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Old June 15th, 2013, 07:30 PM   #1
midas02
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CAPENI RMJ | YAK-42

I have always loved the 'unloved' YAK-42 and thus I strongly believe it got the wrong end of the stick in every way, being underfunded, under-supported and its great potentials being ruined in the wake of the soviet dissolution with excessive politicization and bureaucracy.

I have spent the last few months pouring engineering details into a plan to attempt the world's first Remanufacturing of a Commercial Airliner! The plan is to completely Remanufacture about 50 to 60 of YAK-42 Airframes - Tip to tip! Basically this means, the old Yak-42 Airframes would be torn down to bare metal and reconstructed with the addition of Fly-By-Wire (FBW) capacity, high aspect ratio super-critical wings, winglets or wing tip devices, modern EFIS glass cockpits, ultra modern interior ergonomics and super efficient Ivchenko Progress D-436 turbofans.

I am proposing three(3) different variants:

1) CAPENI RMJ-423-300 - Stretch Fuselage by 7.62 meters (25 ft) allowing 168 seats @ 32 inch seat pitch (single class economy). Total length is 144 ft 4 in. (detailed specs will be introduced soon)

2) CAPENI RMJ-423-200 - Stretch Fuselage by 4.27 meters (14 ft) allowing 144 seats @ 32 inch seat pitch (single class economy). Total length is 133 ft 4 in. (detailed specs will be introduced soon)

3) CAPENI RRJ-422-100 - Standard fuselage length allowing 120 seats @ 32 inch seat pitch (single class economy) with only two Ivchenko Progress D-436 turbofan engines and consequently, a modified empennage with a lovely tail cone for the APU. (detailed specs will be introduced soon)

Just in case you are wondering, 'CAPENI' is the name of my manufacturing (OEM) company and the RMJ means "Remanufactured Mid-sized Jet". Number '423' stands for the heritage of YAK-42 but changed to 423 to indicate the Trijet configuration and also indicate the upgrade. The 'RMJ-422' likewise refers to the heritage from YAK but uses the designation of '422' to emphasize the twin engine configuration.

Below is a brief illustration of the three different models:



All illustrations contributed by Mr Pierre-Antoine Uldry.

Last edited by midas02; November 6th, 2013 at 10:50 PM.
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Old June 15th, 2013, 08:27 PM   #2
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CAPENI RMJ-423-300:

As promised, here is a bigger image with more detailed specifications.


Illustrations contributed by Mr Pierre-Antoine Uldry.

CAPENI RMJ-423-300
SPECIFICATIONS;

Crew: 2 pilots
Capacity: up to 168 passengers @ 32' (Single class 'Economy' configuration) OR 156 passengers (Typical 2 class configuration: 12B / 144Y)
Length: 44 m (144 ft 4 in)
Wingspan: 35.5 m (116 ft 6 in)
Height: 9.83 m (32 ft 3 in)
Empty weight: 40,500 kg (89,287 lb)
Max. takeoff weight: 76,500 kg (168,651 lb)
Powerplant: 3 × Ivchenko-Progress D-436 turbofan, (16,500 lbf) each

PERFORMANCE:

Maximum speed: 860 km/h (464 knots, 534 mph) (m6aximum cruise)
Cruise speed: 810 km/h (437 knots, 503 mph) (economy cruise)
Range: 5,130 km (with 156 passengers in 2 classes)
Range: 4,770 km (with 168 passengers in single class)
Service ceiling: 11,000 m (36,000 ft)

Last edited by midas02; November 25th, 2013 at 01:23 AM.
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Old June 15th, 2013, 08:32 PM   #3
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please....post pics...
example...this is yak 42

http://www.scientiaweb.com/2011/09/0...aboard/yak-42/
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Old June 15th, 2013, 08:40 PM   #4
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Oh! ......I forgot to point out that this is not real (at least not until I am a multi-millionaire). This is just a little dream of mine (call it a pet project). You do not need money to dream... right? (lol).
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Old June 15th, 2013, 09:02 PM   #5
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RMJ-423-200

CAPENI RMJ-423-200


(Illustrations contributed by Mr Pierre-Antoine Uldry.)

