Unfortunately, Langley continued to exert his stifling domination on the Smithsonian team. For example, he suddenly required his signature on all drawings produced by Herring before they could be turned over to workmen. In a letter to Chanute on June 25, Herring again vented his frustration with working conditions at the institution, pointing out that the situation ‘is likely to give them the impression that although I am in charge of the work, the Secretary does not trust me and is calculated to lessen their respect for my authority.’ Fortunately for all concerned, it was time for Langley to leave for vacation. At Herring’s suggestion, his annual jaunt to Europe would include a visit with Lilienthal in Germany.

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With the exception of Herring, Lilienthal was held in low regard by the workers in Washington. Langley believed that inherent stability was as important for manned flight as it was for free-flying models. Lilienthal was adamant concerning the need for pilot control. Langley felt that flat planes performed almost as well as curved surfaces and were easier to construct. Lilienthal saw advantages in curved surfaces, including their ability to produce high lift-to-drag ratios. And, of course, Langley believed that less energy was needed to fly fast than slow.

Herring reported that, when Langley returned in September, he was ‘loud in his condemnation of several changes that were made to the Aerodromes, and several that were not.’ Herring said that Langley’s compulsion to achieve visual perfection had required hundreds of additional man-hours to fit and polish dozens of metal components to instrumentlike perfection. Langley decided that the disrespectful Herring, the admirer of Lilienthal, was of no further use to him. Although it was late in November, he informed Herring that Aerodrome No. 6 must be tested at Quantico within a week. Recognizing that the secretary was forcing the issue by making unrealistic demands, Herring resigned. Langley postponed the tests.

Herring was not finished with aeronautics, however. He headed for Chicago to work with Octave Chanute. Within months, he would design and fly the most successful and influential man-carrying glider of the 19th century.

By the spring of 1896, Langley and his team had not produced one successful flight. Insiders at the Smithsonian whispered about Langley’s obsession and how it was beginning to affect the institution’s credibility, not to mention its coffers. Then came the watery failure of Aerodrome No. 6 on May 6, 1896. Soon afterward, having instructed his staff to ready No. 5 for a trial, Langley moved to a better vantage point on the shore of tiny Chopawamsic Island. As he stood alone watching the preparations, the nearly 62-year-old scientist thought about his career and wondered what the future held. Suddenly, the ‘All’s ready!’ signal rang out from the scow.

This time, Edward Chalmers Huffaker was responsible for launching the machine. Forty-year-old Huffaker had earned a master’s degree in physics from the University of Virginia before becoming an aeronautical protg of Octave Chanute. Impressed by Huffaker’s credentials, Langley had hired Edward to assist with the Aerodrome project. Later, because of Chanute’s influence, Huffaker was an invited guest of the Wright brothers for their 1901 gliding trials near Kitty Hawk, N.C.

Alexander Bell, the official observer, was on the port deck with a nervous Smithsonian photographer who had earlier missed taking a photograph of No. 6 splashing into the Potomac. Langley had angrily told him not to let it happen again. When the steam pressure reached a predetermined 150 pounds, the signal was given to go. At 3:05 p.m., Aerodrome No. 5 catapulted from the launch rail. Unlike earlier attempts, the throw was perfect-slightly nose high with its wings level. At first, the machine dropped three or four feet but then began to climb as it headed into a slight breeze from the north. The workmen, accustomed to hauling soaked and broken Aerodromes out of the water after a failure, were astounded to see the big dragonfly actually remain aloft.

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