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Background and History

We are the undoubted world leaders in Yak-18T aircraft, having now sold 31 of these aircraft to many countries, including most European countries; Australia; South Africa; USA.  In particular we have developed a wide range of modifications, which genuinely transform an already extremely versatile and capable aircraft into one of quite extraordinary performance.

Qualities of the Aircraft

It is difficult to be totally objective about such issues but we feel the positive qualities are:

Aircraft We Offer

We are certainly the largest seller of Yak 18Ts in the world, and have sold 31 aircraft to a variety of countries, but mainly within Europe.  The aircraft that we offer fall principally into three categories:

“First series” Aircraft Which Have Been Totally Rebuilt

In these, we obtain aircraft in Russia (typically up to 2,500-hours TTSN), which we send to be Lithuania to be totally overhauled.  This includes zero-timed engine and prop; all other mechanical components renewed such as tyres, brakes, engine mounts, control bearings, undercarriage etc. New Ceconite fabric is used together with paintwork to the customer’s choice.  The price for such a totally restored aircraft is Euro 66,000 dependent on hours on the original airframe and engine.  This again is to full Russian specification, but any of the options listed below can be installed at the time of remanufacture.  This includes a variety of really worthwhile modifications such as making a luggage box underneath the rear seat; putting on a proper door handle; using proper door-seals (two per door) for much better sound-sealing; pneumatic door-struts; deleting the entire wiper mechanism (unless the aircraft is going to fly in snow!); seat-adjusters for the front seats; our latest type of windows – more streamlined and quieter etc etc. Doing it in this way represents a very significant price saving on doing this work later, principally because we have the work done in Lithuania, where it is done to the highest Western standards, including superb paintwork and cosmetics, but at Eastern labour rates.

“Second Series” Aircraft

Because most of these aircraft were originally delivered at the time of the break-up of the Soviet Union, many were delivered to flying clubs and other owners who could not afford to run them, and were consequently inhibited and moth-balled.  This has meant that we have been able to buy several of these aircraft, all with very low TTSN.  With these aircraft, we give them a thorough check; replace all ‘lifed’ items such as flexible hoses; put on new Ceconite; repaint the aircraft to a new customer’s requirements.  The total price of such an aircraft depends on the numbers of hours flown, but most aircraft are low-time (under 250 hours), and prices again, for a Russian specification aircraft, but delivered Western Europe (less taxes) begin at Euro 89,000.  Again, any of the modifications listed below can be incorporated into these aircraft during this check and repainting etc.

Previously Owned Aircraft

On occasions we have Yak 18Ts for sale that we have previously sold and taken back in part exchange or outright purchase.

Load Carrying

Options, etc


For owners either intending to use the aircraft from extremely short strips (even in standard specification, short field performance is particularly good) or who want to cruise fast and therefore high, it is worth considering the M14PF engine.  Although principally designed for high-performance aerobatics, it achieves its greater power through a different supercharger which not only gives more power for take off but also holds the manifold pressure up to higher altitudes therefore enabling much faster cruising (about 12 knots faster). The Yak 18T with the “PF” engine and MTV-9 propeller is an extremely impressive performer, being able to land and take off in 350m; cruise at up to 164 knots, as well as climbing (with medium load) at up to 2,000ft per minute.

Overhauled aircraft have a factory zero-timed engine, but we can also offer the following:


The standard propeller is the Russian 2-blade V-530 propeller but significantly better performance is obtained with the German MT 3-blade propeller.  A factory-new MTV-9 250 3-blade propeller is a supplement of Euro 9,000. There are two different spinners (standard and large) for the MTV-9 propeller.  The larger gives slightly better cooling, but we expect most choose it for its looks.  The price is an additional Euro 900. A spinner for the Russian 2-blade propeller is Euro 1800 when available.


We have conducted a full set of German noise measurements in conjunction with MT Propeller, and we are delighted that with the MTV-9 3-blade propeller and 400-hp engine, the Yak 18T is actually even lower than the strictest German noise level for light aircraft.

For owners needing noise certificates for their aircraft, we can arrange this through MT Propeller

Engine Gills

The Yak 18T has the standard Yakovlev system of individual vanes controlling air into the engine.  In hot climates and protracted climbs, these can be slightly restrictive, and some owners opt to have the Sukhoi ‘Iris’ type gills, which allow more air into the engine.  They also look rather good!  

