Based at the famed Bayport Aerodrome, New York, USA, along with a good number of other historic
airplanes, Don Axinn's green and silver Waco UBA N13041 is perhaps its crown jewel.
"My landing at any airfield does not go unnoticed. As soon as I cut off the
engine, a small crowd comes over to look at the airplane and ask questions."
explains Don. This very special Waco can be seen during the summer months at various
grass fields around the Northeast.
From day one, the UBA was something special. A "convertible" sport biplane
with side-by-side seating for two, the UBA stood out of the pack. Normally flown during
the summer months in the open cockpit configuration, a detachable coupe-top canopy
($195 extra) could easily be fitted for colder weather. Powered by a 210 hp 7 cylinder
Continental R-670 radial engine, the stubby model UBA was the top of the line in the A
series. Priced at a hefty $4,895 (in 1932), the UBA was not for every wallet. A grand
total of six were sold, mostly as a "corporate" airplane for high profile
companies.
N13041 (c/n 3595) started life as a model RBA, a smaller family relative, fitted with a
7 cylinder 125 hp Warner Series 30 Scarab engine. Basically the same airframe, the RBA
was slightly more affordable with a price tag of $4,195. However, only four were
produced in 1932, number 3595 being the last built in Troy, Ohio, USA. In 1972 Bud Williams,
of Madison, Indiana, acquired the RBA with the intention of dismantling and then
rebuilding it as the more desirable model UBA.
The airplane was stripped of fabric, all the metal parts cleaned and primed with zinc
chromate, and recovered with stits poly-fiber. A new engine mount was manufactured
according to original Waco UBA specifications to accommodate the new Continental
W670-6A engine fitted with a Curtiss-Reed CR5501 constant metal prop. The airplane had
to be re-rigged with new flying and landing wires. The aircraft was then weighed and a
new center of gravity established.The work was approved on May 1, 1973 and two weeks
later two test flights confirmed the airworthiness of the airplane.
Dick Jackson purchased N13041 in 1973. The airplane had then 787 hours total time. In
1985, during its annual, the airplane was disassembled, the wings refinished, and given
its catchy two tones of green with red pin stripe paint, replacing the original
vermilion original factory scheme. Jackson also took the opportunity to upgrade the
electrical system with a new alternator. A new radio was also installed, as well as an
extra 20 gallon (91 litre) tank in front of the cockpit. In 1993, the UBA was put in
storage, and only flown on rare occasions, until Don Axinn acquired it in 1999. Don
explains how the Waco entered his life:
"I was looking for a biplane, but didn’t have my mind made up. I thought
about a Travel Air 4000, but did not proceed. Two and a half years ago, maybe in
February, I saw the Waco advertised in Trade-a-Plane. At the time, I didn’t pay
much attention, but the idea of owning this airplane grew on me, and looked more and
more attractive. I called Dick Jackson, and he arranged for me to come to his place. He
wanted to make sure I really wanted it, and even more important, that she would accept
me.
The airplane had a few idiosyncrasies, the first being the lack of locking tail
wheel, the brakes on the throttle, and the pilot off-center. Integrating them into my
flying was quite a leap. I had to be comfortable with those features before taking the
UBA to a new home. After a benign ground loop on macadam, we put on a locking tail
wheel, but decided to keep the brakes the way they were. Of course, nothing can be done
about the pilot position in the cockpit.
This Waco is so very special. She’s old, but so am I. I am enormously
pleased, as we have had a wonderful relationship since I made friends with her. It is
very rare, just about one of a kind. However, I think Barry Branin has one flying on
the West coast. Waco made all kinds of planes, some of them in huge numbers, and some
almost custom. This one is really set apart.
One of the most prominent features of this UBA is the Curtiss Reed prop that
flashes the sun’s rays. The NACA cowling is also outstanding. Few antique
airplanes are fitted with that combination. Of course, the Continental engine is also
more powerful than most of that period. The three-tone green paint scheme is very
smart, and the silver wings are simply beautiful. The instruments are all old, even
though I do use a GPS on long flights. She cruises at about 115-120 kts (132-138 kmh),
holds 42 gallons (191 litre) of gas, and burns about 10 gallons (45 litre) an hour.
There is also an extra 20-gallon (91 kmh) gas tank in front of the cockpit. I always
keep a few gallons there, just in case.
It is the perfect airplane for pleasure flying, with good legs: about 350-400 mls
(563-644 km) on the two wing tanks, and 600 mls (965 km) with the extra tank filled up.
It has two generous luggage compartments, one in the front with a 128 lb (58 kg) limit,
and one on the turtleback section limited to 36 lb (16 kg).
I had the airplane this summer in Vermont, USA, where flying is not as restricted as
around New York. It was delight to come in at those grass fields, slide down the wind,
slip onto the runaway, and stop in less than 500 ft (152 m), sometimes with the help of
upslope. This kind of flying is becoming rare. On cross-country flights, one of the
things I enjoy the most is observing clouds. Just like snowflakes, no two skies are
alike. It is always greatly satisfying. Real flying is not flying a jet or a
multi-engine plane; it’s flying the Super Cub or a biplane, and coming to those
little places that seem to be forgotten by the rest of the world. That’s part of
the romance of flight and what attracted me to flying. In the Waco, I am twenty again,
and the world is there, just waiting for me to join in the fun."
Contact Gilles Auliard for the full text of his article about the UBA, Don Axionn and
Bayport Aerodrome.