YAK-52’s
You know, I love CJ's (see my CJ-6 page). Yessir, I really do. But Yak-52's--now there's
an airplane! Some folks think they're ugly, the standard model doesn't have enough fuel, no lights or baggage etc.
But there just ain't nothin' like 'em nowhere--not at twice the price! -52W's and TW's overcome nearly all of the objections--fuel,
lights, baggage--and will perform like the REAL aerobatic airplanes all -52's are. Unfortunately, they are very hard
to come by--only about a dozen W's and a few more TW's in the US--and they hardly ever come up for sale. But even at
a bit over $100K (for a nearly NEW airplane) nothing comes close. Yes, they're a little slower than CJ's, the cockpits
are a little smaller, but howzabout that POWER! And, you can buy a nice standard model -52 for quite a bit less than
any CJ. Yes, I love CJ's, but these -52's, they're the real deal at bargain basement prices. I've owned several
CJ's, standard model -52's, a W and a TW--and loved every one of 'em. In fact, they're making me schizophrenic, 'cause
I just can't say I like one better than the other. But two things are crystal clear: Extremely LOW TIME -52's
are available at stone-dead giveaway prices and they are SERIOUS aerobatic airplanes. So, if aerobatics is your thing
and you're looking for a real steal, nothing comes close to a Yak-52. Guess I need one of each!
A little info:
The Yak-52 was designed by the Yakovlev Design Bureau of Moscow, Russia, in the old USSR. All
Yak-52’s--more than 2000--have been built by Aerostar of Bacau, Romania. In
the old Communist system, aircraft were designed by “design bureaus,” like Yakovlev, Sukhoi and MiG, but were
built elsewhere. Kind of like a Boeing (design bureau) 747 built by Lockheed. Aerostar is
the only factory to ever produce Yak-52’s.
Different models: There
are four different models of the Yak-52 and many modifications available to add fuel etc.
Yak-52W (“westernized” version) and –52TW (TailWheel, get it?) are NEW production airplanes, not old airplanes spruced up by a “factory.”
The Yak-52TD (“TailDragger”) is a standard model -52 modified by Termikas of Lithuania to tailwheel configuration
with the landing gear retracting flush (the landing gear on the -52TW protrudes a bit below the wing), span-wise into the
wing. The tailwheel used on the -52TD is a variation on the Yak-50 unit, while the -52TW uses a Cessna 185 spring and Scott 3200 tailwheel. In addition, the famous Vedenyev (another design bureau) M-14P (360hp) and M-14PF-DK (400hp) engines are built by Aerostar.
Other factories have also built the M14P. Aerostar calls its engine factory
“Aeromotors.” New production parts are available for both airframes
and engines from Aerostar. –52W’s and TW’s are generally equipped
with MT or Whirlwind 3-blade constant-speed propellers. Standard model –52’s
generally have a 2-blade constant-speed “paddle” prop. Other props
are available.
Both the Yak-52 and M14P were designed for rough use in pretty primitive field conditions. The old system prided itself on being tough, macho, able to take anything, while getting
by on nothing. –52’s are built to take it--they are extremely rugged
and reliable. Usually, the airports had dirt or sod runways. Some were pretty rough--tall grass and potholes. No problem.
Most Yak-52’s went to “DOSAAF,” a sort of combination Russian ROTC flight school
and military flying club. Others went directly to the militaries of eastern bloc
countries for use as trainers. They are capable of most “unlimited”
category aerobatic maneuvers, like lomcevaks, as well as garden-variety loops and rolls and are equipped with inverted fuel
and oil systems. Visibility from the greenhouse canopy is excellent and 360hp
from the M14P-DK (400hp from the M14PFX-DK used in the Yak-52TW) provides plenty of power.
Although -52’s aren’t competitive with today’s unlimited class aerobatic aircraft, their predecessors
were World Champions. The –52 is derived from the Yak-18 series and Yak-50,
World Aerobatic Champion aircraft of the 1960's and 70’s. In fact, the
–52 was developed as a two-place Yak-50, so you know the –52 is no slouch.