Fuel System

In terms of the fuel arrangement, the standard aircraft has 180 litres in the wings and at economical cruise (say 120 knots), can

come down to 45 litres an hour.  However, this is not enough range for serious use and there are three long-range fuel alternatives


The Yak 18T was manufactured as an IFR aircraft but to Russian norms.  This means a single altimeter; the only navigational instrument being an ADF (albeit very high quality), and combined DI and a gyrocompass.  These instruments are military quality, but are extremely heavy since they are reliant on an AC inverter and have remote gyros, so the instrument is merely a display.  In addition, the standard layout on the panel leaves no room for a conventional avionics stack.  We therefore recommend discarding the Russian equipment, which gives another 40 kgs (90 lbs) directly onto payload; moving the instruments to give room for an ‘avionics stack’ and fitting a Western horizon, direction-indicator, turn and slip and two altimeters.  The cost of this is Euro 8,500.

Lightweight Electrical System

Like so much of the aircraft, the electrical system is built to military specifications and is exceedingly over-specified for the aircraft - it has a three kilowatt generator, no less!  Working with the factory, we have developed a modification using a light weight alternator (but still 1,200 watts); light-weight but high capacity, sealed batteries; deletion of the electro-mechanical charging control and replacement with light- weight solid-state equipment and, finally, deleting the alternating-current circuits.  This does have the small advantage of losing the stall warner, but the stall is very benign, and this is not considered an issue.  The combination of all these, saves about 60 kgs (130 lbs), thereby making a very significant difference to the performance.  The total cost of this conversion, installed, is Euro 4,300.


The Yak 18T has a large panel, and sufficient room for almost any avionics installation.  We have considerable experience, having developed a number of installations for customers, and can either install a customer’s own avionics, or agree the specification that is wanted and install this.

Inverted Fuel and Oil

The Yak 18T is an exceedingly tough aircraft and is fully aerobatic (+6.4G and –3.2G). A number of the aircraft we have sold have specified fully inverted fuel and oil - this costs  Euro 4,000 but this is only necessary for sustained inverted flight.

Two Piece Windscreen

The factory has developed a new two-piece windscreen rather than the standard multitude of small panes.  This adds about 8 km per hour.  On the positive side it increases visibility (as well as speed) and on the negative side, doesn't have quite so much 'character'.  The extra price, fitted, is Euro 5,000, when we can get them.

Leather Interior

The standard interior is utilitarian but robust.  However we can trim the entire inside of the aircraft including headlining in high quality Connolly leather, together with Wilton carpets.  It is extraordinary what a difference this makes and is well worth the Euor 5000  it costs both in appearance and also because of the extra sound deadening, which we install at the same time.

Oil Drain System

The M14P series of engines are of course radials, with the possibility of oil seeping into the lower cylinders causing “hydraulic-lock” on starting.  To a very large extent this can be eliminated by the manifold oil drain system we have developed, which costs Euro 450 fitted.

Air System

The Yak 18T has pneumatic starting; brakes and flaps.  The system is an excellent one, being light and simple, as well as giving a good start in very cold weather.  Newcomers to the system are inevitably concerned in case air pressure goes down.  In practice this is about as common as a conventional battery going “flat,” but in case, we offer a lightweight air-charging hose (Euro 150), which includes a range of three international air fittings so that the system can be charged at almost any airfield. 


The standard aircraft has a Russian harness which is strong and robust, but somewhat difficult to buckle.  We offer US Hooker harnesses (five-point at the front and two-point at the rear) for a total of Euro 1400.  We can also offer German Schroth harnesses.

Waterproof Cockpit Cover

Waterproof cockpit covers available in a wide choice of colours.


We can supply factory tool roll, to include all specialist tools but not standard spanners etc @ Euro 1,200.  


The 18T now has a Restricted EASA Type Certificate, which allows it to fly freely throughout Europe.


Under JAR regulations, the Yak 18T can be maintained at any JAR 145 organisation that is approved for the 18T.  For today, this either means our own maintenance organisation at White Waltham airfield, or at the base of Hungarian “operator” in north-west Hungary.  However, given the numbers of Yak-18Ts in European service, we are sure that other maintenance organisations will follow.

Other Issues

Click here to read flight test by 'Pilot' in December 2001

Click here for Yak-18T Normal Check List

Click here for Yak-18T Emergency Check List