Yak 18T User manual

Yak 18T Flight Operations Manual
Page 2 of 82
Disclaimer: This manual is to be used as a reference only, it is based on translated Yak 18T Flight Operations
Manuals and has not been approved by the Yakovlev Design Bureau or any other authority.
Table of Contents
TABLE OF CONTENTS.................................................................................................. 2
INTRODUCTION......................................................................................................... 5
Disclaimer...............................................................................................................5
SECTION 1–BACKGROUND INFORMATION .................................................................... 6
1.1. Introduction .....................................................................................................6
1.2. Purpose ...........................................................................................................6
1.3. Collapse of the Iron Curtain...............................................................................7
1.4. The Aircraft......................................................................................................7
1.5. The Fuel System...............................................................................................9
1.6. The Control Panel ...........................................................................................10
SECTION 2-TECHNICAL INFORMATION ...................................................................... 11
2.1 Performance....................................................................................................11
2.2 Dimensional Characteristics of the Yak 18T ........................................................11
2.3 Fuel Specification and Octane Number...............................................................13
2.4 Carburettor .....................................................................................................13
2.5 Fuel Pressure in front of Carburettor .................................................................13
2.6 Petrol Pump ....................................................................................................13
2.7 Fine Filter........................................................................................................13
2.8 Oil Grade ........................................................................................................13
2.9 Oil Consumption ..............................................................................................13
2.10 Oil Pressure...................................................................................................13
2.11 Oil Inlet Temperature.....................................................................................13
2.12 Cylinder Head Temperature ............................................................................13
2.13 Magnetos ......................................................................................................13
2.14 Spark Plugs ...................................................................................................13
2.15 Propeller .......................................................................................................14
2.16 Main Flight Performance at Standard Conditions ...............................................14
2.17 Airfield Performance.......................................................................................14
SECTION 3–OPERATIONAL LIMITATIONS ................................................................... 15
3.1. Flying Limitations............................................................................................15
3.2. Operational Loading........................................................................................15
3.3. Crosswind Components ...................................................................................15
3.4. Weight and Balance Data ................................................................................15
3.5. Other Limitations............................................................................................16
SECTION 4-PRE-FLIGHT INSPECTION........................................................................ 17
4.1. Preliminary Pre-Flight Actions...........................................................................17
4.2. Relevant Documentation .................................................................................18
4.3. Performing the Inspection ...............................................................................19
SECTION 5–ENGINE START PREPARATION ................................................................. 27
5.1. Hydraulic Lock/Shock Avoidance ......................................................................27
5.2. What is Hydraulic Lock/Shock?.........................................................................27
5.3. The Consequences..........................................................................................27
5.4. What can be done?.........................................................................................28
5.5. Other Solutions...............................................................................................28
5.6. Conclusion .....................................................................................................29
SECTION 6–ENGINE START ..................................................................................... 30
6.1. Prior to Starting the Engine .............................................................................30
6.2. Avoiding Hydraulic Shock ................................................................................30
6.3. Engine Priming ...............................................................................................30
6.4. Engine Starting...............................................................................................31
6.5. Engine Warm-up.............................................................................................32
6.6. Taxiing to the holding point.............................................................................33

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6.7. Engine Run-up ...............................................................................................34
SECTION 7-FLYING................................................................................................36
7.1. Take-off Preparation .......................................................................................36
7.2. Take-off and Climb .........................................................................................36
7.3. Cross-Wind Take-Off.......................................................................................37
7.4. Climbing ........................................................................................................38
7.5. Engine Overheating (During the Climb).............................................................38
7.6. Horizontal Flight .............................................................................................39
7.7. Chips in Oil.....................................................................................................40
SECTION 8–AEROBATIC FLIGHT MANOEUVRES ........................................................... 41
8.1 Steep Turn: 45° of bank...................................................................................41
8.2 Steep Turn: 60° of bank...................................................................................42
8.3 Figure Eight ....................................................................................................43
8.4 Combat Turn...................................................................................................44
8.5 Diving.............................................................................................................44
8.6 Steep Climb/Zoom ...........................................................................................44
8.7 Spiral..............................................................................................................45
8.8 Slipping ..........................................................................................................45
8.9 Slow/Barrel Rolls .............................................................................................46
8.10 Flick/Snap Rolls .............................................................................................46
8.11 Half-roll.........................................................................................................47
8.12 Normal Loop..................................................................................................47
8.13 Half-Loop and Half-Roll ..................................................................................48
8.14 Aircraft Behaviour at Large Angles of Attack and Stall .......................................49
SECTION 9-SPINS.................................................................................................. 51
9.1. Entry into spin................................................................................................51
9.2. Spin Recovery ................................................................................................52
9.3. Recovery from an Inverted Spin.......................................................................53
9.4. Unintentional Snap or Fall into Spin..................................................................53
SECTION 10 -LANDING ...........................................................................................55
10.1. Descent and Landing Preparation ...................................................................55
10.2. Planning the approach...................................................................................55
10.3. Going Around ...............................................................................................56
10.4. Landing........................................................................................................56
10.5. Crosswind Landing........................................................................................57
10.6. Engine Shutdown..........................................................................................57
SECTION 11 -SPECIAL CASES IN FLIGHT .................................................................... 59
11.1. Pilot Actions in case of Engine Failure .............................................................59
11.2. Pilot Actions in case of Pressure Drop .............................................................59
11.2.1. Engine Failure and the Primer .....................................................................59
11.2.2. Pilot Actions in case of drop in Engine Oil Pressure........................................ 60
11.3. Pilot Actions in case of drop in Fuel Pressure and Non-Uniform Fuel Consumption
...........................................................................................................................60
11.4. Pilot Actions in case of Engine Vibration..........................................................60
11.5. Pilot Actions in case of Propeller Over-speeding...............................................61
11.6. Pilot Actions in case of in-flight Fire ................................................................61
11.7. Pilot Actions in case of Forced Landing ...........................................................61
11.8. Pilot Actions in case of Emergency Undercarriage Extension .............................62
11.9. Pilot Actions in case of Emergency Flap Extension............................................62
11.10. Landing with the Flap Retracted ...................................................................63
11.11. Pilot Actions in case of Brake Failure.............................................................63
11.12. Pilot Actions in case of Radio Station Failure..................................................63
11.13. Pilot Actions in case of Generator Failure.......................................................63
11.14. Pilot Actions in case of Converter Failure .......................................................64
11.15. Pilot Actions in case of Speed Indicator Failure ..............................................64
11.16. Pilot/Crew Actions in case of a Emergency Bailout..........................................64
11.17. Pilot Actions for Engine Hand Starting...........................................................65

