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From The Ground Up: A Complete Approach to Aircraft and The Environment. Trung Ngo, Vice-President Marketing & Communications McGill-ICAO Conference September 2007. Forward-looking S tatements.

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from the ground up a complete approach to aircraft and the environment
From The Ground Up: A Complete Approach to Aircraft and The Environment

Trung Ngo, Vice-President Marketing & Communications

McGill-ICAO Conference

September 2007

forward looking s tatements
Forward-looking Statements

This presentation includes forward-looking statements. Forward-looking statements generally can be identified by the use of forward-looking terminology such as “may”, “will”, “expect”, “intend”, “estimate”, “anticipate”, “plan”, “foresee”, “believe” or “continue” or the negatives of these terms or variations of them or similar terminology. By their nature, forward-looking statements require Bombardier Inc. (the “Corporation”) to make assumptions and are subject to important known and unknown risks and uncertainties, which may cause the Corporation’s actual results in future periods to differ materially from forecasted results. While the Corporation considers its assumptions to be reasonable and appropriate based on current information available, there is a risk thatthey may not be accurate. For additional information with respect to the assumptions underlying the forward-looking statements made in this presentation, please refer to the respective sections of the Corporation’s aerospace segment (“Aerospace”) and the Corporation’s transportation segment (“Transportation”) in the F06 MD&A.

Certain factors that could cause actual results to differ materially from those anticipated in the forward-looking statements, include risks associated with general economic conditions, risks associated with the Corporation’s business environment (such as the financial condition of the airline industry, government policies and priorities and competition from other businesses), operational risks (such as regulatory risks and dependence on key personnel, risks associated with doing business with partners, risks involved with developing new products and services, warranty and casualty claim losses, legal risks from legal proceedings, risks relating to the Corporation’s dependence on certain key customers and key suppliers, risks resulting from fixed-term commitments, human resource risk, and environmental risk), financing risks (such as risks resulting from reliance on government support, risks relating to financing support provided on behalf of certain customers, risks relating to liquidity and access to capital markets, risks relating to the terms of certain restrictive debt covenants and market risks (including currency, interest rate and commodity pricing risk). - see the Risks and Uncertainties section in the F06 MD&A. Readers are cautioned that the foregoing list of factors that may affect future growth, results and performance is not exhaustive and undue reliance should not be placed on forward-looking statements. The forward-looking statements set forth herein reflect the Corporation’s expectations as at the date of the F06 MD&A and are subject to change after such date. Unless otherwise required by applicable securities laws, the Corporation expressly disclaims any intention, and assumes no obligation to update or revise any forward-looking statements, whether as a result of new information, future events or otherwise.

All amounts are expressed in U.S. dollars unless otherwise stated.

sources of aircraft noise on approach
Sources of Aircraft Noise on Approach
  • Main Sources of Aircraft Noise
    • A) Undercarriage
    • B) Flaps & Slats
    • C) Engines
  • Main Sources of Engine Noise
    • A) Fan Noise
    • B) Jet Noise
  • Operational Procedures (ATM)

Source: Silent Aircraft Initiative: http://silentaircraft.org/aircraftnoise

high bypass engines have altered the size and contribution of engine source noise

Noise of a typical 1990s engine

Fan

Jet

Compressor

Turbine & Combustor

Turbine &

High Bypass Engines Have Altered The Size and Contribution of Engine Source Noise

Noise of a typical 1960s engine

Compressor

Turbine & Combustor

Turbine &

Jet

the european context acare goals for 2020
The European ContextACARE Goals for 2020
  • Quality and affordability
  • Environment
  • Safety
  • Air transport system
  • Security

- Reduce the CO2 emissions and fuel consumption by 50% per passenger

- Reduce the NOx by 80%

- Reduce perceived external noise by 50%

100%

2000 Baseline

100%

CO2

NOx

Noise

90%

2008 EIS

60%

-4dB

2015 EIS

80%

ACARE

20%

-8dB

70%

to reach acare targets we need a technological breakthrough

PowerplantTechnology Breakthrough (HBPR)

Technology

Breakthrough

Today

~10 EPNdB

InterimStep

ACARE Target

1960

1970

1980

1990

2000

2010

2020

2030

To Reach ACARE Targets We Need A Technological Breakthrough

Trends in Aircraft Noise Reduction

Noise

(EPNdB)

working co operatively to design quieter engines
Working Co-Operatively to Design Quieter Engines

2018+

Counter-rotating fan

Splice-less inlet

2DOF Acoustic liner

2016

2013

Chevron Nozzles

Fluidic / variable geometry chevrons

Turbomachinery source noise reduction

Fan Chevron

Increased nacelle length

Lipskin acoustic liner

Note: Estimated timelines are subject conclusions of

technology and commercial viability studies

nacelles technology development at belfast collaborative uk programs
Nacelles Technology Development at BelfastCollaborative UK Programs

ANDANTE 2005-2008

  • To investigate and design, for both fuel burn and noise benefits, a practical means of modulating the area of the fan bypass nozzle by up to 20%

Advanced Nacelle Acoustic Liner 2005-2007

  • Improved noise attenuation achievable with the following manufacturing process technologies:
    • Zero splice intake liner
    • Enhanced perforate facing sheet
    • High efficiency two degree of freedom liner
nacelles technology development at belfast collaborative european programs
Nacelles Technology Development at BelfastCollaborative European Programs