CAPENI RMJ-423-200

SPECIFICATIONS;

Crew: 2 pilots
Capacity: up to 144 passengers @ 32' (Single class 'Economy' configuration) OR 132 passengers (Typical 2 class configuration: 12B / 120Y)
Length: 40.65 m (133 ft 4 in)
Wingspan: 35.5 m (116 ft 6 in)
Height: 9.83 m (32 ft 3 in)
Empty weight: 38,000 kg (83,776 lb)
Max. takeoff weight: 71,000 kg (156,528 lb)
Powerplant: 3 × Ivchenko-Progress D-436 turbofan, (15,400 lbf) each

PERFORMANCE:

Maximum speed: 860 km/h (464 knots, 534 mph) (maximum cruise)
Cruise speed: 810 km/h (437 knots, 503 mph) (economy cruise)
Range: 5,360 km (with 132 passengers in 2 classes)
Range: 4,975 km (with 144 passengers in single class)
Service ceiling: 11,000 m (36,000 ft)

Last edited by midas02; November 25th, 2013 at 01:38 AM.
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Old June 15th, 2013, 09:34 PM   #6
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CAPENI RMJ-422-100

CAPENI RMJ-422-100


(Illustrations contributed by Mr Pierre-Antoine Uldry.)

CAPENI RMJ-422-100

SPECIFICATIONS;

Crew: 2 pilots
Capacity: up to 126 pax; Typically 120 passengers @ 32' (Single class 'Economy' configuration)
OR 104 passengers (2 class configuration: 8B / 96Y)
Length: 36.38 m (119 ft 4 in)
Wingspan: 35.5 m (116 ft 6 in)
Height: 9.83 m (32 ft 3 in)
Empty weight: 32,000 kg (83,776 lb)
Max. takeoff weight: 54,800 kg (156,528 lb)
Powerplant: 2 × Ivchenko-Progress D-436 turbofan, (18,500 lbf) each

PERFORMANCE:

Maximum speed: 850 km/h (459 knots, 528 mph) (maximum cruise)
Cruise speed: 800 km/h (431 knots, 497 mph) (economy cruise)
Range: 3,900 km (with 104 passengers in 2 classes)
Range: 3,300 km (with 120 passengers in single class)
Service ceiling: 10,700 m (35,000 ft)

Last edited by midas02; October 30th, 2013 at 05:51 PM.
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Old June 15th, 2013, 09:48 PM   #7
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More pictures

CAPENI RMJ-422-100 in nice livery and beautiful nightscape!



(Illustrations contributed by Mr Pierre-Antoine Uldry.)

Last edited by midas02; October 30th, 2013 at 05:52 PM.
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Old June 15th, 2013, 09:56 PM   #8
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More images.....

CAPENI RMJ-423-200 - In factory livery ready for the Farnborough Air show.



(Illustrations contributed by Mr Pierre-Antoine Uldry.)

Last edited by midas02; October 31st, 2013 at 08:09 PM.
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Old June 15th, 2013, 10:42 PM   #9
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PROGRAM SUPPLIERS:

Principal suppliers of new or improved components are as follows;


1. NEW WING DESIGN - Yakovlev Design Bureau
2. TURBOFAN ENGINES - Ivchenko-Progress ZMKB
3. INTEGRATED COCKPIT AVIONICS - Transas Group
4. INTERIOR ERGONOMIC & FURNISHING - AeroStyle & KVAND Interiors.
5. PASSENGER SEATS - KVAND Interiors.
6. APU - Motor Sich JSC
7. LANDING GEAR - Hydromash JSC
8. Fly-By-Wire System (FBW) - Antonov ASTC
9. SYSTEMS INTEGRATION - Antonov ASTC
10. AVIONIC INSTRUMENTATIONS - Avionika SPC & Aviapribor Holdings
11. WING MANUFACTURE - Hindustan Aeronautics (HAL)
12. FINAL ASSEMBLY - CAPENI Aerospace
13. FUSELAGE SECTION SUB-ASSEMBLY - TAPOiCh corporation.