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11.18. Special Feature of the Power Unit at low ambient temperatures ......................66
SECTION 12 -OPERATION OF SYSTEMS AND EQUIPMENT ............................................... 67
12.1 Radio Station.................................................................................................67
12.2 Radio Compass..............................................................................................67
12.2.1 General Information ....................................................................................67
12.2.2 Pre-flight radio compass switching-in, tuning and checking.............................67
12.2.3 Radio Compass Usage in Flight.....................................................................68
12.2.3.1 Compass System ...............................................................................70
12.2.3.2 Pre-Flight Compass Switching-on ........................................................70
12.2.3.3 Troubles and failures of the Gyro-magnetic Compass............................71
12.2.3.4 Magnetic Compass.............................................................................72
12.2.3.5 Gyro-horizon .....................................................................................72
12.2.4 The Heating and Ventilation System .............................................................77
12.2.5 Aneroid and diaphragm actuated instruments and the pitot static systems .......77
12.2.6 Operational Limitations................................................................................78
12.2.7 Light Facilities.............................................................................................79
INDEX ...................................................................................................................81

Yak 18T Flight Operations Manual
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Manuals and has not been approved by the Yakovlev Design Bureau or any other authority.
Introduction
This manual is to be used as a general guide for owners and pilots to understand and
become familiar with Yak 18T Flight Operations. Flying acquaintances can also make use of it
as an initial education prior to practical experience. This document is based on two versions
of translated Russian flight operations manuals. They were brought together in this single
document with diagrams and images where appropriate.
The main purpose of this guide is to present the reader with pertinent information,
experiences and wisdom about the Yak 18T. If you have information that should be included
in this manual, either identified as an obvious omission or as a useful enhancement, then
kindly contact Alex Berry by email at [e-mail]. This document is up for
review by Yak 18T owners and pilots.
The Yak 18T aircraft was initially designed for training Aeroflot pilot cadets. It was purposely
designed and manufactured as a robust but flexible 4-seat touring aircraft with the added
bonus of aerobatic capabilities. In recent times, many of these aircraft have been brought
back to life via a complete overhaul both mechanically and cosmetically, with custom paint
schemes, up rated engines and executive leather interior being commons options. For these
reasons, and many more, the Yak 18T is a serious contender for the discerning pilot who is
seeking both aerobatic capability and, with extended fuel tanks, good touring capacity.
The 18T is worthy of all due consideration, especially when value for money is a key factor in
the decision to purchase a recently overhauled aircraft. The 18T is considered a complex
aircraft; it has a 360HP 9-Cylinder M-14P radial engine with both Retractable Gear and
Variable Pitch Propeller, clearly not your average PA-28 or C172. The engine demands care
and respect like any other engine, but it may be somewhat different to what you are used to,
or what you trained in. However, do not let this dissuade until you have all the facts and
have had a much closer look at this charismatic type.
Many modifications for the 18T are currently available. For example, the engine can be up
rated to 400HP, the propeller can be exchanged for a 3-blade German MTV-9 240/250
(amongst others), inverted fuel and oil systems, extended wing tip and extended wing tanks
can also be fitted. This manual does not however take into account the majority of these
modifications – although we would be happy to incorporate these sections should they
become available.
This manual contains instructions on Yak 18T piloting technique and general flight operations
on the ground and in-flight. The checks in this guide also assume that only one person is
present, the Pilot-in-Command (PIC).
Disclaimer
This flight operations manual is for guidance purposes only and has not been officially
approved by Yakovlev or any other authority. It is not “a” or “the” definitive guide to Yak
18T Flight Operations and no claim is made to this effect. The originator of this document
will not be held responsible for any action taken as a result of information presented herein.
Your support and assistance with the content and accuracy of this manual will no
doubt aid all Yak 18T owners in continuing to conduct safe and informed flights.

