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Park Hotel,
Rock Springs,
Wyoming.

March 29, 1922.

Mr. A. F. Arcier,
Wittemann Aircraft Corp.,
Hasbrouck Heights, N. J.

My dear Arcier:-

After having flown the DHM-2 on a regular mail route, Rock Springs-Cheyenne, for about six weeks, another report of the general characteristics of this type of machine would merely be a copy of the original, but I will give you my observations of this machine under service conditions as briefly and as accurately as possible.

TAXYING 

The DHM-2 is very easily taxied, the rudder surface being ample and the weight on the tail skid not excessive. It has been my experience that the DHM-2 is more easily taxied in a wind than the DH-4.

TAKE OFF

I have not, of course, made any tests for take off out here and as the conditions are very seldom the same on two different days, or in fact at different times on the same day, it is rather difficult to compare the DHM-2 and the DH-4 in this respect. However, a little incident might serve to show how easily the DHM-2 can get off and be controlled under adverse conditions even at this altitude, 6400 feet. Pilot Chandler was anxious to make one trip in my machine in view of aksing[[asking]] for one for his own use providing he was satisfied with the performance of mine. He took off in #252 after a normal run in fair-ly deep snow about eight or ten inches deep, with the spark fully re-tarded and on one switch, having accidently [[accidentally]] closed one switch upon getting into the machine, and not knowing the spark lever retarded it-self he had neglected to jam the lever in front of the quadrant. Incidently [[Incidentally]] I might add, that the machine getting off as easily as it did, and handling in the air as well as it did under the loss of power incurred by running on one switch with a fully retarded spark, gave him a great deal of confidence in the DHM-2

CLIMB

As I rearely [[rarely]] climb above two or three hundred feet before I throttle down to cruising speed I have no accurate data on the rate of climb of the DHM-2 as compared to the DH-4 mail plane under the con-ditions existing here. I am under the impression though that the DHM-2 climbs a little faster, as I have heard several of the men re-mark on it. I have also taken off at Cheyenne, altitude of the field 6100 feet, and put the machine into a very steep and abrupt climbing turn and have gained altitude very easily and rapidly, which seems remarkable to me considering the altitude of this field.

CRUISING SPEED 

I can readily prove beyond a doubt, that the cruising speed of the DHM-2 is just as high as that of the DH-4. From February 4th to March 10th, #252 averaged 91 m.p.h., the same as #217 in spite of the fact that I did not know the course, made detours during bad weather which the other pilots found unnecessary, and once or twice was lost, all of which tended to slow up my average speed for the month. I was not forcing my motor as the fuel consumption of the #252 was considerably less than the fuel consumption of #217, although during the cold weather existing here at this period of time I had a great deal of trouble get-ting oil pressure on #252 and nearly every time the ship went out on a trip, the motor was run from a half hour to two