Not only are Yak-52’s great for aerobatics, they are smooth, stable, enjoyable cross-country airplanes,
too. My wife hates to ride in Cessnas--no offense--but loves to fly in Yaks. Great fun for those $100 burgers or just boring holes in the sky. At cruise you can figure about 12-15 gph fuel
consumption, depending on power setting. The standard (old) model –52 carries
about 32 gallons of fuel, plenty for stretching your aerobatic legs, but not a lot of range for x-c (potential defectors take
note). Auxiliary tanks are available. The
new -52W and –52TW (tailwheel) carry 74 gallons, enough for a very comfortable 500-600nm range with plenty of reserve. Down low you’ll indicate about 155 mph and at cruise altitude you’ll see
true airspeeds of about 165 mph. The –52TW, with fully enclosed, span-wise
retracting gear, is a little faster, and with 400hp, more capable. Maximum climb
rates are over 2000fpm, or you can cruise-climb at a leisurely 1200fpm and 140 mph with excellent visibility.
The terminology for maintenance in the old system (and they still go by the old system in many European
countries today) is a bit confusing for US pilots. The M14P-DK (360hp) engines have a TBO of 1200 hours and the M-14PFX-DK (400hp), 1000 hrs. The airframes are
designed for 2000 hours at a continuous 7G’s. Try that in your T-6 or T-34! The old maintenance system doesn’t have “annual inspections,” they
use the “five-year plan.” Every five years they do what we would
call a very thorough “Annual.” They call it an “overhaul.” They
send the airplanes to the factory or a military maintenance depot where they are disassembled, inspected and repaired. Some parts are routinely replaced; others are replaced only if worn. They lube and adjust things, then, back to the field. Repeat:
they do this once every five years or 1000 hrs. In between “overhauls,”
they just add fuel and oil and change the tires. If something breaks, they fix
it, otherwise, NO MAINTENANCE. Obviously, in our annual inspection environment, these airplanes are trouble-free and will
last a long, long time.
How about parts? Since these airplanes are in production
today, every single part is available from new production. Yes, there are lots
of leftover parts and used parts from the bad old days, but why bother when you can get NEW parts direct from the factory?
Systems: High-pressure air is provided by an engine-driven compressor to the main air tank and is used for the engine
starter, landing gear retraction, flaps, and, on the “standard” Yak-52, brakes.
There is an “emergency” air tank for blowing the gear down if you lose main air in flight. The engines start easily, but are easy to “prop” if you run out of air. Both the -52W and TW use good ol’ Cleveland wheels and double-puck hydraulic toe brakes (both cockpits). Plenty
of stopping power. The old pneumatic brakes were perfectly fine, but for the
sake of easy maintenance in the west, the -52W and 52-TW have switched to American systems wherever practical. This includes American electrics, instruments and avionics. They
also have controls for the engine cowling inlet vanes (very effective for controlling temperatures) and oil cooler in both
cockpits, and have removed some of the instructor overrides from the rear cockpit. Both
the -52W and TW have baggage compartments aft of the rear cockpit, accessible from both the outside and from inside, and have
moved the batteries from the wing to a bay aft of the baggage compartment. “Standard”
model –52’s have fabric covered control surfaces; -52W’s and TW’s are all metal.
What does “Experimental Exhibition” mean? That’s
the category the FAA throws almost all foreign and military airplanes into (unless they’ve spent a few megabucks on
US certification), including –52’s. The primary effect is no "commercial" use. NEW NEW NEW!! The FAA
has just eliminated the "Proficiency Area" limitations on Experimental Exhibition aircraft--no more restrictions on where
you can go or when!
Flight training:
Type specific training is important and recognized by all insurance companies. Yes, they will give you a discount if you can show type specific training by experienced instructors. Although Yaks are simple and easy to fly, to insurance companies they are strange
and exotic, especially if you have limited experience in “complex” airplanes.
No problem. We include “checkout” training free of charge
with purchase of a Yak. If you want training in formation flying, aerobatics
or tailwheels, we can provide whatever you need. If you don’t know how
to fly, we can handle that, too. Yes, people sometimes buy Yaks with no piloting
experience. Just give us a call or email to talk about what you need.
Got any questions? Give me a call, I love to talk
Yaks!
