EVOLUTION TOWARDS PERFORMANCE BASED NAVIGATION AND INCREASED OPERATIONAL FLEXIBILITY WORLDWIDE ALAIN BELANGER MANAGER PRODUCT PLANNING MARCH 12,

We are expanding our involvement in the civil aerospace and aviation industry by engaging and supporting industry associations, regulatory agencies, government bodies on policy and regulatory developments We continue to enhance industry presence

BOMBARDIER CNS/ATM LEADERSHIP INTERNATIONAL STANDARDS, MANUFACTURER ASSOCIATIONS 3  International Civil Aviation Organization (ICAO)  GANIS symposium in Sept 2011  PBN Workshop in Oct 2012  ANC Conference in Nov 2012 (member of 3 delegations)  International Coordinating Council of Aerospace Industries Associations (ICCAIA)  CNS/ATM Committee  General Aviation Manufacturers Association (GAMA)  Technical Policy Committee  Flight Operations Policy Committee  Avionics & Electronic Systems Subcommittee  Aerospace Industries Association of America (AIA)  Air Transportation Services Committee

BOMBARDIER CNS/ATM LEADERSHIP BUSINESS JET OPERATOR ASSOCIATIONS 4  International Business Aviation Council (IBAC)  Member of CNS/ATM Working Group  Hosted WG meeting in April 2012  National Business Aviation Association (NBAA)  International Operators Conference Planning Committee (IOC)  Access Committee

AGENDA DEFINITIONS & ROADMAP EN ROUTE & TERMINAL RNAV/RNP BENEFITS 3 RNAV (GNSS)/(RNP) APPROACHES & BENEFITS 4 RNAV (GNSS)/(RNP) APPROACHES WORLDWIDE DEPLOYMENT

PERFORMANCE BASED NAVIGATION DEFINITIONS & ROADMAP 6 ANNUAL CONFERENCE MARCH 12, 2013 VISION FLIGHT DECK

PERFORMANCE BASED NAVIGATION (PBN) MAIN OBJECTIVES 7 PBN Reduce the need to maintain sensor- specific routes and procedures, and their associated costs Foster GNSS based navigation, including SBAS, GBAS and GRAS augmentation systems and introduction of Galileo, modernization of GPS and GLONASS, etc… Facilitate more efficient use of airspace (route placement, fuel efficiency, noise abatement, etc.) Simplify the operational approval process for operators by providing a limited set of navigation specifications for global use  Safety  Capacity  Efficiency  Environment  Access Source: ICAO

PERFORMANCE BASED NAVIGATION – RNAV/RNP 8 Evolving PBN worldwide for optimized airspace utilization PBN Roadmap (e.g. Advanced RNP, 4D trajectories)

PBN – RNAV & RNP CURRENT SPECIFICATIONS PBN RNAV RNAV 5&10 “En Route” 5 - Continental Airways 10- Oceanic & Remote Areas RNAV 1&2 “Terminal” SID STAR RNP RNP 4 “Oceanic & Remote Areas” Airways B-RNP-1 SID STAR RNP APCH (Basic) RNAV(GNSS) LNAV (GPS-NPA) LNAV/VNAV (APV baro) LP LPV (APV SBAS/EGNOS) RNP AR RNAV (RNP) = 0.3 < 0.3 TERMINAL & EN ROUTE 9 Source: ICAO

PBN – ICAO ROADMAP RNAV & RNP 10 Source: ICAO

PBN – RNP ADVANCED (BEING DEFINED) ALL PHASES OF FLIGHT 11 Source: EUROCONTROL  Description:  All-encompassing navigation specification addressing all phases of flight to maximise the benefit and to minimise cost to operators in gaining operational approval  Advanced RNP benefit objectives:  Increasing flight efficiency and overall efficiency of the ATM system  Providing greater flexibility in placing ATS Routes, SIDS and STARS where most convenient  Enable more optimized RNAV 1 or RNAV 5 routes  Routes can be placed where they better suit aircraft performance  Opens more optimized flight paths with noise footprint reduction

PBN – 4D TRAJECTORY (BEING DEFINED) TERMINAL & EN ROUTE 12 Source: EUROCONTROL  Description of 4DTRAD:  Data Communication Supporting 4D Trajectory Concept (4DTRAD) is based on a number of basic operational and environmental conditions as well as ground capability for the expected time of applicability of the Service  4DTRAD benefit goals:  Better flight efficiency flight profile and fuel burn optimisation as a result of: o Early agreement with the Flight Crew on the trajectory to be flown o Leaving the decision on the best way to meet the constraints with the flight crew  Enhanced flight efficiency by early notification of arrival requirements, airborne and on ground, to reduce the need for severe sequencing measures  Increased predictability of the real trajectory that will be flown and of the arrival time will allow better planning

