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as to tear away the right accessory plane between the main planes. It struck the upper plane, slightly tearing the cloth, but as its chief function is the prevention of skidding, this interfered in no way with the control of the machine. 3. On the return trip, Lieutenant Sherman carried a cavalry sketching case for notes and sketches. A rough sketch was attempted. For orientation, the board was held parallel to sides of the fuselage and the compass bearing of the machine noted. A time scale was used. It is believed that after some experience, a sketch can be made by this method, of sufficient accuracy to fulfill the requirements of a strategic reconnaissance, and locate the larger units of the enemy. This is particularly the case, where it may afterward be compared with, and corrected by a smaller scale map. The sketch made is sent herewith without any attempt at connecting it up. 4. The return trip demonstrated anew the necessity for having for having excess power. Our specifications seem severe and would insure sufficient power under ideal weather conditions. But with a heavily laden machine and rough weather -- the conditions we might normally find in war, the present excess of power is insufficient. Though constantly endeavoring to climb, so much power was used up in fighting gusts and down trends that an altitude of 1500 feet was not gotten until practically the end of the trip. It is recommended that steps be taken to change our specifications with a view to securing greater excess power. 5. Too much emphasis cannot be laid on the necessity for great strength in construction. In some of the severe gusts and dives to recover equilibrium stresses were put on the machine many times the rdinary stressed of flying. It is doubtful if a less staunchly built machine would have held together for the trip. 6. The fuselage type with tractor is believed to be the most desirable. It interfered in no way with the view either of pilot or observer and the centrally located weight aided materially in recovering lateral equilibrium. With the weight more distributed laterally, it would have been more difficult to recover. The position of the pilot's seat, which gave a view of the Ontario plane, was found to be a decided advantage in gusty weather. 7. On the first trip, forty-two gallons of gas, and three and one-eighth gallons of oil were taken. All but one quart of the gas was consumed. On the return trip, forty-five gallons of gas and the same amount of oil was taken. About thirty-seven gallons were consumed. The oil supply was ample for the trip. With a full supply of oil and gas, the machine can be flown five hours without replenishing either. 8. There are attached hereto barograph records of both trips with a sketch of the route followed. [[signature]] T.D. Milling [[signature]] 2d Lieut. 15th Cavalry. [[signature]] WC Sherman [[signature]] 2d Lieut. Corps of Engineers. 4-encl.
Transcription Notes:
(originally the completed transcription was in the notes for some reason? I cut and pasted them into the actual form, however there still might be errors)
[[reviewed and updated 10/2 - Katie]]