Yak 54 - any good?
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Yak 54 - any good?
Saw one of these neat machines recently standing on the apron of a small airfield (in Germany). Sadly I didn't see it flying but I have to admit there was something about this thing that really got me (probably the 400hp radial engine haha 
).
Has anyone here some experience with this neat machine? How is it compared to lets say an Extra? How good/bad is it with maintenance? Of what quality is the Russian engineering? The few I find for sale don't seem too expensive... so where is the catch?
There's rarely anything to find in the www so any input is much appreciated!
Cheers
maehhh
).Has anyone here some experience with this neat machine? How is it compared to lets say an Extra? How good/bad is it with maintenance? Of what quality is the Russian engineering? The few I find for sale don't seem too expensive... so where is the catch?
There's rarely anything to find in the www so any input is much appreciated!
Cheers
maehhh
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Thanks for the hint I would probably never have realized that since I'm not based in the UK 
I know it is a rare bird but still there must be quite a few Yak 50, 52, 54 or 55 flying around Europe. There must be some knowledge around here or at least a hint where to got to
I know it is a rare bird but still there must be quite a few Yak 50, 52, 54 or 55 flying around Europe. There must be some knowledge around here or at least a hint where to got to
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I am a Sukhoi 29 owner for 20 years now, I have never flown a Yak 54 but owned a yak Technoavia SP 55 which bears a nearly identical wing and the same engine.
The Yak 54 is an all metal construction cantilever wing; Its performance (Roll rate /Vertical penetration) is far from that of a Su-29. BUT it is a wonderfully easy and forgiving airplane to fly; Easy to master with appropriate training and with a tailwheel experience. It's tremendous value for $$$$$.
It handles like a fighter and its an excellent airshow performer.
It's only limitation is that it could not compete in unlimited aerobatic category but in good hands is a great performer. It's heavier and less agile than a Sukhoi.
It requires patience and time to keep it flying, like a vintage car it needs care and attention. The radial engine is wonderful and delivers tons of torque with an orgasmic sound.
Consider minimum consumption in reduced cruise 55/60 lit/hour. Aerobatics 80/100 litters.
The issue may be registration, you may be able to pass it experimental. If you are mechanically inclined and you can get a good deal, think about it seriously
You will not be disappointed....
The Yak 54 is an all metal construction cantilever wing; Its performance (Roll rate /Vertical penetration) is far from that of a Su-29. BUT it is a wonderfully easy and forgiving airplane to fly; Easy to master with appropriate training and with a tailwheel experience. It's tremendous value for $$$$$.
It handles like a fighter and its an excellent airshow performer.
It's only limitation is that it could not compete in unlimited aerobatic category but in good hands is a great performer. It's heavier and less agile than a Sukhoi.
It requires patience and time to keep it flying, like a vintage car it needs care and attention. The radial engine is wonderful and delivers tons of torque with an orgasmic sound.
Consider minimum consumption in reduced cruise 55/60 lit/hour. Aerobatics 80/100 litters.
The issue may be registration, you may be able to pass it experimental. If you are mechanically inclined and you can get a good deal, think about it seriously
You will not be disappointed....
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Hi markkal,
thanks a lot this is exactly the stuff I was looking for! Sounds indeed like a great airplane!
However this one thing worries me
Is this the nice way for saying "attention - high maintenance cost!" ??
I think in fact most Yaks over here are registered as experimental.
Cheers
maehhh
thanks a lot this is exactly the stuff I was looking for! Sounds indeed like a great airplane!
However this one thing worries me
It requires patience and time to keep it flying, like a vintage car it needs care and attention.
The issue may be registration, you may be able to pass it experimental.
Cheers
maehhh
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maehhh, talk to Richard Goode he will tell you all you need to know.
Russian aircraft for sale in the West
Russian aircraft for sale in the West
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Hi Maehhh,
Scheduled maintenance is not the issue, Vedneyev engines are very reliable and strong. But forget about going to the airfield, pull out the plane sit in, fire it up the engine and go.
You must drain lower cylinders from all gravity accumulated oil, you have draining plugs or draining caps to remove, . turning the prop on a radial engine requires a feel and knowledge do be done properly, hydraulic lock can come in many forms, as resistance to turning , even without resistance oil accumulated con seep back inside intake manifolds if intake valve opens and be sucked in after engine fires ( Tailwheels Yaks and Sukhois, are sitting tail low and bottom intake manifolds are below intake valves).
Then the air system requires a spare air bottle and manifold for recharge in case of too many missed starts, Fuel priming for start has to be mastered and understood to successfully start engine especially when warm.
Engine management notably cylinder temperatures require constant monitoring in flight. 30 seconds at take off power with gills left closed can result in cooking the engine.
Nothing serious but it requires attention and time, then better have some manual skills to change high tension wirings, oil and fuel lines, tyres and brakes, spark plugs..get trained and be ready if you don't want to get stuck and grounded. Many things you can do yourself, may be time consuming but worth it; if you have to rely on a technician, then be prepared to disburse $$$$$$$.
No big deal if you are mechanically inclined and have some manual skills and some training, after all owning and driving a Norton or an Harley or a Guzzi in the sixties this was daily bread !!
Scheduled maintenance is not the issue, Vedneyev engines are very reliable and strong. But forget about going to the airfield, pull out the plane sit in, fire it up the engine and go.
You must drain lower cylinders from all gravity accumulated oil, you have draining plugs or draining caps to remove, . turning the prop on a radial engine requires a feel and knowledge do be done properly, hydraulic lock can come in many forms, as resistance to turning , even without resistance oil accumulated con seep back inside intake manifolds if intake valve opens and be sucked in after engine fires ( Tailwheels Yaks and Sukhois, are sitting tail low and bottom intake manifolds are below intake valves).
