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The Yakovlev model 52 trainer was designed by the A.S. Yakovlev Bureau as the successor to their model 18 trainer.
The aircraft provides excellent handling from basic training through to advanced aerobatic training with "g" limits of +7 -5g with 2 crew. The sturdy and reliable Vendeneyev M-14P/360 HP is the world's last in production radial engine. The aircraft can be operated from hard runways, unimproved surfaces or even snow when fitted with skis. Maintenance is relatively easy and can be performed in the "field". The Yak-52 offers performance and ease of operation, second-to-none. |
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Dimensions |
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Length |
7.7 |
m |
25.4 |
ft |
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Wing Span |
9.3 |
m |
30.5 |
ft |
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Prop Diameter |
2.4 |
m |
7.9 |
ft |
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Weight |
998 |
kg |
2200 |
lbs |
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Engine |
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Supercharged 9 Cyl. Radial |
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Model |
M14P |
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Power |
360HP |
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Speeds |
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Vne |
450 |
kph |
243 |
kts |
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Va |
359 |
kph |
194 |
kts |
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Approach |
161 |
kph |
87 |
kts |
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Stall |
111 |
kph |
60 |
kts |
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Performance |
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Economic (60%) |
108 |
kts |
12 |
gph |
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Cruise (70%) |
128 |
kts |
15 |
gph |
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Max. Cont. (82%) |
147 |
kts |
24 |
gph |
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Take Off |
170 |
m |
558 |
ft |
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Landing |
250 |
m |
820 |
ft |
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"g" Rating* |
+7/-5 |
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*Russian standards require airframes stressed to 200% |
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- Fully aerobatic
- Inverted fuel & oil systems
- Pneumatic system drives starting, brakes, landing gear and flaps
- Wing spar problems - completely not true
There is wing spar modification history, but never a problem or failure. The 52 was designed as an +7/-5 g aircraft. In 1982, new limits were established limiting it to +5/-3 g until a factory upgrade was fitted, increasing the strength of the spar carry through. In 1986 (s/n 866501 and above) this modification was incorporated from the factory and the overhaul facilities began to incorporate the modifications during the late '80s. Since all 52s in service were required to be overhauled every five years, all servicable aircraft should have been upgraded by now. Of course, there were a few aircraft that did not receive the upgrade. It is easy to identify these aircraft since the modification yields a "pie slice" shaped bump on the underside wingroot fairings by the main spar. There is nothing wrong with non-modified, pre-86 52s, just respect the limitations.
See my tips page for more info including an identification animation. - A military trainer?
The Soviet/Russian system was/is different from our own. Since before WWII, pilots have an option to begin their training in an organization called DOSAAF (now called ROSTO) which has been compared to a paramilitary organization (ran and organized by the military). This is where pilots would be trained in the 52 and upon completion, transfer to a specific HMPS (Higher Military Pilot School) to continue transition into the L-29 Delfin or L-39 Albatros. An argument has developed that since this group is not technically "the military", the 52 is not a military trainer. A word play at best or it may depend upon your point of view. But if 52s are not their primary prop trainer, then what is? I challenge you to find a Soviet/Russian military pilot that did not receive training in the 52. Even now numerous countries are using the 52 for military training including Hungary, Romania, Vietnam and Russia. - Starting on nitrogen
The Yak-52 starts the engine by distributing compressed air into the cylinders. Unfortunately, most US airports do not have a supply of highly compressed air (50 ATM), therefore alternatives must be examined. I have added a schrader valve for emergency need of nitrogen in case the air supply becomes depleted away from my home airport. Many will tell you that the Yak cannot be started on nitrogen; this is not true! Compressed gas is injected into the necessary cylinder on the POWER stroke, therefore it is not involved in the fuel/air mixture or compression stroke. Starting may be more difficult but it will start. This fallacy is not limited to the West.
Common erroneous Yak-52 information
