Yale/BT-9 Pilot report

This is a sweet flying plane.

While the physical dimensions are the same as a T-6, with the smaller Wright 440 hp R-975 the plane feels smaller as you walk up to it. That said, it is still obviously built like a locomotive tough as you look closer. An interesting fact about most yales is that they were initially built for the French, but then diverted to Canada, and many have the persisting gallic oddity of the mixture control is backwards. The flaps are manual (cranked down), and the only hydraulics are the brake system, one of many parts shared with the T-6.

The cockpit is pure early T-6, cozy and very friendly to big guys like me. The Yale is even a bit more friendly, like a Champ, as things are very simple even compared to most T-6s and nothing much to distract you from the flying of the plane. Contrary to what I expected, the Wright fired up immediately after 6 shots of prime into a surprisingly smooth and not too loud idle.

The propellor is a two speed, not a constant speed. You have a choice of fine or course pitch. Actually kind of cool as it again simplifies things with respect to the prop: take, off climb and land in one setting, cruise in the other - that's all.

She taxies just like a big friendly taildragger. Applying 36" take off power, she does not pull like a R-1340, but the tail comes up and you are climbing out at 110 mph in about 1000 feet plus some change. This plane is 1000 pounds or more lighter than a T-6, and it really shows in maneuvering with less inertia. Very light controls, and the plane feels very light. The ball is easy to keep centered, and it just feels like a lighter, friendlier plane. We showed about a 120 - 125 mph clip at about 27 inches in course pitch, burning about 16 - 20 gallons/hour.

Entering down wind, you can crank down 30 degrees of flap below 124 mph, bring the power back to about 20" in fine pitch, and go base to final at about 100, bringing to 90 over the fence. again, being lighter, my impression was that she liked to float a bit compared to the six, which starts coming down in no uncertain terms when the power is pulled. No more squirelly on the ground roll out than any other tailwheel plane, again much like T-6 but lighter. Think a very large Champ/Cub.

So, easier to fly than a T-6? Definitely, and with much less maintenence and at less than half the puchase price than many T-6s. Downside: will take a while to go anywhere at 120 mph, but if you are happy with Cessna 172 speeds that is OK. I think this would be a really cool heavy tailwheel trainer - wait! That's what it's designed to be!!!

This plane is really a very sweet flyer, if a wee bit slow. I need to do a bit of research on the Wright 975 - this one has about 20 hours since an owner engine rebuild (yes, it's experimental). More soon!
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