Page 22 - Sept18T

The B-29’s tunnel was originally de- signed in order to connect the pressur- ized fore and aft sections of the airplane, while the bomb bays below remained un- pressurized. In wartime, pressurization was a unique advantage and allowed the bomber to fly altitudes of up to 30,000 feet. This capability was the B-29’s best defense as it put it out of the range of unpressur- ized fighter aircraft. Today however, Doc is unpressurized and typically maintains an altitude anywhere between 4,000 to 8,000 feet each flight.
After making the awkward but fun crawl, the crew opposite of the tunnel greets me with smiles and offerings to
There are three scanners onboard Doc every ight, offering extra eyes for the pilot and looking for any abnormalities among the gear, aps, engines or propeller.
try their various seats. I first sample one of the scanner positions. Situated on both sides of the aircraft, the scanners serve as additional eyes for the pilot and watch for any abnormalities with the landing gear, flaps, engines and propellers throughout the flight. Next, I jump up into the central fire control seat (or “barber chair” as the crew calls it). It sits on a raised platform in the middle of the aircraft, between the scanners, and allows its occupant to pop their head out the top of the airplane within a secured bubble. I take a look and the view has me awestruck at first. I can see everything: fuselage, engines, empennage and tail. Because the chair swivels 360 degrees, gunners were able to easily maneuver and scan the open sky for potential threats.
I take my time in this seat before finally stepping down and inspecting the
rest of my surroundings, which include passenger seats and the tail gunner posi- tion. With no stone left unturned, I then head back to the bombardier seat for the remainder of the flight.
Landing a B-29 Bomber
As we descend and approach Eau Claire, my headset is alive with communication. Each crew member affirms their position and Mark calls out to Donnie with his first under-power setting of 26 inches manifold pressure. This gradually slows us to 180 mph and Mark proceeds to let the gear down. The scanners observe from the back and soon confirm, “three green.”
Abeam of the numbers, we have slowed to around 150 mph and Mark puts in 15-degree f laps. He then f lies his typi- cal “bomber pattern” of 1-2 miles past the runway before turning base and putting in 25-degrees of flaps. On final, he sets them to 35 degrees, closely watching his airspeed. He again calls to Donnie to re- duce the manifold pressure, this time to 24 inches. He is looking for an approach speed of about 125 to 130 mph.
Once we are above the runway, Mark says, “Engineer, ease it off.” Donnie slowly cuts the throttles and we make a smooth touch down, coasting nearly 3,000 feet before Mark finally tests the brakes. I let out a deep breath (I must have been holding it) and smile as we safely exit the runway and taxi toward the airport’s small terminal building.
After that, it’s a whirlwind weekend at the Chippewa Valley Air Show, filled with great performances and passionate avia- tors. I thoroughly enjoy my time spent with the Doc’s Friends crew, friends both old and new. And on Sunday morning, we clamber back on-board, crank up and start home to Wichita.
Despite it being my second ride, I am again struck with emotion; a mixture of excitement and awe. I think of my own grandfathers who served in WWII, a doctor and a paratrooper. Doc’s history – our history – is overwhelming in its presence on board. I am highly grateful I was given the opportunity to e•xperience it firsthand, and encourage readers to schedule a ride themselves.
To schedule a ride or learn more about Doc’s Friends, visit b29doc.com. T&T
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20 • TWIN & TURBINE
September 2018