The flight must have been very graceful and dignified, for it elicited commendation even from the squad of reporters present, men who customarily recorded such events with uncontrollable mirth and ridicule. Dr. Langley merely remarks: “This was the first time in history, so far as I know, that a successful flight of a mechanically sustained flying machine was seen in public.” It was also the first successful gasoline[22] aëroplane, and the forerunner of the host of flyers presently to spring up in all parts of the world. Its flight though very brief, owing to a surcharge of gasoline, was so satisfactory in all its dynamic features, that it seemed to justify an immediate launching of the one-man machine, with which like maneuvers were anticipated. As will appear in the sequel this prospect of fair sailing was beset with unsuspected shoals. We have now traced the growth of the aëroplane from its earliest conception to the present time, as exemplified by working models. First came the parachute of Da Vinci and others, whose sole function was to carry a weight softly to earth, with no provision for steadiness of motion, or control of direction. Then, in the beginning of the nineteenth century, arrived the gliders adjusted for steadiness, equilibrium and a predetermined slanting course in the air; beautiful passive birds, actuated by gravity, but riderless and awaiting the advent of artificial motive power. Then suddenly appeared Mr. Henson’s wonderful _project_; a large man-carrying aëroplane, provided with a motor, propellers, rudders, wheels for launching and landing—an impossible scheme for that day, but destined to be realized in the course of two generations. Henson’s idea was doubtless the most prolific in the history of aviation. After this followed the numerous instructive models, actuated by twisted rubber, steam, gasoline, compressed air—economic contrivances for ascertaining the secrets of propulsion, equilibrium and control, of the prospective man-flyer. These may be said to have demonstrated the practicability of man-flight, though many contemporaneous and allied experiments, to be noticed presently, all contributed to the triumphs subsequently achieved by the race of sanguine, daring and tireless inventors. [Illustration: FIG. 36.—LAUNOY AND BIENVENU’S HELICOPTER, 1784.] In this brief outline, the two other main types of flyers, the orthopters and helicopters, have been omitted. The orthopters, or wing flapping machines, have been very numerous, but have not yet approached practical success in use. Though a man-carrying orthopter has not yet been produced, an elegant pigeon-like model operated by rubber has been made by Pichancourt, which flies and balances nicely. The helicopters, or direct-lifting screws, have more than once raised their weight and that of the helicoptrist, or navigator. These latter, therefore, seem to be of sufficient interest to merit a short historical review.