Yak 18T Flight Operations Manual
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Section 1 – Background Information
This section contains a brief background that was largely extracted from an article by A.
Dugin (Smolensk) titled “YAK 18T. LIFE GOES ON”.
1.1. Introduction
The 25th anniversary of the first Yak 18T take-off at the Smolensk Aircraft Manufacturing
Plant was celebrated on May 25th, 1999. Today, the Yak 18T is the most popular general
aviation aircraft in the Commonwealth Independent States (CIS) countries.
It is well-known to all aviators of the CIS countries, developed by the Yakovlev Design Bureau
and followed the Yak-18U, Yak-18A, Yak-18P, Yak-18PM and Yak-18PS. The 18T was the
final modification in the Yak-18 family. The two-seater basic aircraft Yak-18 (1946) was put
into production in 1947-1955 at the Arsenyevsk and Kharkov Aircraft Manufacturing Plants as
well as in China. 3,752 and 379 aircraft were built in the USSR and China respectively. The
Yak-18U (1953) is an improved two-seater trainer. During the period of 1954-1957 960 Yak-
18U were put out at Arsenyevsk Aircraft Manufacturing plant. The Yak-18-A (1957) was
produced from 1957 till 1961 at Arsenyevsk Aircraft Manufacturing Plant (927 aircraft) and
1,796 planes were made in China. In 1961-1962, 125 aircraft were put out at Arsenyevsk
Aircraft Manufacturing Plant. The Yak-18PM (1966) is aerobatic. In 1970-1972, 25 aircraft
were produced in Arsenyevsk. The Yak-18PS (1970) is aerobatic too but there is no
information about the number of aircraft produced (according to Russian Publishing Company
Kodeks and KONVERSULT Consulting Company database).
1.2. Purpose
At first, the Yak 18T was designed to be multi-purpose. That's why the Ministry of Timber
Industry and the Ministry of Public Health ordered 300 aircraft each (unfortunately their
requests were not met). According to the USSR Council of Soviet Ministers (SOVMIN), the
Yak 18T became a trainer for the Civil Aviation schools, so that the production program was
intended only for the Ministry of Civil Aviation.
For ten years the Smolensk Aircraft Manufacturing Plant sent its output to Aktubinsk,
Buguruslanovsk, Kirovograd, Krasnokutsk, and Sasovsk Civil Aviation schools. The Yak 18T’s
were not delivered to the DOSAAF (semi-military organisations) airclubs.
Only a "go-ahead" Ivanovsk airclub managed to get 10 aircraft. All-in-all 536 Yak 18T were
produced in Smolensk for the period of 1973-1983, including experimental and prototypes.
In 1974 an ambulance aircraft was built. Its purpose was to transport a patient on a
stretcher with the escort of a doctor. But the series production of this configuration was not
organized. Also, versions of an aircraft with ski and floating landing gears were being
developed at the Yakovlev Design Bureau. But everything was in vain. Nothing came out of
it.
The schools mastered the Yak 18T well while using it. All the shortcomings of the design
were eliminated and improved according to 217 bulletins. But in 1988 according to the
decree of the Ministry of Civil Aviation (MCA) of the USSR all the aircraft were taken out of
operation and subjected to discarding, even though the aviation industry produced nothing
comparable to replace the Yak 18T. Absolute nonsense! For example, in Kirovograd plant, a
team of workers, having completed the up-dating according to the bulletins, as it had been
planned, signed their names in the logbook of the aircraft, which next morning was carried
away for good. All aircraft fleet was replaced by the An-2 at the schools.

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The students had to study the nuts and bolts of training flights "in a Kamaz instead of
Zhyguli" (which means dump truck and automobile respectively) was a witty remark of one of
the pilot instructors. Part of the worn off Yak 18T was utilized. But after the interference of
a newly created USSR Federation of Amateur Aviators, DOSAAF workers and motorcar
enthusiasts were held to ransom aircraft for the depreciated cost. The nimblest managed to
get the condemned for scrap-iron aircraft for 500…800 soviet roubles each or even for
nothing. Thanks to such a decision more than 200 aircraft became privately owned property.
As for the YAK 18T, it turned out to be the first popular General Aviation aircraft in the CIS
countries. But, unfortunately, it is almost the only one up to the present day.
1.3. Collapse of the Iron Curtain
After the "iron curtain" collapsed, this aircraft attracted the attention of foreign countries.
Apparently, the aircraft participation in widely advertised flights of the crews of the Russian
Federation of Amateur Aviators to the USA and Australia boosted its popularity. The aircraft
were taken abroad in different ways. That's why at the present time the habitat of the
aircraft spread to various countries from Bulgaria to New Zealand.
In 1993, the Smolensk Aircraft Manufacturing Plant resumed Yak 18T production. Although
the rigging was made afresh, the aircraft structure did not change. Outwardly the second-
generation aircraft differs by symmetrical installation of two footboards (footboards of the
first-generation aircraft were mounted only on the left side). Little changes also occurred in
the equipment make-up. The ARK-9 was replaced by the ARK-15M.
The Ulyanovsk Civil Aircraft Academy (UCAA), the former Civil Aviation Centre of the Council
of Mutual Economic Assistance, became the biggest customer of the second-generation
aircraft. Having got their bearings, the UCAA supervisors made a decision to get involved in
primary training and bought 15 Yak 18T in Smolensk. And here is the result: if other schools
go on using the An-2 as a trainer, and have been handing over certificates about completing
the theoretical course instead of pilot license, in Ulyanovsk the students fly as much as they
are supposed to.
1.4. The Aircraft
The aircraft fuselage is mainly of riveted structure. Glue-welded joining of stringers and skin
is used in the rear part. The wing is two-spar, cantilevers are mounted to the centre-section
by the joint of the "lug-plug" type with four bolts each. The wing centre-section is made as a
one-piece unit with a fuselage and the wingspan is 3.6m (11ft). That puts certain limitations
on ground transportation. Along the whole span of the centre-section to the lower berth of
the rear spar, the landing dashboard is hanging. The frame of the wing and tail unit is all-
metal. Wing panels, ailerons, fin, stabilizer, elevator and rudder have aircraft cotton fabric
ÀÌ-93 skin, which is called ‘percale’ in Russia, although these are different materials that can
be used.
The cabin is four-seat. Along the cabin sides there are two car-type doors from 850 to
1250mm in size, equipped with an emergency fault mechanism that allows the doors to be
jettisoned in an emergency. In the first row there are two armchairs, adjustable vertically
and horizontally with the mechanism of shoulder belts tightening. There is a passenger
couch in the second row. Behind it there is an upper baggage rack and under it is quite a
substantial baggage compartment. The hatch of the baggage compartment is to the left side
of the board of the fuselage. The hatch lid opens up. And when it is closed, it is held by a
pintle lock. Access to the lock-knob is from the cabin side with a rack-back position of the
couch.
There is a heating system, in which the outward air is heated from a heat exchanger of the
engine exhaust and comes into the cabin. The system insures the windshield blower of the
canopy. The air-cooling system ensures the cabin pressurization under the velocity head

