Trung Ngo, Vice-President Marketing & Communications

McGill-ICAO Conference

September 2007

From The Ground Up: A Complete Approach to Aircraft and The Environment

Forward-looking Statements

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

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 that they 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.

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

Noise of a typical 1960s engine

Jet

Compressor

Turbine &Turbine & Combustor

Noise of a typical 1990s engine

Compressor Turbine &Turbine & Combustor

FanJet

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

The European ContextACARE Goals for 2020

20

00

Ba

se

line

20

08

EIS

20

15

EIS

AC

AR

E

100%

90%

80%

70%

CO2100%

60%

20%

NOx

-4dB

-8dB

Noise

1. Quality and affordability

2. Environment

3. Safety

4. Air transport system

5. Security

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

- Reduce the NOx by 80%

- Reduce perceived external noise by 50%

Today TechnologyBreakthrough

InterimStep

ACARE Target

~10 EPNdB

1960 1970 1980 1990 2000 2010 2020 2030

Trends in Aircraft Noise Reduction

Powerplant Technology Breakthrough (HBPR)

No

ise

(EP

NdB

)To Reach ACARE Targets We Need A Technological Breakthrough

Note: Estimated timelines are subject conclusions of technology and commercial viability studies

Counter-rotating fan

2013

2016

2018+

Splice-less inlet

2DOF Acoustic liner

Chevron Nozzles

Fluidic / variable

geometry chevrons

Turbomachinery source noise

reductionFan Chevron

Increased nacelle length

Lipskin acoustic liner

Working Co-Operatively to Design Quieter Engines

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 BelfastCollaborative UK 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 BelfastCollaborative European Programs

Low Weight Nacelle• Innovative thrust reverser

for high BPR engine• Structural studies• Material opportunity studies

Low Drag Nacelle• Laminar flow control• Surface coatings• Flow control

Low Noise Nacelle• Acoustic area yield• Splice-less designs• Advanced acoustic

treatments

Environmentally Friendly Engine 2006-2011

• Bombardier (Belfast) Lead for Powerplant WP

• Industry: Rolls Royce, Goodrich, HS Marstons, Smiths; Universities: Cambridge, Oxford, Loughborough, Sheffield, Birmingham, Belfast

Nacelles Technology Development at BelfastCollaborative UK Programs

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

Acoustic areamaximisation

78.684

93.110.4

10

4.9

75

80

85

90

95

100

Fly-over Lateral Approach

No

ise

Le

vel

(EP

Nd

B)

Margin (ICAO Annex 16 Chapter III)Noise Level (Chapter IV)

15.3

255.7255

260

265

270

275

280

Accumulative

No

ise

Le

ve

l (E

PN

dB

)

Margin (ICAO Ch IV)

Acc. Noise Level

Note: Q400 with Reduced RPM landing

The Highest Weight Q400 Has Plenty of Noise Margin

Environmental compatibilityQ400 EHGW - Chapter IV Noise Levels

85.889.8

93.4

3.2

4.9

5.2

75

80

85

90

95

100

Fly-over Lateral Approach

No

ise

Le

vel

(EP

Nd

B)

Margin (ICAO Annex 16 Chapter III )Noise Level (Chapter IV)

3.2

269

262

264

266

268

270

272

274

276

278

280

Cumulative

No

ise

Le

ve

l (E

PN

dB

)

Margin (ICAO Ch IV)

Acc. Noise Level

The CRJ1000 Will Be Certified to Chapter IV With An Expected Margin of 3.2 EPNdB

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

Environmental compatibilityCRJ1000 ER* – Preliminary Chapter IV noise levels

All CRJ Series Aircraft Produce Less Noise Than Their Counterparts

256258260262264266268270272274276278

70-78 Seats 84-90 Seats 95-104 Seats

EP

Nd

B (

cu

m)

Current CRJ Competition Old Generation

CRJ700 STD: Certified chapter 4 noise LevelsCRJ900 STD: Certified chapter 4 noise Levels; With Chevron NozzlesCRJ1000 EL: Expected margin CRJ900 with chevron nozzle

Cumulative Exterior NoiseCRJ Series

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

C110 @ 2,700 nm

Recently Certified Product

70 dBA Contour

 

Schiphol Airport, Amsterdam (RWY 36R)

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

CSERIES – The Community Environmental Solution

Blo

ck F

uel

- lb

(50

0 n

m)

Co

mp

etit

ors

Ave

rag

e

Co

mp

etit

ors

Ave

rag

e

18-20% 16-18%

C11

0

110 Seats 130 SeatsC

130

2013 Engine Technology Provides Significant Fuel Savings

CSeries: Significantly Lower CO2 Emissions per Seat

Old 100+ Seat Jets New 100+ Seat Jets CSeries

- 32 to 34%

- 17 to 19 %

CO

2 Em

issi

on

s p

er S

eat

500 nm Mission; Old Jets: DC9, M87, F100, RJ100, 737-300, 737,500New Jets: E195, A318, A319, 737-600, 737-700; CSeries: C110, C130

CO2 Emissions

CSeries: 52% Margin to CAEP6 and No Visible Smoke

Old 100+ Seat Jets New 100+ Seat Jets CSeries

- 52 %

NO

x E

mis

sio

ns - 22 %

CAEP6 NOx Requirement

+ 6 %

NOx Emissions

Bombardier’s Green Machines

                                                                 

Low Emissions

Quiet Footprints

Fuel Efficient