago on the way to the beach. I passed that same plane several years off and on while taking the same route, and I told myself I’d love to have one. Now I have two.
They are really great planes to fly—quite simple, very agile in the air, and able to handle quite a bit of weight when used for what it was originally designed: ag work!
The first several pictures I took on my trip are those of the Arkansas River and Mississippi River. I flew out of Woodson Arkansas eastward. Here’s a picture flying rather low (as in 800 feet or so) over the Arkansas River:
This picture, using a disposable color-print camera, is about 40 miles south of Little Rock and reflects a rather undeveloped view of this portion of the state—very little in the way of dense populated regions. Also, it’s close to a town called Slovak, a center of immigration in the late 19th Century and a community that still exists with one church and several houses just north of Stuttgart, Arkansas.
Here’s a picture I took with a digital camera when crossing the Mississippi River:
I had just departed West Helena, Arkansas (where I re-fueled), a town about 40 plus miles south of Memphis. The airport there was a duster field. There was a series of barges plying the river upstream with goods on the way to Memphis or beyond. The [above] photo, looking upriver towards Memphis, shows one barge moving south. Although not seen too well, there was an incredible line of barges (pushed by tugs) going south towards New Orleans—something I had seen in a previous flight (with no pictures!) in 2008 when I flew into Arkansas from Bridgeport, Connecticut.
Here are a few more pictures continuing my journey from a grass strip in Arkansas, across Tennessee, and up Virginia to the Front Royal airport near the entrance of Skyline Drive.
The first picture shows central Tennessee, near Shelbyville, with the trees showing fall foliage:
I was flying about 2000 feet above ground level. I made a left turn before the Smoky Mountains and flew up two ridges west of Roanoke.
Clinch Mountain, in this next shot, was impressive, and the view is looking west close to passing the Tennessee-Virginia border:
Since the valley floor was rising in elevation (ca. 2000 feet above sea level), I had to climb higher … eventually getting to 5000 feet and slightly above ridge level! Since this plane had no transponder, I had to fly around Roanoke’s airport.
In this next picture you can see the deeply weathered ridges of the Ridge and Valley physiographic province (Roanoke is at the inner edge of the Piedmont province):
One thing that stood out on this and other flights: Once away from the cities, large portions of area east of the Mississippi were remarkable for the open expanse of country, particularly once I began to traverse the mountains!
Here is the last picture documenting my trip from the rice fields of Arkansas to the Blue Ridge of Virginia:
This image was taken just south of Staunton, Virginia, where I finally got out of the narrow valleys that paralleled the Allegheny Front and crossed over into the Great Valley that extends along the Ridge and Valley Province. Staunton, Harrisonburg, Front Royal, and Winchester, Virginia are all in the Great Valley, as is Hagerstown, Maryland. I was really impressed by the vast expanse of undeveloped—now, that is—mountain terrain, though I know at the turn of the 19th to 20th centuries this area was heavily logged, leaving many areas essentially deforested.
I did not use any advanced navigation for the flight—simply a set of sectionals. Here’s a scan of the World Aeronautical Charts, from CG-20:
I do hope you find my photos of interest. I have followed Mr. Fallows trips with fascination and find those areas of the U.S. off the beaten track far more culturally and historically complex than most people realize … at least until they visit and talk with those who have lived there for several generations. All are immigrants of a sort from one or more generations ago, reflecting broad patterns of settlement that have led to a very diverse nation, to say the least! As an anthropologist (and archeologist), I have found such travels mini-ethnographic studies.
Our reader Jeff captures the transition to summer:
I’ve really enjoyed your America by Air series and thought I’d share this shot from my flight into Denver [on Saturday]. Longs Peak is a very significant mountain in Rocky Mountain National Park, in the Front Range of Colorado, and to anyone who enjoys the beauty of 14,000 ft. mountains. It isn’t as prominent in the shot as it is when viewed from Denver, but its famous East Face is clearly visible.
