THE YAK 52 STORY
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) are NEW production airplanes, not old airplanes spruced up by a “factory.” In addition, the famous Vedenyev (another design bureau) M-14P (360hp) engines are built by Aerostar. Other factories have also built the M14P. Many consider the M-14P engines built by Vedenyev in Russia to be better. New production parts are available for both airframes and engines from Aerostar. –52W’s are generally equipped with MT constant-speed propellers. Standard model –52’s generally have a 2-blade constant-speed “paddle” prop.
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, 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 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. 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 carries 74 gallons, enough for a very comfortable 500nm range with plenty of reserve. Down low you’ll indicate about 135 mph and at cruise altitude you’ll see true airspeeds of about 145 mph. Maximum climb rates are over 2000fpm, or you can cruise-climb at a leisurely 1000fpm and 120 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 1800 hours. 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. The -52W uses good ol’ Cleveland wheels and double-puck hydraulic toe brakes (both cockpits). Plenty of stopping power. For the sake of easy maintenance in the west, the -52W has 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. The -52W has a baggage compartment aft of the rear cockpit, and has 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 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. AND - The FAA has eliminated the "Proficiency Area" limitations on Experimental Exhibition aircraft--no more restrictions on where you can go or when!