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influence (air intakes are located on both sides of the fuselage and on the canopy upper
frame). Left windshield is provided with an electric drive windshield wiper. The service
ceiling is 5,520m (16,730 ft). But as oxygen system is not available on-board, it is not
permitted to fly higher than 4,000m (13,120 ft) as it is stated later in this Flying Operations
Manual (FOM).
The power plant consists of the M-14P engine and a variable-pitch propeller V530TA-D35 with
an rpm governor R-2. It is completely identical to the propeller group of the Yak-52s, except
for some little differences in engine mounting. The tricycle-equipped landing gear with the
nose strut is retractable. The front strut wheel is castor. The main landing gear wheels have
block brakes. All landing gears are of telescopic type with a oleo-pneumatic shock-strut
(AMG-10 oil and nitrogen). The double action shock struts are used in the Yak 18T. They
ensure overcoming of the unpaved runway roughness with a smaller loading for frame
construction. The tire pressure is 3 kgpcm² (61lbpsq.ft). A skilled pilot can turn the aircraft
around practically on one wheel. The turning radius equals the landing gear tread width. A
parking brake system is provided for the Yak 18T. In the case of the main system failure, the
emergency system can perform all the functions except for the M-14P start. The capacity of a
main air system cylinder is 12l (3.2 gal), the emergency one is 3l (0.8 gal). During the flight
the air system is recharged from the AK-50T compressor, mounted on the engine.
1. Propeller
2. M-14P engine
3. Oil tank
4. Pilot chair
5. Radio equipment
6. Landing light
7. Fuel tank
8. Retractable landing gear
The fuel (standard version) is distributed in two main tanks with the capacity of 95l (25 gal)
each and in the service tank with the capacity of 3.5l (0.9 gal). The fuel is fed by gravity from
the main tanks to a service tank, located in wing panels. The service tank is mounted lower
than the main ones. The fuel is fed from the service tank, mounted on the engine by the
702K rotary pump. Before the engine start-up a fuel priming pump is used for priming its
cylinders and the 702K fuel pump. The fuel to be used is B-91/115 gasoline, GOST (State All-

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Manuals and has not been approved by the Yakovlev Design Bureau or any other authority.
Union standard) is 1012-72. But Voronezh Mechanichal plant is going to use the automobile
AI-92 gasoline for the M-14P operation in the nearest future.
The oil system ensures oiling and cooling of rubbing surfaces of the engine parts as well as
the P-2 regulator pump. The MS-20 oil of GOST 21743-76 is used in it. The oil circulation in
the system is forced by the MN-14 gear pump, mounted on the engine. The oil tank is
mounted on frame No 0. Its capacity is 24 l (6.35 gal). The air-oil cooler 2281-2-0 of a
tubular type is mounted on the right side of the center-section of the front spar. Its air intake
is located in the wing leading edge flap. To make the engine start-up easy in winter the
system of oil thinning by gasoline is provided.
The Yak 18T inherited the ability to perform a full complement of aerobatics from the early
aircraft of the "T" family. There is only one point to pay attention to. The standard oil system
design doesn't provide the engine oiling during the inverted flight. That's why the FOI forbids
its performing. The fuel and oil consumption doesn't exceed 45 lph (12 galph) and 1 lph (0.26
galph) respectively at the second cruising regime.
Three power supply systems are used on the Yak 18T. They are: a direct-current of a voltage
of 28V, an alternate single-phase current of a voltage of 115V with frequency of 400 Hz and
alternate three-phase current of the voltage of 36V and frequency of 400 Hz. The primary
system is a direct-current system with the GSR-3000M generator and the 20NKBN-25UZ
storage battery. The sources of alternate current are the PO-250A (115V) and the PT-200Ts
(36V) converters.
1.5. The Fuel System
1 - oil dilution valve 10 - fuel drain valve
2 - P-1B fuel pressure transmitter 11 - vent pipe
3 - oil feed pipe 12 - check valve
4 - main fuel tank 13 - 740400 hand primer pump
5 - service tank 14 - fill hoses
6 - main fuel tank 15 - bypass pipeline

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7 - filler 16 - fuel fire shut-off valve
8 - fuel quantity transmitter 17 - fuel filter
9 - overflow and vent line 18 - overflow and vent line of a service tank
The standard complete set of aircraft instrumentation consists of the GMK-1AE compass
system (CS), the AGD-1K gyro horizon, the EUP-53U turn indicator, the UC-450K airspeed
indicator, the VD-10K altimeter, the VR-10MK VSI rate-of-climb indicator, the AM-10K
accelerometer, the AchC-1 aircraft clock, the KI-13K magnetic compass, the SSKUA-1 angle-
of-attack warning system.
1.6. The Control Panel
1 - engine start button 12 - US-450 speed indicator 23 - EUP-53U indicator
2 - 2M-80 air system gauge 13 - 1122-B horizon indicator 24 - TUE-48 temperature indicator
3 - AM-1OK accelerometer 14 - VR-1MK rate-of climb indicator 25 - TTsT-1 temperature indicator
4 - landing gear warning light 15 - MV-1bV pressure vacuum gauge 26 - SBES-2077B fuel quantity
indicator
5 - PM1-1 magneto switch 16 - ground break-down control
button
27 - ARK-15 control panel
6 - hand primer pump product No
740400
17 - VD-1OK altimeter 28 - KM-8 compensator
7 - T6-U2 signal panel 18 - SSLUA-1 system indicators 29 - fuel emergency shut-off cock
handle
8 - GMK-1AE control panel 19 - UKZ-1 indicator 30 - Baklan-5 control desk
9 - 20 - PTE-1 tachometer indicator 31 - landing gear emergency
release cock
10 - SPU-9 control panel 21 - VA-Z voltammeter 32 - electrical system charging
cock
11 - YGR-4UK indicator 22 - AchS-1K clock 33 - AZRGK-2 break-down
signalling
The radio equipment consists of the Baklan-5 radio compass and the MRP-56P station and the
SPU-9 intercom. The radio navigational equipment includes the ARK-15M automatic marker
receiver.
The RV-5 low-altitude radio altimeter and the Os-1 device for automatic landing were
additionally installed on five aircraft for Kirovograd flying school some years ago. But Soviet
GPS for the Yak 18T was unclaimed. So the aircraft of such a complete set haven't been
produced any more.
For the night flights and in conditions of low visibility the red highlight of the dashboard and
the control panel is provided. Besides the navigation lights and the MSL-3 signal beacon, the
exterior lighting equipment includes the LFSM 28-200-landing/taxi light.