We don’t have much about Rocky Mountain National Park in our archives, but a little passage popped out at me from an October 1998 piece from Erika Krouse on being single at weddings:
Sam visited me in September, and I drove him to Rocky Mountain National Park. Sam wanted pictures of elk, bighorn sheep; he wanted a mountain lion. I pulled the car over for every herd of animals. Sam jumped out with his point-and-shoot every time. He paused. The elk stared right at him. The bighorn sheep tossed its big head in Sam’s face. One after another, the animals stood still and then finally leaped away, disgusted, as Sam lowered his camera. “Missed it.”
But Jeff didn’t miss that mountain goat on the tip of the wing. Previous animals on planes here. Update from Jeff:
I wish I could say that view of the mountain goat was clever and intentional. It’s just a happy accident. Ironically, mountain goats aren’t native to Colorado. They were introduced to some of the ranges here in the ‘60s. As a non-native species, the ones that roam into Rocky Mountain National now and then are tranquilized and relocated elsewhere. So that’s the best view of Longs Peak that a mountain goat has probably ever seen!
A reader in New Jersey, Roger Zaruba, recently emailed a submission for our aerial series:
Here’s a photo taken on a sunrise trip for fuel from Essex County Airport to Central Jersey Airport in New Jersey. The view is south of Newark looking east over New York Bay and Sandy Hook out to the Atlantic Ocean from about 10 miles inland. Altitude was 2500 feet in a Cessna 182.
Unfortunately the file size for that evening shot was too small to properly post, so I asked Roger if he has a larger version. Today he replied in spades:
I went out this morning to do a little air-work and take some new pictures with my Galaxy S4. The shots are about ten times the size of the other one and I hope they are usable.
Very usable, so I sequenced several of Roger’s fantastic photos with his flight details:
Here’s a wintry scene you don’t usually associate with the red rocks of the country’s biggest canyon:
Looking NW over fresh snowfall on the Grand Canyon from 40,000 ft on January 12. A sliver of the nose of the Boeing 737, including my windshield wiper, in the foreground.
Perusing the Atlantic archives for other scenes from the Grand Canyon, I came across a great passage from Peter Davison in our October 1997 issue. It’s from his travel piece on Sedona, Arizona, the scenic town south of the canyon:
Landscape on the Arizona scale challenges the resources of human speech; it beggared [novelist Zane] Grey, who had to resort to stilted terms from the construction industry to describe the mighty cliffs of the Grand Canyon: “Turrets, mesas, domes, parapets, and escarpments gave the appearance of an architectural work of giant hands.” To use such language for the vastness of these badlands is to commend the horse in the lingo of the horsefly. There’s an old story that a priest and a cowboy arrived together at the canyon’s North Rim and stood silent a while. Finally the priest fell upon his knees and exclaimed, “O Lord, how wonderful are thy works!” The cowboy ruminated, spat, and muttered, “Don’t it beat hell?”
If you’ve captured your own aerial view of the Grand Canyon, or nearby Sedona, with part of the plane within the camera’s frame, please drop us a note: firstname.lastname@example.org.
Hello! I saw your request for a picture from Minnesota and was excited because I was getting on a plane later. The attached photo is of the Minnesota River looking southwest towards East Bloomington and Burnsville. The Minnesota River splits from the Mississippi River a few miles northeast of this photo. You can see highway 77 crossing the river, and the smokestack in the middle is an Xcel energy plant. Closer to the plane (near 6 o’clock in the photo) you can see a water treatment plant.
A less industrial view above Minnesota comes from Luke:
I took this photo coming into land in the Twin Cities last October. It was a weekend trip from Scotland to surprise the girl who is now my wife on her birthday. I’m glad I remembered I had a photo from this flight, since it was by far the most pleasant flight journey I’ve ever taken, right down to the joy brought about by the Delta crew.