Yak-52TW Specifications:
wing span: 32 ft. 5-3/4 in./9.9m
wing area: 163 sq. ft./15.3 sq. m
length: 25 ft. 3 in./7.7m
height: 8 ft. 2 in./2.5m
wheel track: 8 ft. 7 in./2.7m
empty weight: 2090 lbs./950kg
max. takeoff weight w/32 gal. fuel: 2761 lbs./1255kg
max. takeoff weight w/74 gal. fuel: 2992 lbs./1360kg
range (32 gal. fuel): 350nm/583km (no reserve)
range (74 gal. fuel): 787nm/1312km (no reserve)
Vne: 280 mph
Vcruise: 165 mph (75% power at 7000 ft.)
Vso: 65 mph
Ceiling: 13,000 ft./4000m
Max climb rate: 3000+ fpm
Cruise climb rate: 1200 fpm
G limits: +7/-5.5
takeoff distance w/32 gal. fuel: 660 ft./200m
takeoff distance w/74 gal. fuel: 990 ft./300m
landing distance: 855 ft./260m
Standard Equipment
400hp M-14PFX-DK engine 1000 hrs.TBO
US instruments
King KY-96A flip-flop com
Garmin digital transponder
NAT intercom
Ameriking Mode C encoder
Ameriking ELT
Hooker 5-point harnesses
Baggage compartment
B&C 50 amp alternator
Cleveland wheels and hydraulic toe brakes in both cockpits
Cowl flap and oil cooler controls in both cockpits
MT 3-blade constant-speed aerobatic propeller
There are numerous equipment variations including GPS, “glass panels” etc.
Yak-52W Specifications
wing span: 32 ft. 5-3/4 in./9.9m
wing area: 163 sq. ft./15.3 sq. m
length: 25 ft. 3 in./7.7m
height: 8 ft. 2 in./2.5m
wheel track: 8 ft. 7 in./2.7m
empty weight: 2290 lbs./1040kg
max. takeoff weight w/32 gal. fuel: 2761 lbs./1255kg
max. takeoff weight w/74 gal. fuel: 2992 lbs./1360kg
range (32 gal. fuel): 290nm/460km (no reserve)
range (74 gal. fuel): 660nm/1312km (no reserve)
Vne: 280 mph
Vcruise: 160 mph (75% power at 7000 ft.)
Vso: 65 mph
Ceiling: 13,000 ft./4000m
Max climb rate: 3000 fpm
Cruise climb rate: 1200 fpm
G limits: +7/-5.5
takeoff distance w/32 gal. fuel: 660 ft./200m
takeoff distance w/74 gal. fuel: 990 ft./300m
landing distance: 855 ft./260m
Standard Equipment
360hp M-14P-DK engine 1200 hrs. TBO
US instruments
Icom A-200 flip-flop com
Garmin transponder
NAT intercom
Ameriking Mode C encoder
Ameriking ELT
Hooker 5-point harnesses
Baggage compartment
B&C alternator
Cleveland wheels and hydraulic toe brakes in both cockpits
Cowling inlet vane and oil cooler controls in both cockpits
MT 3-blade constant-speed aerobatic propeller
Yak-52 Specifications (standard model)
wing span: 32 ft. 5-3/4 in./9.9m
wing area: 163 sq. ft./15.3 sq. m
length: 25 ft. 3 in./7.7m
height: 8 ft. 2 in./2.5m
wheel track: 8 ft. 7 in./2.7m
empty weight: 2290 lbs./1040kg
max. takeoff weight w/32 gal. fuel: 2992 lbs./1360kg
range (32 gal. fuel): 290nm/460km (no reserve)
Vne: 280 mph
Vcruise: 160 mph (75% power at 7000 ft.)
Vso: 65 mph
Ceiling: 13,000 ft./4000m
Max climb rate: 3000 fpm
Cruise climb rate: 1200 fpm
G limits: +7/-5.5 at gross weight (1986 and later,
earlier models are +5/-3 unless applicable bulletins have been complied with)
takeoff distance at gross weight: 990 ft./300m
landing distance: 855 ft./260m
Standard Equipment
360hp M-14P engine 1200 hrs. TBO
2-blade constant-speed propeller
Russian instruments, including electric gyros in both cockpits
Flight recorder
ADF w/RMI
Russian 760 channel VHF com (excellent military quality)
Russian intercom—also excellent
Instructor override controls in rear cockpit
Options: avionics, baggage compartment, add’l
fuel etc.
Wild Blue Aviation