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Section 2 - Technical Information
This section contains some technical information about the performance, dimensional
characteristics and standard equipment of the Yak 18T.
2.1 Performance
Engine 360HP, M-14P
Engine starting system Pneumatic
Cylinders 9, Radial, Star-type/single layer
Cubic capacity 10 litres (1.1l per cylinder)
Cooling system Air
Weight (dry) 214kgs ±2%, 471lbs ±2%
Max engine speed 101%
Empty weight 2,728lbs, 1,240kg
Gross weight 3,630lbs, 1,650kg
Average cruise 200km/h, 108kts, 124mph
Top speed (sea level) 262km/h, 141kts, 162mph
Max. IAS (straight and level flight) 300km/h, 162kts, 186mph
Max. IAS (straight and level flight with bumpiness) 360km/h, 194kts, 224mph
Max. IAS (in a dive) 460km/h, 248kts, 285mph
Range, 193litres (std. no reserve) 760km, 470miles, 3hrs 45mins
Range, 193litres (+30mins reserve) 660km, 410miles, 3hrs 15mins
Range, 193litres (+45div. + 30mins reserve) 510km, 315miles, 2hrs 30mins
Range, 320litres (ext. no reserve) 1,250km, 775miles, 6 hrs 20mins
Range, 320litres (+30mins reserve) 1,150km, 714miles, 5 hrs 50mins
Range, 320litres (+45div. + 30mins reserve) 1,000km, 620miles, 5 hrs 5mins
Ground run 1,221ft, 370m
Ground roll 1,155ft-1,551ft, 350m-470m
Service ceiling (with supplemental oxygen) 16,400ft, 5,000m
Service ceiling (without supplemental oxygen) 13,120ft, 4,000m
The ranges above are based on an approximate average burn rate of 50 litres per hour of flight at 200km/h i.e.
Cruise I. Monitor the fuel burn rate of your particular aircraft against these figures (it may be more or slightly less)
and always err on the side of caution. Also note the additional ground run and roll distances based on take-off
weight, fuel load, C of G, runway slope, icing conditions etc. Never conduct flights purely based on the figures stated
above.
2.2 Dimensional Characteristics of the Yak 18T

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2.2.1 General Data
Length 8.39m ±1.6cm (27’6”)
Height 3.4m (11’1”)
LG wheel track 3.12m ±2cm (10’2”)
LG wheel base at rest 195.5cm ±0.6cm
Tyre size (braked wheel tyres of main undercarriage
legs)
50*15cm
Tyre size (nose undercarriage leg) 40*15cm
Distance from tip of propeller blade to the ground (at
parking position with compressed shock struts and
wheel tires)
16cm
Pitch angle at rest 2°
2.2.2 Wing
Section Klark YH
Area, Span 18.8m², 11.16m (36’7”)
Length of mean aerodynamic chord 1.74m (5’8”)
Aspect ratio 6.6
Dihedral (along ¼ chord line) 7°20’
Angle of wing setting 2°
Ailerons area 1.92m²
Aileron deflection (up/down) 22°-1° / 15°-1°
Landing split flap area 1.6m2
Deflection angle of the landing split flap 50° +3° / -1°30’
2.2.3 Horizontal Tail
Area 3.185m²
Span 3.54m (11‘7”)
Elevator area (incl. trim tab) 1.235m²
Dihedral 0°
Elevator deflection (up/down) 25° -1°30’ / 25° -1°30’
Elevator trimmer deflection (up/down) 20° +3°40’ / 20° -1°15’
2.2.4 Vertical Tail
Area 1.7m²
Rudder area 0.982m²
Rudder deflection (left/right) 27°-1° / 27°-1°
2.2.5 Engine Conditions
Engine Condition Power nr. Ground (HP) Crankshaft Speed Supercharger
pressure, mm mercury
column
Specific fuel
consumption g/l,
s.hr
Take-off regime 360-2% (reduced) 99-4% ground
99+1-2% air
Po+125±15 285-315
Nominal I 290-2% (reduced) 82%-84% Po+95±15 280-310
Nominal II 240-2% (reduced) 70% Po+75±15 265-300
Cruise I 0.75 of the measured
power at Nominal II
64% 735±15 (absolute) 210-230
Cruise II 0.6 of the measured
power at Nominal II
59% 670±15 (absolute) 215-235
Idling ≤26%
1. Higher power limit and boost pressure behind the supercharger at take-off, Nominal I and II is not limited
2. 99.4% of the crankshaft rotational speed corresponds to 2900rpm
3. Time of continuous engine operation in the take-off regime must not exceed 5mins at peak rpm conditions are
1min at rest conditions
Maximum engine speed (rpm) 101%
Idling (26%) to take-off regime engine acceleration
capacity at V=0, H=0 does not exceed
3 seconds
Maximum over-speeding at acceleration application in
flight (duration does not exceed 1 second and time
during service life – 30 minutes)
109%

