Page 19 - Sept18T

by Rebecca Groom Jacobs
PHOTOS COURTESY OF BRETT SCHAUF, VISUAL MEDIA GROUP
After receiving clearance, Mark lines the warbird up on the centerline and instructs the flight engineer, Donnie Obrieter, to set the manifold pressure to 30 inches. He obliges, running the power up on each engine simultaneously, checking temperatures and pressures as he does. He announces when everything is stabilized. Mark promptly releases the brakes, cranks the throttles and we lurch down the runway.
Fortunately, I was forewarned that a B-29 takeoff is not arrow- straight. We sway back and forth slightly while gaining speed; an especially noticeable occurrence from the most forward seat. Without nose wheel steering, the pilot must use differential power to turn the aircraft, or to correct for any crosswind, until the rudder becomes effective around 60 mph (note: the airspeed indicator in a B-29 displays mph versus knots).
Once this speed is achieved, I hear Mark request, “Engineer, set max power.” Donnie confirms and proceeds to take over the throttles (throttle control remains in his hands for the duration of the flight). The four massive 2,200-horsepower radial engines (a hybrid of Curtiss-Wright 3350-95W and R-3350-26WD) launch
us past Wichita’s Air Capital Flight Line where B-29 “Doc” has been housed since 2000. The significance of this location is goosebumps-worthy as it is the former Boeing Wichita facility; the very place that Doc came off the assembly line in 1944.
At this point, we have rolled over 1,500 feet. Mark is now look- ing for a speed of around 100 mph. By 2,000 feet, we hit it and he lightly lifts the nose, allowing the airplane to fly when it’s “ready.” We lift off and start our climb, accelerating to 130 mph before Mark raises the gear and lifts the nose higher. Around 150 mph, Mark finally raises the flaps and requests Donnie adjust the power settings from max power to a reduced power setting they refer to as “Climb 1.” As we make our climb-out, I am in awe of the largescale view of Wichita developing in front of me. Despite having flown above this city countless times, experienc- ing it from a B-29’s nose somehow makes it seem like the first. I am struck with an airy feeling closely resembling the thrill I experienced during my first solo.
At 170 mph, Mark requests the next reduced climb setting, “Climb 2,” which produces an estimated climb of
September 2018
TWIN & TURBINE • 17