It is evident from these figures, very kindly furnished by Mr. Manly, the mechanical engineer in charge of the experiments, that such an aëroplane had every equipment needed for a steady flight of many hours in fair weather. A thrust of 490 pounds on well-designed surfaces should easily carry 500 pounds of gasoline in addition to the 830 pounds regular weight of ship and pilot. This would enable the machine to fly practically all day without renewal of supplies. It appears, therefore, that Professor Langley had, in 1903, a dynamic aëroplane quite the peer, in many respects, of the best that were developed during the first decade of aviation, and that a mere accident, which should be expected in such complex experimentation, deprived him of the credit of the first man-flight on an adequately controlled and powered machine. Quite true, he lacked launching wheels; but how easy to add these, since they were proposed many times. He omitted the front steering plane, but had a rear one serving the same purpose. The worst that can be said is that he needed the equivalent of torsion wings for lateral control; but in moderate weather he could have flown successfully without them, as Farman, Delagrange, Paulhan[44] have so fully demonstrated. Besides, Langley had already tested the torsion wing device, and contemplated using it on his large machine. A second launching was attempted on the Potomac River near Washington, on December 8, 1903. This time the rear guy post was injured, crippling the rear wings, so that the aëroplane pitched up in front and plunged over backward into the water. After some repairs it was stowed away in the Smithsonian Institution, where its frame and engine are still intact, its wings having been injured in the wreck and discarded. The experiments were now abandoned for want of funds to continue them. Notwithstanding that Professor Langley had contributed much to the science of aërodynamics, by his elaborate researches, and had really developed a machine capable of sustained flight, if properly launched, he was subjected to unmitigated censure and ridicule; for he had incurred the enmity of various journalists and wiseacres, partly by his official secrecy, and partly by that natural reticence which avoids premature publicity in important scientific enterprises. This irresponsible criticism, combined with the cessation of work which should have brought success, profoundly grieved him, and doubtless hastened his death. He had, however, the satisfaction of knowing that a few competent specialists appreciated his labors, and would continue them to abundant fruition. A few days before his death he had the gratification of receiving, from the newly formed Aëro Club of America, the following communication acknowledging the value of his efforts to promote aërial travel. RESOLUTIONS OF THE AËRO CLUB OF AMERICA _Adopted January 20, 1906._