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Manuals and has not been approved by the Yakovlev Design Bureau or any other authority.
2.3 Fuel Specification and Octane Number
Petrol B-91/115
Gost 1012-72 (octane number ≥91)
2.4 Carburettor
Symbol AK-14P
Type Pressure carburettor, without float
Inlet temperature +10°C - +45°C
2.5 Fuel Pressure in front of Carburettor
At operating conditions 0.2-0.5 kgf/cm²
At minimum rpm at least 0.15 kgf/cm²
2.6 Petrol Pump
Symbol 702 ML
Type Lobe rotary pump
Number per engine 1
2.7 Fine Filter
Symbol 8D 2.966.064
Type Sump, gravity filter
Filtration fineness 36-40μm
2.8 Oil Grade
For flight and winter ops. MC-20 or MK-22 (Gost 10103-49)
2.9 Oil Consumption
At Cruise I (g/l sec/hr) ≤8 (during 1st overhaul)
2.10 Oil Pressure
At operating conditions 4-6 kgf/cm²
At minimum rpm (in the main line) ≥1 kgf/cm²
(Measured through a special pipe connection at the oil pump)
2.11 Oil Inlet Temperature
Recommended 50°C - 65°C
Minimum permissible 40°C
Maximum during long term operations 75°C
Maximum temperature in first 15mins operation 85°C
2.12 Cylinder Head Temperature
Recommended 140°C - 190°C
Minimum permissible for engine normal operation 120°C
Minimum for continuous operation 140°C
Maximum for continuous operation 220°C
2.13 Magnetos
Symbol M9-25M
Type Four-spark, shielded
Number in the engine 2
2.14 Spark Plugs
Symbol CD-49CMM
Number per cylinder 2
Ignition sequence 1-3-5-7-9-2-4-6-8

Yak 18T Flight Operations Manual
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Manuals and has not been approved by the Yakovlev Design Bureau or any other authority.
2.15 Propeller
Symbol V530TA-D35
Type Variable-pitch tractor
Action Direct
Direction of action Left
Diameter 2.4m (7’10”)
Blades 2
Minimum blade angle at 1000mm radius 14°30’±10’
Maximum blade angle at 1000mm radius 14°30’±10’
Range of blade rotation 20°±40’
Weight 40kg+2% (88lbs+2%)
2.16 Main Flight Performance at Standard Conditions
Maximum indicated horizontal airspeed 262km/h, 141kts 162mph
Maximum service ceiling 13,120ft, 4,000m
As standard oxygen equipment is not available in the aircraft, flights at altitudes above
4,000m (13,120ft) are PROHIBITED. In order to avoid the engine overheating, the climb to
3,000m (9,900ft) should be made at Nominal II (70%) conditions -
•V(limit) = 170km/h (91kts) at ambient temperature near the ground up to +20°C
•V(limit) = 180km/h (97kts) at ambient temperature near the ground over +20°C
Climb from 3000m and higher is allowed to be performed at Nominal I conditions V(limit) =
165km/h (89kts). Time to climb to an extreme high altitude is ≤35 minutes.
2.17 Airfield Performance
Take-off
Weight
Rotation
Speed
Take-off
Run
Take-off
Distance to
10m (33ft)
Length of
Aborted
Flight
Touch-
down
Velocity
with Flap
Landing
Run
Landing
Distance
from 15m
(50ft)
At mean conventional bearing power of soil 8-9 kgf/cm²
1,650kg 135km/h 370m 670m 850m 130km/h 470m 790m
1,510kg 125km/h 265m 540m 650m 120km/h 390m 690m
3,637lbs 73kts 1,214ft 2,198ft 2,789ft 70kts 1,542ft 2,592ft
3,329lbs 67kts 870ft 1,772ft 2,132ft 65kts 1,279ft 2,264ft
At mean conventional bearing power of soil 4-5 kgf/cm²
1,650kg 125km/h 500m 920m 700m 125km/h 350m 650m
1,510kg 120km/h 455m 830m - 124km/h 350m 610m
3,637lbs 67kts 1,640ft 3,018ft 2,297ft 67kts 1,148ft 2,132ft
3,329lbs 65kts 1,493ft 2,723ft - 67kts 1,148ft 2,001ft
Landing without the extended split flap is permitted in the following cases:
•at headwind speed of less than 10m/s (19kts/22mph)
•at crosswind
•in case of faulty flap extension mechanism
•in the cases where the pilot possesses adequate skill
•in the case of aircraft ditching

Yak 18T Flight Operations Manual
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Manuals and has not been approved by the Yakovlev Design Bureau or any other authority.
Section 3 – Operational Limitations
3.1. Flying Limitations
Maximum allowable indicated airspeed at diving 300km/h 162kts
Maximum allowable indicated airspeed at turbulence
(210-250km/h recommended) 300km/h 162kts
Maximum allowable indicated airspeed for
undercarriage and flap extension
200km/h 108kts
Indicated stalling airspeed at braking with flying weight
of 1570kg – 1620kg when the engine is at idling
conditions
Clean:
Flap extended:
Nominal I Clean:
Take-off regime (gear down/flap):
120-123km/h
112-114km/h
102-105km/h
97km/h
64-66kts
60-61kts
55-56kts
52kts
3.2. Operational Loading
At take-off weight of 1,500kg +6.4 / -3.2
At take-off weight of 1,650kg +5 / -2.5
3.3. Crosswind Components
Maximum permissible headwind velocity at take-off and
landing
15m/s (29kts/33mph)
Maximum allowable crosswind speed at 90° runway
angle at take-off
12m/s (23kts/26mph)
Maximum allowable crosswind speed at 90° runway
angle at landing
10m/s (19kts/22mph)
Maximum allowable headwind speed when landing
without the extended split flap
10m/s (19kts/22mph)
3.4. Weight and Balance Data
1. Aircraft empty weight allowance is ±1%
2. Empty aircraft c.g. position tolerance is ±1% (MAC – mean aerodynamic chord)
3. The undercarriage extension displaces the centre-of-gravity forwards by 0.5%-0.7% MAC
4. In the initial training version, the crew weight includes two parachutes C-4. Assumed
weight of the parachute is 12.5kg
5. One of every five mass-production aircrafts feature the wiring and attachment fittings for
the OSB-1 and PB-5 radio stations. When these stations are installed, the mass of the
Versions
Trainer version Initial training
Take-off Weight 1,650kg (3,638lbs) 1,510kg (3,329lbs)
Total load 438kg (966lbs) 303kg (668lbs)
Fuel 100kg (220lbs) 100kg (220lbs)
Equipment 338kg (745lbs) 203kg (447lbs)
Crew – including:
Pilot (1/2 persons) 80kg (176lbs) 185kg (408lbs)
Cadets (3 persons) 240kg (529lbs) -
Equipment without crew:
Seat cushions 5 -
Parachutes - 25
Oil 18 18
Aircraft empty weight 1,217kg (2,683lbs) 1,217kg (2,683lbs)
Centre-of-gravity (c.g.) position, %MAC (mean
aerodynamic chord)
- At take-off, RG retracted
- At landing, RG extended with 10% fuel and 50% oil
- Empty, RG extended
- Permissible CG position range, %MAC
24.5
23.4
18.5
13.0-26.0
19.5
17.8
18.5
13.0-20.5