Then the air system requires a spare air bottle and manifold for recharge in case of too many missed starts, Fuel priming for start has to be mastered and understood to successfully start engine especially when warm.
Engine management notably cylinder temperatures require constant monitoring in flight. 30 seconds at take off power with gills left closed can result in cooking the engine.
Nothing serious but it requires attention and time, then better have some manual skills to change high tension wirings, oil and fuel lines, tyres and brakes, spark plugs..get trained and be ready if you don't want to get stuck and grounded. Many things you can do yourself, may be time consuming but worth it; if you have to rely on a technician, then be prepared to disburse $$$$$$$.
No big deal if you are mechanically inclined and have some manual skills and some training, after all owning and driving a Norton or an Harley or a Guzzi in the sixties this was daily bread !!
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Oh, dear God, the Moto Guzzi! Don't remind me. Went like a bat out of hell on the rare occasion that it was in a good mood, but if you looked at it funny, it sat down and sulked for two days straight.
You used to be able to pick one up second-hand for a song. Those who did found out why -- the hard way.
You used to be able to pick one up second-hand for a song. Those who did found out why -- the hard way.
Guzzis are reliable: my '79 has about 100,000 of the hardest miles I could manage in my youth and has never been rebuilt, still runs the original clutch, doesn't leak oil etc.
There really is some similarity with M14 aircraft engines - better for owners with aptitude and interest.
There really is some similarity with M14 aircraft engines - better for owners with aptitude and interest.
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Despite Markkal calling it easy and forgiving, Yak-54 is not viewed this way in its country of origin. In a typical aerobatic training program in Russia, the student would first learn aerobatics in a Yak-52, then take up advanced training in a 54, from which one could then easily switch to an aerodynamically similar 55.
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Guzzi's, Morini's, Mini's (Leyland) when it was damp or raining, with moisture inside magneto distributor, it was a nightmare!!!
Just flew a Yak 54 for the first time today, supposedly the only one in the US (N154DB). Lots of fun! Easy to fly though a bit squirrelly until you get then hang of it (so I'm told - I did not get the hang of it in our one hour flight!) Did a bunch of acros, nothing fancy, just the usual +G stuff. It will snap at the drop of a hat (tiny bit of back stick during a roll for example), but the handling is benign. I didn't do the landing so I can't comment on that. Apparently the glide ratio is worse than the Pitts, which is hard to believe, but it didn't seem as dramatic as the Pitts.
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I used to fly a Yak52 and it has a lot in common with my Guzzi 1200 Griso. Both sound lovely, both have oodles of character and a bottomless pit of power. Hondas are like spamcans in comparison. They do the job but you die of boredom! 
Apparently the glide ratio is worse than the Pitts, which is hard to believe,
) and it was great fun. I agree with SSD's comments on the power. It's the only piston-engined aircraft that I have flown, where I've felt a push in the back as I opened the throttle on take-off.My instructor demonstrated a forced-landing from the overhead. The nose-angle and the ROD were jaw-dropping. I would want a lot of dual practice before trying that solo. The Vampire was a piece of cake, by comparison.
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Ah yes! I've only felt that 'push in the back' when power is increased in the air in 2 aeroplanes - Concorde and the Yak 52!
And yes again - one of the things that amazed me when checking out in the '52 was the prodigious descent rate with power off, fine pitch, flaps and gear down. When Martin first demonstrated it at the downwind / base turn (level with the numbers!) I didn't think we'd land in the same county, never mind on that runway down there between the wing root and the cockpit side.
But demanding though the '52 can be, especially if you screw up aerobatic manouvres (it has a propensity to spin in interesting ways), it's a pussycat to land. In fact as long as the pilot holds the nosewheel off for as long as possible the beast lands itself!
And yes again - one of the things that amazed me when checking out in the '52 was the prodigious descent rate with power off, fine pitch, flaps and gear down. When Martin first demonstrated it at the downwind / base turn (level with the numbers!) I didn't think we'd land in the same county, never mind on that runway down there between the wing root and the cockpit side.
But demanding though the '52 can be, especially if you screw up aerobatic manouvres (it has a propensity to spin in interesting ways), it's a pussycat to land. In fact as long as the pilot holds the nosewheel off for as long as possible the beast lands itself!
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tough choice
Many thanks for the recent posts.
I am still on the hunt for some wings and still indecisive whether to go for something Russian (preferably the '54) or some older Extra 300.
I'm pretty sure both have their advantages. The Extra is probably somewhat more expensive initially but seems on the other hand a little more predictable
in terms of running costs, required maintenance and resale value since it is certified and quite common over here. The Yak 54 is on the other hand a little
cheaper to buy initially and it makes this amazing noise while looking somewhat exotic!
Regarding seating and interior the Extra looks somewhat more comfortable to me than the Yak but I will find that out first hand in the near future.
Gonna be a tough choice, it is a lot of money after all...
Cheers
maehhh
I am still on the hunt for some wings and still indecisive whether to go for something Russian (preferably the '54) or some older Extra 300.
I'm pretty sure both have their advantages. The Extra is probably somewhat more expensive initially but seems on the other hand a little more predictable
in terms of running costs, required maintenance and resale value since it is certified and quite common over here. The Yak 54 is on the other hand a little
cheaper to buy initially and it makes this amazing noise while looking somewhat exotic!
Regarding seating and interior the Extra looks somewhat more comfortable to me than the Yak but I will find that out first hand in the near future.
Gonna be a tough choice, it is a lot of money after all...
Cheers
maehhh