This is the ironic story of how Italian Renaissance and Baroque gardens encouraged the preservation of the American wilderness and ultimately fostered the creation of the world’s first national park system. Told via Mitchell’s sometimes disastrous and humorous travels—from the gardens of southern Italy up through Tuscany and the lake island gardens—the book is filled with history, folklore, myths, and legends of Western Europe, including a detailed history of the labyrinth, a common element in Renaissance gardens. In his attempt to understand the Italian garden in detail, Mitchell set out to create one on his own property—with a labyrinth.

Fresh from successful flights before royalty in Europe, and soon after thrilling hundreds of thousands of people by flying around the Statue of Liberty, in the fall of 1909 Wilbur and Orville Wright decided the time was right to begin manufacturing their airplanes for sale. Backed by Wall Street tycoons, including August Belmont, Cornelius Vanderbilt III, and Andrew Freedman, the brothers formed the Wright Company. The Wright Company trained hundreds of early aviators at its flight schools, including Roy Brown, the Canadian pilot credited with shooting down Manfred von Richtofen—the “Red Baron”—during the First World War; and Hap Arnold, the commander of the U.S. Army Air Forces during the Second World War. Pilots with the company’s exhibition department thrilled crowds at events from Winnipeg to Boston, Corpus Christi to Colorado Springs. Cal Rodgers flew a Wright Company airplane in pursuit of the $50,000 Hearst Aviation Prize in 1911.

But all was not well in Dayton, a city that hummed with industry, producing cash registers, railroad cars, and many other products. The brothers found it hard to transition from running their own bicycle business to being corporate executives responsible for other people’s money. Their dogged pursuit of enforcement of their 1906 patent—especially against Glenn Curtiss and his company—helped hold back the development of the U.S. aviation industry. When Orville Wright sold the company in 1915, more than three years after his brother’s death, he was a comfortable man—but his company had built only 120 airplanes at its Dayton factory and Wright Company products were not in the U.S. arsenal as war continued in Europe.

Edward Roach provides a fascinating window into the legendary Wright Company, its place in Dayton, its management struggles, and its effects on early U.S. aviation.

Fresh from successful flights before royalty in Europe, and soon after thrilling hundreds of thousands of people by flying around the Statue of Liberty, in the fall of 1909 Wilbur and Orville Wright decided the time was right to begin manufacturing their airplanes for sale. Backed by Wall Street tycoons, including August Belmont, Cornelius Vanderbilt III, and Andrew Freedman, the brothers formed the Wright Company. The Wright Company trained hundreds of early aviators at its flight schools, including Roy Brown, the Canadian pilot credited with shooting down Manfred von Richtofen — the “Red Baron”— during the First World War; and Hap Arnold, the commander of the U.S. Army Air Forces during the Second World War. Pilots with the company’s exhibition department thrilled crowds at events from Winnipeg to Boston, Corpus Christi to Colorado Springs. Cal Rodgers flew a Wright Company airplane in pursuit of the $50,000 Hearst Aviation Prize in 1911.

But all was not well in Dayton, a city that hummed with industry, producing cash registers, railroad cars, and many other products. The brothers found it hard to transition from running their own bicycle business to being corporate executives responsible for other people’s money. Their dogged pursuit of enforcement of their 1906 patent — especially against Glenn Curtiss and his company — helped hold back the development of the U.S. aviation industry. When Orville Wright sold the company in 1915, more than three years after his brother’s death, he was a comfortable man — but his company had built only 120 airplanes at its Dayton factory and Wright Company products were not in the U.S. arsenal as war continued in Europe.

Edward Roach provides a fascinating window into the legendary Wright Company, its place in Dayton, its management struggles, and its effects on early U.S. aviation.

Anaïs Nin, the diarist, novelist, and provocateur, occupied a singular space in twentieth-century culture, not only as a literary figure and voice of female sexual liberation but as a celebrity and symbol of shifting social mores in postwar America. Before Madonna and her many imitators, there was Nin; yet, until now, there has been no major study of Nin as a celebrity figure.

In Writing an Icon, Anita Jarczok reveals how Nin carefully crafted her literary and public personae, which she rewrote and restyled to suit her needs and desires. When the first volume of her diary was published in 1966, Nin became a celebrity, notorious beyond the artistic and literary circles in which she previously had operated. Jarczok examines the ways in which the American media appropriated and deconstructed Nin and analyzes the influence of Nin’s guiding hand in their construction of her public persona.

The key to understanding Nin’s celebrity in its shifting forms, Jarczok contends, is the Diary itself, the principal vehicle through which her image has been mediated. Combining the perspectives of narrative and cultural studies, Jarczok traces the trajectory of Nin’s celebrity, the reception of her writings. The result is an innovative investigation of the dynamic relationships of Nin’s writing, identity, public image, and consumer culture.