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

Yak 18T Flight Operations Manual
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Manuals and has not been approved by the Yakovlev Design Bureau or any other authority.
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

Yak 18T Flight Operations Manual
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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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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.
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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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 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.

Yak 18T Flight Operations Manual
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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

Yak 18T Flight Operations Manual
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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-

Yak 18T Flight Operations Manual
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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.