Last edited by midas02; November 16th, 2013 at 07:47 AM.
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Old June 17th, 2013, 07:07 PM   #10
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IMPROVEMENTS FOR YAK-42 BASED RMJ AIRLINER:

IMPROVEMENTS FOR RMJ-422-100:

1. Eliminate 3rd engine and accessories plus air-intake.
2. Empennage is redesigned to accommodate APU relocation and tail cone.
3. Eliminate integrated Air-stairs (weight-saving measure)
4. Redesigned super-critical Wings – for higher cruise speed, economy and altitude
5. Winglets for increased fuel economy
6. ZMKB Progress D-436T2 with Thrust Reverser. (2 X 18,500lbs Thrust)
7. Modernized EFIS Glass cockpit from TRANSAS IBKV integrated Avionic suite
8. Fly by Wire technology adopted from Antonov’s AN-148 system
9. Modernised interior ergonomics with weight-saving equipments (KVAND & Aerostyle)
10. Fuselage has 15% bigger oval windows
11. Fuselage door is enlarged and optimised for Air bridge usage.
12. All new AI-450 APU with relocation to tail cone (from Motor-Sich)
13. Elimination of S-duct and Integral stairs also creates room for passenger seating hence 120Y @ 32".




IMPROVEMENTS FOR RMJ-423 series: (RMJ-423-200 & RMJ-423-300)

1. Fuselage is stretched to accommodate 144 - 168 Pax (all economy) at 32 inch (Depending on variant)
2. Eliminate integrated Air-stairs (weight-saving measure)
3. Redesigned super-critical Wings – for higher cruise speed, economy and altitude
4. Winglets for increased fuel economy
5. ZMKB Progress D-436 with Thrust Reverser. (3 X 15,400lbs Thrust) installed in RMJ-423-200
6. ZMKB Progress D-436T1 with Thrust Reverser. (3 X 16,500lbs Thrust) installed in RMJ-423-300
7. Modern EFIS Glass cockpit from TRANSAS IBKV integrated Avionic suite
8. Fly by Wire technology adopted from Antonov’s AN-148 system
9. Ultra-Modern interior ergonomics with weight-saving equipments (KVAND & Aerostyle)
10. Fuselage has 15% bigger oval windows
11. Fuselage door is enlarged and optimised for Air bridge
12. All new AI-450 APU (from Motor-Sich)
13. Enlarged S-duct air intake for the middle turbofan (Engine #2)
14. Extra fuel tank in center wing-box
15. Strengthened Landing gear to cope with increased MTOW.

Last edited by midas02; November 16th, 2013 at 07:49 AM.
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Old June 17th, 2013, 07:31 PM   #11
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Strip to bare metal!


(Photo by Artyom Anikeev)
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Old June 17th, 2013, 07:53 PM   #12
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TRANSAS IBKV AVIONIC SUITE

The Transas IBKV integrated Avionic suite.


Last edited by midas02; July 4th, 2013 at 04:32 AM.
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Old June 19th, 2013, 10:02 PM   #13
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Transas IBKV integrated Avionic suite


Last edited by midas02; July 4th, 2013 at 04:40 AM.
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Old June 21st, 2013, 04:32 PM   #14
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Transas IBKV Avionics:


Last edited by midas02; July 4th, 2013 at 04:35 AM.
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Old June 26th, 2013, 06:38 PM   #15
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Quiet in here...... :-)
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Old June 26th, 2013, 07:04 PM   #16
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Even if you strip it down to bare metal and remanufacture it with all the things you mentioned, I doubt it could compete with say an Embraer 190 or 195 in the 100-120 seat market.

For starters most airlines would be reluctant to buy something that is based on an old Soviet plane which hasn't best reputation.

Furthermore the fuel consumption would probably still be considerably higher compared to similar modern jets because you intend to keep all 3 engines (and
D-436s aren't exactly efficient).
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Old June 26th, 2013, 07:20 PM   #17
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This is an illustration and visual comparison of the changes made to create CAPENI RMJ. Image shows a side by side comparison with the base Yak-42D. (Side by side companions - YAK-42, CAPENI RMJ-422-100 & CAPENI RMJ-423-200).



(Illustration contributed by Mr Pierre-Antoine Uldry.)

