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Yak 18T Flight Report — General Description reference
General
NOTEA four-seat tourer-cum-aerobatic trainer, the 18T was designed by Yuri Yankyevich and first flew in 1967.
NOTEMore than a thousand have been produced and delivered, mainly to Eastern Bloc countries. The manufacturing licence was subsequently bought by TechnoAvia in Moscow.
NOTEAt 27 1/2 feet long and 36 1/2 feet span, the Yak is nearly four feet longer and a foot wider than a Piper Warrior.
Construction
NOTERiveted alloy panels form the main structure. The rudder, double-braced tailplane and elevator are fabric covered.
NOTEThe split elevator has an adjustable trim-tab on each side, while the rudder carries only a fixed tab.
NOTEThe wing centre-section carries an oil radiator in the starboard wing-root and a large metal single-position plain flap-cum airbrake across its span, plus the inward-retracting main gear legs.
NOTEThe battery is mounted on a hinged tray in the port wing-root, released by three Camlock fasteners, and may be dropped down for service.
NOTEExternal power connector behind a small access door near the port wing-root.
Wings and Fuel
NOTEThe wing dihedral starts at the break point just outboard of the main undercarriage. The outer wing panels are fabric-covered and can be removed.
NOTEThe port wing carries a long barber's-pole-striped pitot tube, the stall warning vane, and a large-diameter landing light. The Frieze ailerons are also fabric-covered, while tie-down rings are provided near each wingtip.
NOTEEach wing contains a 95 litre (21 imperial gallon) fuel tank, of which four litres are unusable.
Undercarriage
NOTEOn each of the three gear legs is a small, forward-facing white light for the benefit of the flight dispatcher to confirm undercarriage down at night.
NOTEThree small mechanical plungers protrude — one from the top surface of each wing and one just in front of the windscreen — to act as a belt-and-braces method of checking the undercarriage position.
NOTEMain wheels are 5.00 x 500. Long anti-static wicks trail from each main wheel assembly.
Cockpit and Equipment
NOTEEach door is individually jettisonable via a prominent red handle below the panel. The aircraft can be flown with both doors removed.
NOTEThe front seats are fore-and-aft adjustable. Four-point harness is fitted; no central fifth g-strap nor second aerobatic security strap is provided.
NOTEThe hinged rudder pedals have leather stirrups but no brake pedals. The pedal assemblies are adjustable.
NOTERear passengers have a wide bench seat behind which sits a large yellow-painted auxiliary fuel tank holding 95 litres, which drains automatically into the wing-tanks.
NOTEThe cockpit trim and rear seat materials are reminiscent of an early 1960s aeroplane.
NOTEThe rear side windows boast sliding curtains, also fitted above the two front seats. Two smoked plastic sun visors hinge down from the top of the screens.
NOTEA pull-cord arrangement unrolls a miniature window-blind in front of the pilot's screen to facilitate IMC training.
NOTEA two-speed, self-parking windscreen wiper is fitted, but no washers.
NOTEThe panel is dominated centre-stage by a huge electrically-driven and non-toppling artificial horizon.
NOTEA gyro-magnetic compass is adjustable for north or south hemispheres and individual latitudes.
Fuel System
NOTEA single fuel gauge with a selector switch shows total litres in both tanks on the outer scale, and the contents of the selected tank on the inner scale.
NOTEThe fuel is controlled by a prominent red T-handle on the panel left of the quadrant. Push for On, pull for Off.
Electrical System
NOTEA combined single ammeter/voltmeter is fitted; press its switch for amps, release for volts.
Controls
NOTEEach yoke sports two PTT buttons; the left-hand one opens the air-ground transmission circuit, the right-hand one activates the cockpit intercom.
NOTEThe pneumatically-operated brakes work through a pull-handle on the back of each yoke. The P2 position has an override button to allow the instructor to release the brakes.
NOTEThe park brake is a small button under the yoke; pull the lever and press the button.
NOTENo nose-wheel steering: to turn on the ground, press the appropriate rudder pedal and squeeze the brake lever.
NOTEThe pitch trimmer is a small handle on the left-hand cockpit wall, low-geared taking five turns from full aft to full nose-down trim. A light indicates neutral trim.
Annunciation and Warning Lights
NOTEAnnunciation lights show Fuel low and Gen. fail. Two red lights flash Slow and Stall as the aircraft approaches stalling speed.
Undercarriage and Flap Controls
NOTEThe undercarriage lever is set low down on the left-hand end of the panel, pressed firmly before operation, with a slide-across safety bar.
NOTEThe two-position (Up and Down) flap lever is on the central quadrant with the cowl gills control, carb heat, oil cooler selector and throttle friction lever.
NOTEThe prop lever actuates a microswitch which, at anything less than full throttle in fully fine setting, illuminates the landing gear warning light.
Starting engine_start
NOTEThe big radial requires to be thoroughly warm before flight.
NOTEFor really cold climates the engine oil can be diluted by a button next to the starter, feeding neat petrol into the sump, up to twelve per cent dilution.
Taxying taxi
NOTETaxying requires a degree of initial concentration, at least until the braking system is mastered for turning.
NOTENo nose-wheel steering: to initiate a turn requires differential braking by pressing the appropriate rudder pedal, then squeezing the brake lever.
Pre-flight Run-up before_takeoff
NOTEThe pre-flight run-up only differs slightly from that of a Lycoming or Continental.
Take-off takeoff
Climb climb
Cruise cruise
NOTEFly at almost equal settings on the two gauges, e.g. 80/80, 60/6. Throttle and prop levers are well-matched and can be treated almost as one.
NOTEAt 6,000 feet the 59 per cent setting produces 150hp and fuel consumption of eleven gallons an hour at 205kph (110 knots).
NOTEThe M14 radial has a rather irritating harmonic in cruise; both prop and throttle levers vibrate sufficiently to blur their handles.
Aerobatics and Handling reference
NOTEAilerons and elevator are light and responsive, though the rudder is heavier. Full aileron requires only about forty degrees deflection either way.
NOTEThe test aircraft had no inverted oil system, so no negative manoeuvres were permitted. An inverted oil system is an option.
NOTEG limits are +6.4/-3.2g.
Stall and Spin reference
NOTEThe stall is signalled by a horn, flashing lights and a pre-stall buffet. Roll authority remains present throughout.
NOTEThe Yak is cleared for spinning; a three-turn spin and recovery consumes about 2,300 feet loss of height.
Circuit and Approach approach
NOTEIn the last stages of final approach and flare, the airfield disappears under the nose; look peripherally to judge height and keep directionally straight.
NOTEThere is little float; touchdown occurs about six inches before one expects it. Unless the yoke is right back at contact, the nose-wheel drops with a thump.
Touch-and-go / Balked Landing go_around
NOTEPitch-up is accentuated if flaps are still down or trim hasn't reached neutral by lift-off.
Landing landing
NOTEDeceleration after landing is noticeable, even without brakes.
Dimensions reference
Weights and Loadings weight_and_balance
Performance performance
Engine and Propeller reference
Source: Yakovlev/Yak 18T/yak18t_fltrep18.txt
Rights: licensed
Checklist hash:d554d9058dfbb6bdeae47891b2b6a24e…
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reference renderer. Verify against the aircraft's own approved documentation before use.