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 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
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.
All amounts are expressed in U.S. dollars unless otherwise stated.
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 1960s engine
Noise of a typical 1990s engine
Fan
Compressor
Jet
Turbine
Combustor
Turbine& &
Jet
Compressor
Turbine
& Combustor
Turbine
&
The European Context
ACARE Goals for 2020
1. Quality and affordability
2. Environment
- Reduce the CO2 emissions and fuel consumption by
50% per passenger
3. Safety
- Reduce the NOx by 80%
- Reduce perceived external noise by 50%
4. Air transport system
5. Security
100%
CO2
90%
ACARE
2015 EIS
2008 EIS
70%
2000 Baseline
80%
100%
NOx
Noise
60%
-4dB
20%
-8dB
To Reach ACARE Targets We Need A Technological
Breakthrough
Trends in Aircraft Noise Reduction
Noise
(EPNdB)
Powerplant Technology Breakthrough (HBPR)
Today
Technology
Breakthrough
Interim
Step
ACARE Target
1960
1970
1980
1990
2000
2010
2020
2030
~10 EPNdB
Working Co-Operatively to Design Quieter Engines
2018+
Counterrotating fan
Splice-less inlet
2DOF Acoustic
liner
Chevron
Nozzles
2016
2013
Fluidic / variable
geometry
chevrons
Turbomachinery
source noise
reduction
Note: Estimated timelines are subject conclusions of
technology and commercial viability studies
Fan Chevron
Increased nacelle length
Lipskin acoustic liner
Nacelles Technology Development at Belfast
Collaborative 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
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 Programs
Environmentally Friendly Engine 2006-2011
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
• 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
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 area
maximisation
The Highest Weight Q400 Has Plenty of Noise Margin
Environmental compatibility
Q400 EHGW - Chapter IV Noise Levels
Margin (ICAO Annex 16 Chapter III)
Noise Level (Chapter IV)
95
90
85
280
Margin (ICAO Ch IV)
4.9
10
93.1
10.4
80
84
78.6
Note: Q400 with Reduced RPM landing
275
Lateral
Approach
Acc. Noise Level
270
265
15.3
260
255
75
Fly-over
Noise Level (EPNdB)
Noise Level (EPNdB)
100
255.7
Accumulative
The CRJ1000 Will Be Certified to Chapter IV With An
Expected Margin of 3.2 EPNdB
Noise Level (EPNdB)
100
Margin (ICAO Annex 16 Chapter III )
Noise Level (Chapter IV)
95
5.2
4.9
90
3.2
85
93.4
89.8
80
85.8
75
Noise Level (EPNdB)
Environmental compatibility
CRJ1000 ER* – Preliminary Chapter IV noise levels
280
278
276
274
272
270
268
266
264
262
Margin (ICAO Ch IV)
Acc. Noise Level
3.2
269
Cumulative
Fly-over
Lateral
* Targets per Chapter IV. Applicable to both Stnd 2% & Optional +5% Engine
Approach
All CRJ Series Aircraft Produce Less Noise Than Their
Counterparts
Cumulative Exterior Noise
EPNdB (cum)
CRJ Series
278
276
274
272
270
268
266
264
262
260
258
256
70-78 Seats
Current CRJ
CRJ700 STD:
CRJ900 STD:
CRJ1000 EL:
CRJ900
Certified chapter 4 noise Levels
Certified chapter 4 noise Levels; With Chevron Nozzles
Expected margin
with chevron nozzle
84-90 Seats
Competition
95-104 Seats
Old Generation
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
CSERIES – The Community Environmental Solution
Schiphol Airport,
Amsterdam (RWY 36R)
70 dBA Contour
Recently Certified
Product
C110 @ 2,700 nm
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
16-18%
C110
C130
Competitors Average
18-20%
Competitors Average
Block Fuel - lb (500 nm)
2013 Engine Technology Provides Significant Fuel
Savings
110 Seats
130 Seats
CSeries: Significantly Lower CO2 Emissions per Seat
CO2 Emissions per Seat
CO2 Emissions
Old 100+ Seat Jets
- 32 to 34%
- 17 to 19 %
New 100+ Seat Jets
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
CSeries: 52% Margin to CAEP6 and No Visible Smoke
NOx Emissions
NOx Emissions
+6%
Old 100+ Seat Jets
CAEP6 NOx
Requirement
- 22 %
- 52 %
New 100+ Seat Jets
CSeries
Bombardier’s Green Machines
Fuel Efficient
Low Emissions
Quiet Footprints