SILENCE(R) 2001-2007

  • Hardware supplied by Bombardier for:
    • Fan rig tests at Anecom, Germany
    • Trent 500 engine tests at Rolls Royce, Hucknall
    • A320 fight tests

VITAL 2005-2009

(Environmentally Friendly Engine)

    • Novel approaches to nacelle design, in particular thrust reverser integration
    • Nacelle studies for three engine configurations: DDTF, GTF, CRTF
nacelles technology development at belfast collaborative uk programs10
Nacelles Technology Development at BelfastCollaborative UK Programs

Environmentally Friendly Engine2006-2011

  • Low Weight Nacelle
  • Innovative thrust reverserfor high BPR engine
  • Structural studies
  • Material opportunity studies
  • Low Drag Nacelle
  • Laminar flow control
  • Surface coatings
  • Flow control
  • Bombardier (Belfast) Lead for Powerplant WP
  • Industry: Rolls Royce, Goodrich, HS Marstons, Smiths; Universities: Cambridge, Oxford, Loughborough, Sheffield, Birmingham, Belfast
  • Low Noise Nacelle
  • Acoustic area yield
  • Splice-less designs
  • Advanced acoustic treatments
research development is driven by environmental priorities

Acoustic area

maximisation

Research & Development is Driven by Environmental Priorities

Canadian Aerospace Environmental Working Group (CAEWG): A Joint Canadian initiative on Noise & Emissions Reductions

Noise AND Fuel Burn Research

  • Reduced nacelle weight
  • Reduced nacelle aerodynamic drag
  • Improved attenuation of engine noise

Bombardier Research Potential

  • Acoustic Liners
  • Spliceless Inlets
  • Fan Chevrons
  • Increased Nacelle Length
  • Landing Gear Farings
the highest weight q400 has plenty of noise margin
The Highest Weight Q400 Has Plenty of Noise Margin

Environmental compatibilityQ400 EHGW - Chapter IV Noise Levels

100

280

Margin (ICAO Annex 16 Chapter III)

Margin (ICAO Ch IV)

Noise Level (Chapter IV)

4.9

95

Acc. Noise Level

275

90

270

10

Noise Level (EPNdB)

Noise Level (EPNdB)

85

265

93.1

10.4

15.3

260

80

84

255.7

78.6

255

75

Accumulative

Fly-over

Lateral

Approach

Note: Q400 with Reduced RPM landing

the crj1000 will be certified to chapter iv with an expected margin of 3 2 epndb
The CRJ1000 Will Be Certified to Chapter IV With An Expected Margin of 3.2 EPNdB

Environmental compatibilityCRJ1000 ER* – Preliminary Chapter IV noise levels

100

280

Margin (ICAO Annex 16 Chapter III )

Margin (ICAO Ch IV)

Noise Level (Chapter IV)

278

5.2

95

Acc. Noise Level

276

4.9

274

90

272

Noise Level (EPNdB)

3.2

Noise Level (EPNdB)

3.2

270

85

93.4

268

89.8

269

85.8

266

80

264

262

75

Cumulative

Fly-over

Lateral

Approach

* Targets per Chapter IV. Applicable to both Stnd 2% & Optional +5% Engine

all crj series aircraft produce less noise than their counterparts
All CRJ Series Aircraft Produce Less Noise Than Their Counterparts

Cumulative Exterior NoiseCRJ Series

CRJ700 STD: Certified chapter 4 noise Levels

CRJ900 STD: Certified chapter 4 noise Levels; With Chevron Nozzles

CRJ1000 EL: Expected margin

CRJ900 with chevron nozzle

c series a game changer in its class
CSERIES • A Game Changer In Its Class

Family of Aircraft with Full Commonality

Environmentally Focused – 20 EPNdB Margin to Stage IV

Total Life Cycle Cost Improvement

15% Better Cash Operating Costs – 20% Fuel Burn Advantage

Widebody Comfort In A Single Aisle Aircraft

Mature 99% at Entry Into Service

Operational Flexibility – Short Field and Longer Range Performance

c series the community environmental solution
CSERIES – The Community Environmental Solution

Schiphol Airport, Amsterdam (RWY 36R)

70 dBA Contour

Recently Certified Product

C110 @ 2,700nm

dBA-A Weighted Sound Level; C110: MTOW 126,800 lb, Flaps 5 deg, MTOT 23,300 lbf; Competition RTOW 115,280 lb (TOFL limitation), MTOT 20,000 lbf, Flap 5 deg

2013 engine technology provides significant fuel savings
2013 Engine Technology Provides Significant Fuel Savings

18-20%

16-18%

Block Fuel - lb (500 nm)

Competitors Average

C130

Competitors Average

C110

110 Seats

130 Seats

cseries significantly lower co2 emissions per seat
CSeries: Significantly Lower CO2 Emissions per Seat

CO2 Emissions

CO2 Emissions per Seat

- 32 to 34%

- 17 to 19 %

500 nm Mission; Old Jets: DC9, M87, F100, RJ100, 737-300, 737,500

New Jets: E195, A318, A319, 737-600, 737-700; CSeries: C110, C130

cseries 52 margin to caep6 and no visible smoke
CSeries: 52% Margin to CAEP6 and No Visible Smoke

NOx Emissions

NOx Emissions

+ 6 %

CAEP6 NOx Requirement

- 22 %

- 52 %

bombardier s green machines
Bombardier’s Green Machines

Fuel Efficient

Low Emissions

Quiet Footprints