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:

Noise of a typical 1960s engine Jet Compressor Turbine & Turbine & Combustor Noise of a typical 1990s engine Compressor Turbine & Turbine & Combustor Fan Jet High Bypass Engines Have Altered The Size and Contribution of Engine Source Noise

The European Context ACARE Goals for Baseline 2008 EIS 2015 EIS ACARE 100% 90% 80% 70% CO 2 100% 60% 20% NO x -4dB -8dB Noise 1.Quality and affordability 2.Environment 3.Safety 4.Air transport system 5.Security - Reduce the CO 2 emissions and fuel consumption by 50% per passenger - Reduce the NO x by 80% - Reduce perceived external noise by 50%

Today Technology Breakthrough Interim Step ACARE Target ~10 EPNdB Trends in Aircraft Noise Reduction Powerplant Technology Breakthrough (HBPR) Noise (EPNdB) To Reach ACARE Targets We Need A Technological Breakthrough

Note: Estimated timelines are subject conclusions of technology and commercial viability studies Counter- rotating fan Splice-less inlet 2DOF Acoustic liner Chevron Nozzles Fluidic / variable geometry chevrons Turbomachinery source noise reduction Fan Chevron Increased nacelle length Lipskin acoustic liner Working Co-Operatively to Design Quieter Engines

ANDANTE 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  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 UK Programs

SILENCE(R)  Hardware supplied by Bombardier for:  Fan rig tests at Anecom, Germany  Trent 500 engine tests at Rolls Royce, Hucknall  A320 fight tests VITAL (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 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 Bombardier (Belfast) Lead for Powerplant WP Industry: Rolls Royce, Goodrich, HS Marstons, Smiths; Universities: Cambridge, Oxford, Loughborough, Sheffield, Birmingham, Belfast Nacelles Technology Development at Belfast Collaborative 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 area maximisation

Fly-overLateralApproach Noise Level (EPNdB) Margin (ICAO Annex 16 Chapter III) Noise Level (Chapter IV) Accumulative Noise Level (EPNdB) Margin (ICAO Ch IV) Acc. Noise Level Note: Q400 with Reduced RPM landing The Highest Weight Q400 Has Plenty of Noise Margin Environmental compatibility Q400 EHGW - Chapter IV Noise Levels

Fly-overLateralApproach Noise Level (EPNdB) Margin (ICAO Annex 16 Chapter III ) Noise Level (Chapter IV) Cumulative Noise Level (EPNdB) 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 compatibility CRJ1000 ER* – Preliminary Chapter IV noise levels

All CRJ Series Aircraft Produce Less Noise Than Their Counterparts 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 Cumulative Exterior Noise CRJ Series

C SERIES 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

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 C SERIES – The Community Environmental Solution

Block Fuel - lb (500 nm) Competitors Average 18-20%16-18% C Seats130 Seats C Engine Technology Provides Significant Fuel Savings

CSeries: Significantly Lower CO2 Emissions per Seat - 32 to 34% - 17 to 19 % CO 2 Emissions per Seat 500 nm Mission; Old Jets: DC9, M87, F100, RJ100, , 737,500 New Jets: E195, A318, A319, , ; CSeries: C110, C130 CO 2 Emissions

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

Bombardier’s Green Machines Low Emissions Quiet Footprints Fuel Efficient