Last edited by midas02; October 31st, 2013 at 08:13 PM.
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Old June 26th, 2013, 08:44 PM   #18
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Quote:
Originally Posted by [email protected] View Post
Even if you strip it down to bare metal and remanufacture it with all the things you mentioned, I doubt it could compete with say an Embraer 190 or 195 in the 100-120 seat market.

For starters most airlines would be reluctant to buy something that is based on an old Soviet plane which hasn't best reputation.

Furthermore the fuel consumption would probably still be considerably higher compared to similar modern jets because you intend to keep all 3 engines (and
D-436s aren't exactly efficient).

Raptor, ....I do appreciate your comment. However, I will have to respectfully disagree. There are many myths and unfounded beliefs that are based upon nothing but prejudice to non-Western products. Your presumptions above is just typical of such unfounded assumptions!

The Ivchenko-Progress D-436 turbofans are in fact more economical that most comparable western engines. It is a notable fact that even reputable sources like Butterworth-Heinemann have printed documents acknowledging a lower SFC (specific Fuel consumption) figures for D-436 than for such comparable western competition as Rolls Royce's BR-715/710 and the ubiquitous GE-CF34. As a matter of fact, GE is too embarrassed to publish the SFC for its CF-34 turbofans and that fact is corroborated by the fact that Embraer and Bombardier are now seeking a newer and more economical replacement for their aircrafts! Even Wikipedia (unreliable as it is) will tell you that the D-436 is economical and efficient.

The Ivchenko -Progress D-436 (which is a further development of the D-36) is as proven and as matured as any turbofan out there with a history of reliable use in the harshest climates known to man. Unfortunately, most Aircraft engine choices are heavily lobbied by powerful political influences and consideration rather than hard facts and figures, once certain performance threshold is attained!

Having 3 engines can be advantageous and does not necessarily mean higher fuel consumption. Such arrangements could be not only economical but also giving superior short field performance and over-water ETOP and redundancy advantages. Efficiency is possible because the high bypass turbofans used are much smaller than in a twin configuration and therefore more economical for its intended purpose. For instance, the British Avro RJ / BAE-146 regional jet family was designed with 4 small Honeywell turbofan engines and as of the time when it was released, it was in fact more economical than many twin engine aircraft! Another good example is the Dassault Falcon 7X which is a trijet and Dassault's flagship. The Falcon 7X has competitive economics and superior efficiency when compared with the competing twin-engine products from Bombardier and Gulfstream.

Another advantage of using the Ivchenko-Progress D-436 turbofans aside from favorable acquisition cost, is for market consideration reasons. The OEM manufacturer and other potential buyers are not constrained by political considerations (US sanctions or Western sanctions). It only takes a cursory look around to realize that the world is desperate for and dying to have an alternative product that is outside the USA's sphere of influence! This is a product that will transcend all political and ideological separations - and that is a huge factor!

Lastly, .....many of the specification and details given above were not merely deduced or fantasized; those details are in fact projections based on established parameters and advanced engineering calculations! (These things take resources and several months of data accumulation!). The RMJ-422-100 which has two turbofan engines is the only one that competes with an Embraer offering. The bigger variants - the RMJ 423-200 & RMJ 423-300, at 144 pax and 168 pax, are actually continental jets that compete with Boeing 737 or Airbus A320 family.

In finality, I must not fail to mention the fact that the acquisition cost of such a finished product as this, will most likely be only about 40% to 45% of the acquisition cost of a new comparable Boeing or Airbus! At the end of the day, many airlines and company are only interested in a profitable bottom line (the problem is that there are currently no options to exploit!). I cannot imagine that there will NOT be enough interested companies and nations worldwide to account for 60 - 100 units of the product!

Last edited by midas02; October 27th, 2013 at 12:37 AM.
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Old June 27th, 2013, 02:33 AM   #19
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Quote:
Originally Posted by midas02 View Post

(Photo by Artyom Anikeev)
Very nice.
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Old June 28th, 2013, 07:30 PM   #20
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How could we let the beauty below go without efforts to improve it and take it to the next level? Most people fail to realize that the Boeing 737 or A330s that they love today are simply the same old aviation concepts that have been modernized continuously over many years!

How could you not love this?????

Last edited by midas02; June 28th, 2013 at 07:53 PM.
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