The attendant informed me the jackrabbit on the wingtip is named Jake. I don’t know exactly why she felt that was important information for a 26 year old, traveling in business clothes and poring over meeting notes, but I’m glad she told me.
Bill says he captured the photo “somewhere over Nebraska,” so that makes 27 states covered in our America by Air series so far. Do you have an aerial photo from neighboring Kansas, or Kentucky, or Minnesota, or maybe Montana? Vermont—maybe from someone flying home from the Bernie campaign? West Virginia, with some country roads? From lil’ Rhode Island? Please send your photos our way and help us get to 50: email@example.com. Submission guidelines here.
Update from a reader, Dan, who makes a reference to something I thought of while posting this photo of a rabbit on the wing: the episode of The Twilight Zone when an airline passenger played by William Shatner keeps seeing a human-like creature on the wing at 20,000 feet and starts to go insane when no one else sees it. A YouTube compilation is here. Here’s the entirety of Dan’s email:
Fun series! This is actually an old photo from March 2008 flying into Barrow, Alaska. I’m a contractor/scientist at NOAA and am super lucky that I get to travel to lots of cool (and often cold) places to do maintenance on atmospheric instruments—for example, at their baseline observatory just outside the town of Barrow.
Barrow is on the north coast of Alaska, and while there’s open water in the summer, when I took this picture it was all frozen. The sea ice is the bumpy-looking snow between the wing of the plane and the town, while the snow-covered tundra is smooth.
A previous view above the airport in Barrow is here, along with an explanation of why the area is under environmental threat. Less ominously, since May 10, Barrow has been covered in sunlight around the clock; the sun doesn’t set for three months during the summer:
An absolutely stunning shot from reader Kevin, who doesn’t have to worry about traffic jams:
I love your “America By Air” series. I am an aerial surveyor by trade and hobby … and have amassed tons of photos over my 15+ years in the business. My office is currently a Bell 206B JetRanger Helicopter. I’ve worked in many different aircraft over the years and absolutely love the vantage point that flying gives. Combine that with a child-like love of aviation and geography and that’s me in a nutshell.
It was just on your latest edition that I saw the link to submit photos and thought I’d send a few your way. If you’re interested in more, I have plenty and I’d love to share.
Yes please. And if you have your own photo to share, even if we’ve already posted one, drop us a line: firstname.lastname@example.org. Submission guidelines are here, for increased chance of posting, along with some context on how this aerial series got started. Your photos just keep getting better.
So, this company decided to offer tours of San Francisco with zeppelins. They invited me and a bunch of journalists for the inauguration trip. But here’s the thing: Are you familiar with all the stuff they say about San Francisco and the wind? Those stories are true … the inaugural trip had been postponed for three months, on a daily basis—you know, wind—and the €600 tickets for the general public were refunded in full and the company went out of business in six months. Pictures were cool, tho.
I love this one of a scuttled ship, especially when juxtaposed with the shadow of the airship above:
When I asked Cristiano about the vessels, he replied:
The bay is shallow, so there’s a lot of sunken ships, but they’re just too expensive to recover, especially around Alameda Island. I don’t think there’s any historical value, just life happens in the bay ...
If you have an aerial photo of your own and an anecdote to share, we’d love to post: email@example.com. Submission guidelines here.
History’s best marathoner has broken a mythical time barrier. But it doesn’t count as a world record.
Updated at 2:15 p.m. ET on October 13, 2019.
Early yesterday morning, in a misty park in Vienna, Eliud Kipchoge ran a marathon in less than two hours. His time, 1:59:40, is the fastest any runner has ever covered 26.2 miles. Kipchoge carved two minutes off his own world record and became the first marathoner to break the two-hour barrier.