Yak 18T Flight Operations Manual
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aircraft becomes increased by 10kg and the CG position of the aircraft becomes displaced
0.5-0.6 %MAC aft ward. The OSB-1 and PB-5 stations are installed only in the advanced
training version aircrafts. In this case the take-off mass of the empty aircraft is increased
by 25kg. The CG position of the aircraft shits 1.6-2.3 %MAC aft ward. For aircrafts not
equipped with SARPP-12K flight data recorder the mass of the aircraft decreases by 10kg
and the CG position of the aircraft shits 0.3-0.5 %MAC forward.
3.5. Other Limitations
•Due to the fact that the aircraft does not feature regular oxygen equipment, flights at
altitudes more than 4,000m are prohibited
•In the trainer version, the number of the crewmembers should not exceed four persons
•As parachutes are not employed in the trainer version, it is PROHIBITED to make
aerobatic manoeuvres. However, in the initial training version with a crew of two persons
equipped with emergency parachutes, all elementary and advanced manoeuvres can be
performed
•Prolonged inverted flight and return (backward) flying is strictly PROHIBITED
•Night training flights from non-lighted runways is prohibited
•Take-off is prohibited if the quantity of available fuel is less than 60litres. In the case
of illumination of the RESERVE 30litres (Oct. 30l) light annunciator the aircraft is allowed
to fly not more than 40-45mins. Flights in the circuit should be performed with LG
extended. The minimum sub-soil strength for taxiways and runway is 4 kgf/cm²

Yak 18T Flight Operations Manual
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Disclaimer: This manual is to be used as a reference only, it is based on translated Yak 18T Flight Operations
Manuals and has not been approved by the Yakovlev Design Bureau or any other authority.
Section 4 - Pre-flight Inspection
A quick review of your logbook will make it obvious how long ago it was that you flew in a
Yak 18T. Whether you are the sole owner or a shareholder, you should always treat the
aircraft with critical and suspect eyes. Whether you were the last to fly just yesterday or not,
always perform an unrushed formal pre-flight inspection. The number of AAIB reports
indicating inadequate pre-flights is
unnecessary and avoidable . It takes 15-30minutes to do a
good pre-flight; the best advice is to know what to look for and CHECK PROPERLY.
The following suggested pre-flight inspection is targeted at the pilot who is travelling alone –
hence the structure of the checks and the engine starting procedures. The process of
conducting the pre-flight inspection for those with willing and able assistance will no doubt be
improved. In any case, it is recommended that you take full responsibility for all of the
checks, allocating only insignificant tasks to others until you are convinced of their
competence.
4.1. Preliminary Pre-Flight Actions
The following steps should be carried out prior to beginning the inspection, make sure that all
covers and protective caps i.e. pitot cover, propeller cover, oil cooler stop, cockpit cover,
aileron and rudder gust tabs are removed.
1. at dusty aerodromes the parking area of the aircraft must be HOSED
2. REMOVE any wing and tail tie-downs
3. in winter make sure that the aircraft is CLEANED from snow, ice and frost
4. if parked on grass, REMOVE any mud and grass from the undercarriage –
also, check for unwanted items in the undercarriage recesses
5. REMOVE any items (typically grass and hay) located in the oil-cooling unit at
the front of the starboard wing near the cowling
6. LEAVE the chocks under the main wheels and ensure that fire extinguishing
aids are close to the aircraft in the event of a fire
7. CHECK that there are no PEOPLE, SUBJECTS or VEHICLES NEARBY
capable of obstructing the propeller
Ensure that all precautions are taken to prevent against spontaneous folding of the
undercarriage, the engine occasional start, cut-in of individual electric units and extension of
the split flap. For this purpose check the following –
8. SWITCH the BATTERY-GROUND SUPPLY to the OFF position
9. ENSURE that all switches and cut-outs on the panel are switched OFF
10. CHECK that the magneto switch is SET to 0position OFF
11. CHECK that the undercarriage lever is in the DOWN position and locked
with a detent. If no detent is available, advise all assistants and passengers
of the importance not to touch this lever
12. ENSURE that the flap lever is in the NEUTRAL position
13. in winter time, check that the gills are CLOSED (remember to check visually
that the gills are actually closed when you think they are)
14. ENSURE that the oil cooler is CLOSED (remember to check visually that the
oil cooler shutter is closed when you think it is)
15. CHECK that the carburettor heat is OFF
While in the cockpit, it is advisable to do a quick instrument check of the fuel contents –
16. SWITCH the BATTERY-GROUND SUPPLY to the ON position

