About YAK-50 SN 01 - The Dam Pub Gastropub: Thornbury, Ontario, Town of The Blue Mountains, Single Malt Whiskies, Lunch, Dinner, Casual Dining, Live Music

About YAK-50 SN 01

Serial number 01 all wrapped up in a corner for 30 years

Serial number 01 with the original fixed landing gear and a bubble canopy in 1972

Serial Number 01 June 2012 Billy Bishop Regional Airport, Owen Sound Ontario Canada.

Yakovlev is probably the world’s most illustrious designer of aerobatic training and aerobatic competition aircraft with a history going back to fantastic fighters, considered by many to be the best fighters of the Second World War. · The first post-War light aircraft was the Yak-18 and this went through a number of variations in terms of single and two-seater aircraft and many thousands of the latter were made. · The first serious single-seat aircraft was the Yak-18P, which in turn led to the PM and the PS, each model having lighter weight, more power and greater agility. · The 50 was the final iteration of these single seater Yaks and was designed by Sergei Yakovlev, the son of Yakovlev himself, and although a development of the Yak-18PS, was much lighter; had a totally stressed skin monocoque fuselage and the then new 360hp M14P engine. · The aircraft was first flown in 1975, and after a considerable amount of testing was put into larger scale production at Arsenyev in the Russian Far East and deliveries began in early 1975. The Yak-50 was an outstanding success, and at the 1976 World Aerobatic Championships, took first, second and third in the men’s championships; first to fifth in the women’s as well as taking overall men’s and women’s team prizes. · Unlike the Yak-52, the 50 was made in relatively small numbers (312) until 1985, of which the vast majority were for the Russian DOSAAF and exported were only eight to East Germany and six to Bulgaria. · With the introduction of the Yak-55, Moscow instructed all DOSAAF Clubs to scrap the 50s and return the logbooks to Moscow. Most obeyed this edict, with the result that we now estimate that there are about 66 Yak-50s left in the world.

SN 01 Logbook showing 1st flight on 21 June 1972

sn_01_arrival_at_smolensk_for_rebuild_in_2003_small.jpg

SN 01 Arrival at the factory in Smolensk Russia for the rebuild in 2003

SN 01 Ready for test flight 15 April 2003 after rebuild

SN 01 just painted and ready for shipment to USA in February 2004

SN 01 Delivered to Billy Bishop Regional Airport Owen Sound Ontario 4 May 2011

Gord's first flight in SN 01, 5 November 2011 ...FInally .. after importation into Canada

Here is an interesting video of Russian Aviation. The development of aerobatic aircraft and importance of aerobatic training starts about the 23 minute mark

Nice article by by Nick Barnard on flying the YAK 50 UK Flyer Magazine Summer 2011
http://www.yakovlevs.com/wp-content/uploads/2011/07/FLYER.Yak-50.pdf

Notes from Richard Goode, former British National Aerobatic Champion and one of the worlds formost YAK experts.

One of the most charismatic aircraft of all time and given the very small numbers left in the World (approx. 66), they will undoubtedly appreciate in the future. Today, they provide the looks and flying qualities, as well as performance of a Second World War Fighter, together with a relative economy of operation (10 gallons an hour at economical cruise); lovely handling characteristics; a tough and highly agile airframe - the type was twice World Aerobatic Champion! For those who lust after a piston-engine fighter, but are unable to afford $500,000 or more, the Yak 50 is the obvious answer.