At the event, branded the INEOS 1:59 Challenge, the performance was heralded as a radical, historic leap, his “Neil Armstrong moment,” as one announcer said. Indeed, Kipchoge himself—a soft-spoken 34-year-old Kenyan who dulls the pain of distance running by smiling mid-competition—has repeatedly equated his feat to reaching the moon. That comparison is audacious on the scale of human achievement, but in the galaxy of running, it might actually be an understatement. Running’s original moon landing, the sub-four-minute mile, took place back in 1954. Yesterday, Kipchoge launched running to Mars.
Our unpredictable and overburdened schedules are taking a dire toll on American society.
Just under a century ago, the Soviet Union embarked on one of the strangest attempts to reshape the common calendar that has ever been undertaken. As Joseph Stalin raced to turn an agricultural backwater into an industrialized nation, his government downsized the week from seven to five days. Saturday and Sunday were abolished.
In place of the weekend, a new system of respite was introduced in 1929. The government divided workers into five groups, and assigned each to a different day off. On any given day, four-fifths of the proletariat would show up to their factories and work while the other fifth rested. Each laborer received a colored slip of paper—yellow, orange, red, purple, or green—that signified his or her group. The staggered schedule was known as nepreryvka, or the “continuous workweek,” since production never stopped.
What the Amazon founder and CEO wants for his empire and himself, and what that means for the rest of us.
Where in the pantheon of American commercial titans does Jeffrey Bezos belong? Andrew Carnegie’s hearths forged the steel that became the skeleton of the railroad and the city. John D. Rockefeller refined 90 percent of American oil, which supplied the pre-electric nation with light. Bill Gates created a program that was considered a prerequisite for turning on a computer.
At 55, Bezos has never dominated a major market as thoroughly as any of these forebears, and while he is presently the richest man on the planet, he has less wealth than Gates did at his zenith. Yet Rockefeller largely contented himself with oil wells, pump stations, and railcars; Gates’s fortune depended on an operating system. The scope of the empire the founder and CEO of Amazon has built is wider. Indeed, it is without precedent in the long history of American capitalism.
The tech industry is producing a rising din. Our bodies can’t adapt.
Karthic Thallikar first noticed the noise sometime in late 2014, back when he still enjoyed taking walks around his neighborhood.
He’d been living with his wife and two kids in the Brittany Heights subdivision in Chandler, Arizona, for two years by then, in a taupe two-story house that Thallikar had fallen in love with on his first visit. The double-height ceilings made it seem airy and expansive; there was a playground around the corner; and the neighbors were friendly, educated people who worked in auto finance or at Intel or at the local high school. Thallikar loved that he could stand in the driveway, look out past a hayfield and the desert scrub of Gila River Indian land, and see the jagged pink outlines of the Estrella Mountains. Until recently, the area around Brittany Heights had been mostly farmland, and there remained a patchwork of alfalfa fields alongside open ranges scruffy with mesquite and coyotes.
The largest crowdfunding site in the world puts up a mirror to who we are and what matters most to us. Try not to look away.
In June 2016, Chauncy Black rode the bus from his home in South Memphis to one of the city’s whiter, wealthier neighborhoods. The 16-year-old helped his grandmother pay the bills by doing odd jobs for neighbors, and on this afternoon he was headed for the rich-person Kroger supermarket to try something new: approaching shoppers who’d just bought hundreds of dollars’ worth of groceries and offering to take their bags to the car for a few bucks. It had seemed like a good idea, but in practice it was dispiriting. People ignored him; they wouldn’t even look him in the eye.
Sometime after 9 p.m., Chauncy filled a box with a dozen donuts and approached a tall white man in his 30s. In exchange for buying him this “dinner,” Chauncy told the guy, he’d carry his groceries. Matt White bought Chauncy the donuts—and cereal and peanut butter and toothbrushes and frozen vegetables, too.
I studied over 100 dual-income couples and found that the ones who managed to create partnerships that felt truly equal had a few things in common.