Yak 18T Flight Operations Manual
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17. SWITCH the ENGINE INSTRUMENTS to the ON position
18. NOTE the reading of BOTH tanks from the fuel contents gauge
19. SELECT and hold the switch for the LEFT fuel tank contents and wait for the
gauge to stabilise and note the reading
20. SELECT and hold the switch for the RIGHT fuel tank contents and wait for
the gauge to stabilise and note the reading
21. COMPARE the individual readings with the total fuel contents and that of
the expected contents (i.e. as stated in the engine log book)
22. unless full-fuel is required, avoid deciding on this basis if the aircraft needs
additional fuel until you have VISUALLY checked the contents of each tank,
just in case the gauges are inaccurate
23. SWITCH the circuit breaker ENGINE INSTRUMENTS to the OFF position
24. SWITCH the circuit breaker BATTERY-GROUND SUPPLY to the OFF position
25. if additional fuel is required then inform the ground staff now
26. NOTE: all switches should be OFF
It is now advisable to perform a very quick check of the ANE (air navigation equipment). To
do this, perform the following actions and remember that battery power is limited and will not
last long; a quick check is all that is necessary to ensure that the lighting facilities function
correctly -
27. SWITCH the BATTERY-GROUND SUPPLY to the ON position
28. SWITCH the ANE switches to the ON position
29. get out of the cockpit and CHECK the port side wing tip ANE light
30. move around to the front of the aircraft and CHECK the landing/navigation
light on the port wing
31. while moving around to the starboard wing tip, CHECK the landing position
lights on the front and main undercarriage
32. CHECK the starboard side wing tip ANE light
33. while moving to the rear, CHECK the anti-collision beacon
34. while moving to the port side, CHECK the rear tail ANE and then enter the
cockpit
35. SWITCH the ANE switches to the OFF position
36. SWITCH the BATTERY-GROUND SUPPLY to the OFF position
37. NOTE: all switches should be OFF
4.2. Relevant Documentation
Before the equipment is inspected, the pilot-in-command must look through the flight
logbook to check whether any reported defects (detected during previous flights) have
been eliminated. It is important to get to know what kind of works/repairs have been
performed on the aircraft by technical personnel.
If a group manages the aircraft then seek information about the maintenance schedule
and if action needs taking – ACT! From this point on, you the pilot-in-command become
responsible for the readiness of the aircraft for flight -
Have
y
ou
g
ot valid and a
pp
ro
p
riate Aviation Insurance?
Do you have copies of your C of A and C of R with you?
Do you need a Permit to Fly?
Is it valid?
Taking passengers?

Yak 18T Flight Operations Manual
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Are you ready to brief them?
Have you got the prerequisite flying experience?
CHECK!
4.3. Performing the Inspection
4.3.1. Pre-flight Checks
Checking the Fuel and Oil
38. The amount and grade of the available fuel and oil must be CHECKED and
REPLENISHED if necessary. The pilot-in-command must be sure that the
fuel deposit is discharged and is free of mechanical additives and water and
in wintertime ice crystals
Checking the Oil
39. The oil contents are checked by the means of a dip-yoke attached to the oil
cap on top of the cowling. First CHECK the oil by climbing on the starboard
wing, edging forward avoiding the oil cooler until you can comfortably
remove the oil filler cap without losing your footing. If you are quite a heavy
individual or are uncomfortable with this approach, find some step-ladders
and climb from either side of the cowling – it’s safer this way
40. REMOVE the cap, undo, remove and check the dip-yoke and ENSURE that
the oil contents are in the range of 12-14 litres for ordinary flight (>8litres for
aerobatic flight). The standard oil level reading is 18 litres. The total oil tank
volume is 30litres
41. ADD the correct grade of oil as required by using a funnel being careful not
to spill the oil during the process
42. Once satisfied with the oil contents, ensure that you REPLACE the dip-yoke
and cap correctly and SECURELY. CHECK that the dip-yoke cap is held
tight under the edges of the oil filler tab and then tighten
43. When refitting the oil cap on top of the cowling, ENSURE that the cap is
placed correctly and that the screw ‘clicks’ into place to fasten the cap
correctly
44. NOTE the quantity of oil and the amount added in the engine log book
Checking the Fuel Deposit

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45. To drain and INSPECT the fuel contents, move underneath the fuselage to
identify the fuel drain cap (only 1 fuel drain on a Yak 18T). This is located
aft of the cowling, just in front of the split flap
46. Carefully UNSCREW the locking screws and allow the fuel cap to open on its
hinge. Note, use the right tool and avoid using excessive force when
opening the cap as this will decrease the life of the screw heads
47. Use a reasonably large clear container (unlike the usual test-tube like
drainers). HOLD the container beneath the drain and PUSH the release
valve to allow the fuel contents to fill the container
48. CHECK that the fuel is free from mechanical admixtures, sediments, water,
ice crystals and is of the correct colour (i.e. blue). It is quite normal to drain
200ml-300ml of fuel
49. If unsatisfied with the fuel contents, RE-DRAIN and RE-CHECK. If you are
in doubt, err on the side of caution and seek additional advice – do not rely
on hope. We all know that the carburettor can become blocked and hence
stop the engine at a critical time
50. REPLACE the fuel cap and as before, carefully lock the securing screws in
place without using excessive force
Visual Fuel Inspection
51. With a full tank reading, the fuel level in the tanks must be BELOW the
edges of the tank fillers by at least 3cm. The total capacity of the fuel tanks
is 193litres (more for those 18T’s with extended wing or wing-tip tanks)
52. REMOVE the fuel cap and fuel lock on the port wing (similar to when
checking the oil)
53. REMOVE the inner fuel filter and then use a fuel dip-yoke (if available,
visually if not) to MEASURE the contents of the tank. Note: with extended
wing tanks, it is not possible to gain an accurate measure of the tank
contents by visual inspection due to the wing dihedral
54. REPLACE the fuel filter and lock and ensure it is correctly positioned and
SECURE (similar to oil) even if you are awaiting additional fuel
55. REPLACE the fuel cap and lock the screws in the correct position
Performing the Walk Around