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

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

2. 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.

3. 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

4. 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

5. 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%

6. 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)

7. 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

8. 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

9. 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

10. 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

11. 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

12. 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

13. 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

14. 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

15. 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

16. 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

17. 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

18. 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

19. CSeries: 52% Margin to CAEP6 and No Visible Smoke NOx Emissions NOx Emissions + 6 % CAEP6 NOx Requirement - 22 % - 52 %

20. Bombardier’s Green Machines Fuel Efficient Low Emissions Quiet Footprints