Although the number of dual-career couples isrising, equal partnerships have not necessarily become the norm. Despite much talk about splitting housework, there is a surprising lack of guidance on how exactly to address the deeper challenges that these couples face, such as when and where to relocate, how to split parenting responsibilities, or how to honor both partners’ ambitions. I have spent the past five years studying more than 100 working couples around the world to learn how they combine two careers and a relationship. Most of the couples I interviewed aspired to split their responsibilities at home and at work equally, but few managed to really do so. For many, resentment and guilt festered, and equality became a mirage.
The commander in chief is impulsive, disdains expertise, and gets his intelligence briefings from Fox News. What does this mean for those on the front lines?
For most of the past two decades, American troops have been deployed all over the world—to about 150 countries. During that time, hundreds of thousands of young men and women have experienced combat, and a generation of officers have come of age dealing with the practical realities of war. They possess a deep well of knowledge and experience. For the past three years, these highly trained professionals have been commanded by Donald Trump.
To get a sense of what serving Trump has been like, I interviewed officers up and down the ranks, as well as several present and former civilian Pentagon employees. Among the officers I spoke with were four of the highest ranks—three or four stars—all recently retired. All but one served Trump directly; the other left the service shortly before Trump was inaugurated.
It wasn’t the light bulb or the phonograph or the moving picture—or anything tangible. It was a way of thinking about technology.
Thomas Alva Edison listened withhis teeth. The inventor of the phonograph was completely deaf in one ear and could barely hear in the other, the result of a mysterious affliction in his childhood. To appreciate a delicate tune emanating from a music player or piano, he would chomp into the wood and absorb the sound waves into his skull. From there they would pass through the cochlea and into the auditory nerve, which would ferry the melody to his prodigious brain. Edison’s approach to music consumption had curious side effects, beyond the visible bite marks all over his phonographs. He couldn’t hear at the highest frequencies, couldn’t stand vocal vibrato, and declared Mozart’s music an affront to melody. But his inner ear was so sensitive that he could dazzle sound engineers by pinpointing subtle flaws in their recordings, such as a squeaky flute key among the woodwinds.
The MIT economist Peter Temin argues that economic inequality results in two distinct classes. And only one of them has any power.
A lot of factors have contributed to American inequality: slavery, economic policy, technological change, the power of lobbying, globalization, and so on. In their wake, what’s left?
That’s the question at the heart of a new book, The Vanishing Middle Class: Prejudice and Power in a Dual Economy, by Peter Temin, an economist from MIT. Temin argues that, following decades of growing inequality, America is now left with what is more or less a two-class system: One small, predominantly white upper class that wields a disproportionate share of money, power, and political influence and a much larger, minority-heavy (but still mostly white) lower class that is all too frequently subject to the first group’s whims.
American pro athletes face pressure to stick to sports. Australia’s David Pocock has a different idea.
If Australia exits the Rugby World Cup this coming week in Japan, Americans will lose their last chance to watch one of the best athletes they’ve likely never heard of.
David Pocock, although born in Zimbabwe, has been a mainstay of the Australian rugby team for a decade. At his destructive best, he has been among the world’s top players, tormenting opponents with his uncanny ability to disrupt their attack. At 31, he has announced his retirement from the Australian national team at the conclusion of the World Cup.
But the mark that Pocock has left off the field may end up being better remembered than anything he has done on it. Pocock is among the more eclectic and politically engaged athletes his adopted country has ever produced. In 2014, he chained himself to mining equipment in rural New South Wales to protest the expansion of a coal mine. He and his longtime partner, Emma Palandri, famously refused to get married until gay couples were allowed to do the same—prompting some good-natured teasing when same-sex marriage was finally made legal in 2017. (The couple wed late last year.) He has been active supporting anti-poaching initiatives, sustainable farming, and poverty reduction back in Zimbabwe—which his family left in 2002 amid a wave of violence against white farmers. Pocock even paints his cleats all black to obscure any logos. Because he can’t be sure of the labor conditions that produced the shoes, he explained when I interviewed him two years ago, he doesn’t want to be seen as endorsing the manufacturer.