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In the Persian Gulf War, Americans of all races fought in integrated units under the leadership of the first African-American to serve as chairman of the Joint Chiefs of Staff. Indeed, the United States armed forces of the 1990s are arguably the most integrated institution in American society. But it was not always so.

A Junior Library Guild selection
Society of Children’s Book Writers and Illustrators Official 2016 Summer Reading List

In this biography for middle-grade readers, Nancy Roe Pimm tells the story of Geraldine “Jerrie” Mock, the first woman to fly solo around the world. In her trusty Cessna, The Spirit of Columbus—also known as Charlie—she traveled from Columbus, Ohio, on an eastward route that totaled nearly twenty-three thousand miles and took almost a month. Overcoming wind, ice, mechanical problems, and maybe even sabotage, Mock persevered.

Mock caught the aviation bug at seven years old, when she rode in a Ford Trimotor plane with her parents. In high school, she displayed a talent for math and science, and she was the only woman in her aeronautical engineering classes at Ohio State University. Although she then settled into domestic life, she never lost her interest in flying. What began as a joking suggestion from her husband to fly around the world prompted her to pursue her childhood dream. But the dream became a race, as another woman, Joan Merriam Smith, also sought to be the first to circle the globe.

Even though Mock beat Smith and accomplished what her heroine Amelia Earhart had died trying to do, her feat was overshadowed by the Vietnam War and other world events. Now, Pimm introduces Mock to a new generation of adventurers.

The life story of a daredevil who became a war hero will fascinate adventurous young readers with its tales of survival.

At age thirteen, following the death of his father, young Eddie dropped out of school and joined the workforce. Through a combination of smarts, hard work, and perseverance, Rickenbacker would grow up to become an automobile mechanic, a race car driver, a fighter pilot, an entrepreneur, a war hero, a business executive, and a staunch advocate for hard work and personal responsibility.

Along the way he lived on the line between recklessness and courage. He survived dozens of accidents, coming close to death more than once. During the earliest years of American automobile racing, Rickenbacker was “the most daring and withal the most cautious driver” on the circuit. How could he have been both daring and cautious? This book invites young readers to decide for themselves as they follow Rickenbacker on his many hair-raising adventures.

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.

Size is usually the first thing that comes to mind when we ponder the great airships. In war and peace, to most people they seem bigger than life itself, bright, wondrous, sometimes dangerous apparitions that engender a religious awe. They remain the largest crafts that have ever been launched into the sky. Tracing the history of the airship from its beginning in the nineteenth century to its fiery conclusion in 1937, Robert Hedin has gathered the finest stories, descriptions, poems, music, and illustrations about what the era was like in fact and in spirit.

Included are vivid accounts by such legendary figures as Count Ferdinand von Zeppelin, Hugo Eckener, and Alberto Santos-Dumont as well as memoirs, logs, journals, and diaries by Zeppelin commanders, crew, explorers, journalists, and survivors of ill-fated flights. The great airships inspired poets and writers old and new; here are works by such diverse writers as Robinson Jeffers, Kay Boyle, Bernard Shaw, D. H. Lawrence, Rita Dove, Richard Brautigan, and many others. There is a rich sampling of airship musical scores and lyrics; the music constitutes a kind of recovered history and helps recapture the emotional range of the era. Rounding out the gathering, The Zeppelin Reader is illustrated with stunning photographs, advertisements, drawings, and cartoons from the glorious age of airships.