The uniqueness of the Soviet training aircraft Yak-18T

The Soviet training aircraft Yak-18T is often called "powerful", "legendary", "classic", "unique". It is comfortably piloted, and the responses to the movement of the rudders are close to the reference ones. What is its uniqueness?

Having considered this aircraft disassembled, all its qualities can be visualized.

According to experts, given the power of the engine and the size of this machine, it could make a six-seater aircraft. Its passenger capacity has been artificially reduced in order to fit on the plane about a hundred kilograms of training equipment, which is not necessary for an ordinary member of the light aviation.

In order to give cadets the skill of instrument piloting, a good artificial horizon is needed under the curtain. The Yak-18T was equipped with the most modern AGD at that time with a gyrohorizon, the same as was installed on the An-24, An-12 and Tu-134 aircraft. Also, the training aircraft is equipped with a host of other high-quality devices and instruments designed for use in large aviation.

Cadets who were trained on the Yak-18T were trained for large Soviet aviation and had to learn how to use instruments and equipment characteristic of it. The Yak-18T is capable of performing aerobatics, which at first glance are not necessary for civil aviation pilots. However, civil aircraft often enter a tailspin, the way out of which is trained by cadets on the Yak-18T.

The cabin of the Yak-18T is larger and more comfortable than that of its western counterpart, the Cessna training aircraft. Due to this, unlike the Cessna, the Yak has full-size steering wheels for the first and second pilots. Also, the Soviet aircraft is equipped with powerful retractable landing gear, which is necessary for cadets to work out some details of aerobatics.

Comments

[vovochkarzhevsky]

That's the question - the cessation of production of M-14 (AI-14) is nothing but sabotage?

[Maxim G]

VO touches - either an article from Tactics Media videos, or from Potapov’s videos.

[Doctor]

That's the question - the cessation of production of M-14 (AI-14) is nothing but sabotage?

Is this the same successor to the M-11, developed in 1929, which was also installed on the U-2? That is where he is dear.
Mainly because of this engine, the Yak-18 eats up to 5 rubles a year for repairs.
In this sense, yes, the aircraft is “unique”.

There is not and is not expected to be a normal modern aircraft in this class.
There is no one to build, the school is destroyed.

[_KM_]

In the USSR they tried to produce the most advanced and complex equipment, giving “small things” to their CMEA partners. This is logical, the states also did and continue to do so.

[air wolf]

He would have to supply a diesel engine and there was no price, and the same for the Yak-152, it’s time for friends to work, and not to cut loot, but to hell with it, buy an engine in China, loafers

[vovochkarzhevsky]

He would have put a diesel engine and there was no price

What for? The transition to gas turbine engines and aviation diesel engines was relevant when the price of aviation kerosene was much lower. Now this problem has disappeared. At the same time, this engine, unlike diesels, and even more so gas turbine engines, is cheaper. At the same time, it is easy to maintain and allows field repairs.
Enough already looking to the west, where there are no energy sources of their own, but the population density is the highest.
In our realities of endless expanses, the future is for a simpler one, primarily in the maintenance of equipment.

[2112vda]

Which aircraft has diesel? If you want to work on kerosene, so in Alaska they use Lycomings that run on kerosene and have ignition from glow plugs. They fly normally. Diesel engine for land and water transport. If you want a flying "cast iron iron", diesel is the best.

[nedgen]

Quote: 2112vda

Which aircraft has diesel? If you want to work on kerosene, so in Alaska they use Lycomings that run on kerosene and have ignition from glow plugs. They fly normally. Diesel engine for land and water transport. If you want a flying "cast iron iron", diesel is the best.

Sorry, but who told you that a diesel engine is obligatory with a cast-iron block? Even the T-34 had a V-2 diesel engine with an aluminum block. And even often Pe-8s flew bombing Berlin from near Moscow on diesel engines. There were about a dozen such cars, but they were the same !!! And another advantage of a diesel engine is its efficiency. It is more economical than gasoline and gas turbine. The only (significant) drawback is that at low temperatures at high altitudes, if the engine stalls, you will not start it. But for an aircraft like the Yak-18T, this is not a problem. Above 3-4 km, he does not fly in principle. Of course there is the problem of the Russian winter . Then for 3-4 km if the engine stalls, then that's it. But for the rest of the seasons, a diesel engine in a car like the Yak-18T is the most.

[2112vda]

And where did I write about cast-iron diesel for an aircraft? Have you ever been involved in the repair and maintenance of diesel engines? Austrian "Diamants" with diesel engines are idle in our aviation schools due to the lack of spare parts. Aviation diesel is such a wonderful thing that after several years of operation, the manufacturer of "Diamonds" turned to Zaporozhye with a request to supply AI-450 TVD instead of German converted diesels. The Turks also desired something for the AI-450 instead of Italian and German diesel engines. "Iron" not because the block is made of cast iron, but because the share of aircraft diesel is in the region of 1, and this is the level of the beginning of the last century. If you want to make any kind of transatlantic flights, or build a micro strategic bomber, diesel is the way to go. For GA aviation, a light aircraft engine running on gasoline or aviation kerosene is the most acceptable solution. By the way. When Antonov made his An-2, some also suggested putting the Ach-30 aircraft diesel on it. But the mind won and put Ash-62. So it's just going around in circles.
Now about the problem of the Russian winter. It exists only among the gouges. In the regions of the Far North there is no such problem, I worked there, this problem exists only in the fleets of the pampered South. For them, winter always comes suddenly and suddenly it turns out that no one has brought winter, and even more Arctic fuel. The problem is in the heads of management and maintenance personnel, and not in nature. I know what stable minus 40 is and what minus 60 is.

[Maxim G]

Potapov's video is about something else - that the car needs to be recycled, by removing excess equipment, licking aerodynamics.
To get a passenger airplane out of the training car.

[vovochkarzhevsky]

Potapov's video is about something else - that the car needs to be recycled, by removing excess equipment, licking aerodynamics.
To get a passenger airplane out of the training car.

Not superfluous, but outdated, with the transition to a more modern one.

[Maxim G]

Quote: vovochkarzhevsky

Not superfluous, but outdated, with the transition to a more modern one.

And it was meant that it became superfluous due to obsolescence, and must be replaced with a new, light one.