Qualities of the aircraft

We are enthusiastic about all Russian aircraft and of course all Yaks. However, we imported the first two Yak-50s to the West some 14 years ago, and then operated them as an aerobatic team sponsored by ‘Vladivar’ and genuinely feel that they are one of the most desirable aircraft of all times. Although now outclassed by more modern aerobatic aircraft, by virtue of its very light weight and high power, the 50 has a superb performance and genuinely feels like flying a small fighter. We feel its strengths are:

Fantastic straight line performance, particularly in terms of rate of climb –with a 400hp PF engine; 3-blade propeller and lightweight systems, a 50 will climb at 5000 feet per minute!
It of course has exceptional handling qualities.
It looks and sounds and indeed feels like a small fighter.
For its performance it is relatively economical.
With our modifications it has a surprising amount of luggage space.
Probably most important, it is a totally charismatic aircraft and one which we feel is significantly undervalued today and which must represent one of the most ‘gilt-edged’ of aviation investments.

In order to present a balanced picture, it is also worth noting that:

The 50 has relatively short range – 500 kms, although we have made extra internal tanks of 45 litres and now offer long-range integral wing tanks which transform the aircraft by more than doubling the fuel capacity with an additional 150 litres.
It can be somewhat hot in summer, although it is fine to fly the aircraft with the canopy partially open.

Yakovlev Design Bureau

The historic Design Bureau famous for designing the brilliant series of WWII fighters (Yak-1/ Yak-7/Yak-3/Yak-9) developed into jet fighters (Yak-15/Yak-17/Yak-23) and piston-engined trainers (Yak-11). Also famous for its light trainers, both piston (UT-2 to become Yak-18 series, Yak-50 and Yak-52, Yak-55 and Yak-54; high-wing AIR-6 family to develop into a Yak-12 series) and jet (Yak-30/Yak-32 and the latest Yak-130). As if it were not enough, Yakovlev Design Bureau was successful in commercial aviation, with the light commuter Yak-40 to grow into a medium range Yak-42.

Later military jet projects evolved around the Yak-25/Yak-27/Yak-28 interceptor/light bomber family and the vertical take-off fighter theme: the Yak-36/Yak-38 series and the Yak-141 project. Infatuation with helicopters produced a moderately successful Yak-24.

Among the actual Bureau's projects, the Yak-130 military fighter trainer developed jointly with AeroMacchi from Italy, the Yak-54 two seat aerobatic competitor in series production at the Saratov Aviation Plant, the Yak-112 prototype of high-wing four-seat light utility aircraft, as well as a number of other projects under development of which the Yak-152 initial trainer.

The light trainer series evolved from the early 30-s AIR-9 to become UT-2, the most widely produced (7243) trainer. It equipped the numerous OCOAVIAKHIM to become DOSAAF aeroclubs throughout the USSR. In 1946, Yakovlev introduces the Yak-18 which will serve as a matrix to numerous modifications sometimes rather far from the starting point. The Yak-18U is simply the three-legs version, to become the Yak-18A and later the Yak-52. The Yak-18A's aerobatic modification Yak-18P gave the more solid Yak-18PM with a straight wing, then a come-back of the taildragger to gain some weight, the Yak-18PS, to become the Yak-50, where the branches meet, the Yak-52 stemming from both the Yak-18A and the Yak-50. The most distant evolution is the Yak-18T which could be appropriately given other number than "18". It is the only four-seater in the family that inherited the general wing design of the Yak-18A.

Later development brought about the Yak-55/Yak-55M, a completely new aerobatic competition project which became the most common appearance at the interior aerobatic championships. The result of its considerable redesign is the new-comer in the Yak family, the Yak-54 as well as the current project Yak-152

The engines evolved accordingly, from a M-11PF 5-cylinder radial on the UT-2 and Yak-18, to the 260 hp AI-14R on the Yak-18A and -P, the 300 hp AI-14RF on Yak-18PM and -PS, and finally to the World famous 360 hp M-14P introduced in 1972 on the Yak-50 prototype and equipping all light aircraft ever since (including Yak-52, Yak-18T, Yak-55). The latest development is the 400 hp M-14PF installed as option on the later aerobatic machines, the Yak-54 and the Sukhoi series. In its choice of engines for light aircraft, the Yak Design Bureau remained faithful to the Voronezh Mechanic Plant production.