Design similarities to the mentioned jet types include identical engine monitoring instruments, identical flight instruments, and identical locations of functional controls. The brakes are actuated on the control stick, as are all Russian and many other European designs, and ground taxi handling is virtually identical to those jets. The low aspect ratio, highly loaded wing design has glide and approach characteristics similar to a jet, and even the engine RPM is calibrated in percent, not absolute RPM, again similar to jet engine management.

In addition to teaching the all important pilot skills that will later be required, ownership of a Yak teaches prospective Jet operators several skill sets that are not purely “stick and rudder” in nature.

First, the aircraft is a benign example of an aircraft for which the operator will need to find a qualified and willing mechanic able to adapt to working on a nonstandard aircraft design. While not difficult to work on, these aircraft require a mechanic to be adaptable, and to be willing to learn new systems, methods, and maintenance requirements. It also teaches operators to learn how to locate and procure parts for an aircraft that is not serviced at every airport in the world. These skills will be even more important if the operator later desires to operate a jet.

Second, from an entirely different aircraft operation standpoint, the Yak also offers an operator the opportunity to learn how to operate a Foreign Experimental Aircraft under the required FAA operating rules, skills that will become even more important if a later jet purchase is contemplated. Things like FAA Operating Limitations, Geographic Practice Areas, Annual Program Letters, and similar items of a clerical and documentation nature are the same no matter if the aircraft is a piston military surplus experimental or a jet.

For the above cited reasons, it is our opinion that a prospective jet operator should seriously consider operating a Yak-52 for some period of time before purchasing a jet. Many operators continue to own a Yak after a jet is purchased, if only to maintain flying currency for far lower cost per hour requirements. If a pilot desires to later fly jets, but does not yet have the required 1000 hours of aeronautical experience needed to qualify for an Authorization in a turbine aircraft, there could be no better preparation while building time than to operate a Yak.

Red Star Aviation is one of the oldest and most experienced Yak operators in the USA. We have continuously been involved with Yaks since 1992, and we have owned no less than 12 Yak-52’s as well as one Yak-50 and one Yak-55. We have encyclopedic knowledge of these aircraft and their systems, and are able and willing to assist you in selecting both aircraft for purchase and in locating qualified training providers for your use. We do at present operate one Yak-52, based in Linden, NJ, just minutes south of Newark Airport. This aircraft is available for pilot evaluation and familiarization training. In addition, we are always pleased to perform flight training in your aircraft, or to suggest other equally capable instructors who may be located closer to you.