PERFORMANCE BASED NAVIGATION EN ROUTE & TERMINAL RNAV/RNP BENEFITS 13 © Bombardier Inc. (All Rights Reserved) ANNUAL CONFERENCE MARCH 12, 2013

PBN – RNAV 1 & 2 “TERMINAL” SID & STAR – PRECISION RNAV (P-RNAV) 14  Description:  RNAV based Standard Instrument Departure (SID) and Standard Terminal Arrival Route (STAR) procedures Source: EUROCONTROL & France Aeronautical Information Publication (AIP)  Provides greater consistency in SID & STAR procedures design  Allows terminal airspace routes that best meet the needs of airport/ATC/pilot alike  Facilitates more direct routes with simple connections to the en-route structure  Helps routes design considering environmental issues e.g. by-pass densely populated areas  Enhances arrival and departure streams segregation, thus reducing pilot/controller workload

PBN – RNAV 5 “EN ROUTE”  Description:  Navigation method allowing aircraft operations on any desired flight path within controlled airspace CONTINENTAL AIRWAYS – BASIC RNAV (B-RNAV) 15 Source: EUROCONTROL  Improved management in traffic flow  More efficient use of available airspace with more flexible ATS route structure by providing:  More direct routes (dual or parallel)  Bypass routes for high-density terminal areas  Alternative or contingency routes (planned or an ad hoc)  Optimum locations for holding patterns  Optimized feeder routes  Reduction in flight distances resulting in fuel savings  Reduction in the number of ground navigation facilities

PBN – RNP 10 “EN ROUTE”  Denser traffic capacity over oceanic and remote area due to:  Reduced separation between aircraft  Primarily for RNAV routes but permitted on non- RNAV routes in some areas  Possible time & fuel savings  Word areas with “50 NM” lateral separation reduction benefits:  North Pacific (NOPAC)  West Atlantic Route System (WATRS) and parts of the San Juan and Miami Oceanic Control Areas  Many more worldwide  Note: Operational approval required © Bombardier Inc. (All Rights Reserved) OCEANIC & REMOTE AREAS  Description:  Reduced lateral separation 50 nm between aircraft Source: EUROCONTROL & FAA 16

PBN – RNP 4 “EN ROUTE” (FANS 1/A EQPT)  Increased airspace capacity and fuel efficient route access due to:  Reduced separation between aircraft  Access to upcoming RNP 4 dedicated routes  No altitude loss when crossing to other aircraft tracks  More efficient ATC to pilot communication thru SATCOM CPDLC  Required to fly FL North- Atl. OTS tracks since Feb 2013 (except for 2 Core Tracks)  RNP 4 dedicated tracks and region coverage are planned to increase in Feb 2015  Note: Operational approval required © Bombardier Inc. (All Rights Reserved) CDU Image © Rockwell Collins, Inc. OCEANIC & REMOTE AREAS  Description:  Reduced separation 30/30 nm between aircraft thru enhanced communication with ATC Source: EUROCONTROL & FAA 17

LINK EUROCONTROL MANDATE BOMBARDIER CONFIDENTIAL CDU Image © Rockwell Collins, Inc.  Required to fly in European airspace above FL285 in Feb 2013 (new aircraft) 1 or Feb 2015 (in-service aircraft) 2  Increased communication efficiency and reduced pilot workload  Will increase European airspace air traffic management (ATM) capacity by automating routine tasks whilst improving safety (1) A/C certificate of airworthiness after Dec 2010 (2) A/C certificate of airworthiness prior to Jan 2011  Description:  CPDLC (through VDL mode 2) supplementing voice communication between pilots and ATCs Source: EUROCONTROL 18

LINK FANS 1/A+ VS LINK (1 OF 2) 19  ADS-C & SATCOM CPDLC  Primarily for oceanic & remote airspace navigation (RNP 4 Ops)  Inmarsat or Iridium safety services communication  Interfaces with FMS for flight plan modifications  183 uplinks & 81 downlinks message set  FANS 1/A+ (1) includes VHF coverage (+)  RNP 4 Ops approval required  VDL mode 2 CPDLC  En route continental Europe (above FL 285)  No service providers required for VHF Datalink communication  No FMS interface for flight plan modifications  63 uplinks & 26 downlinks message set  Link CPDLC is a subset of the larger ATN message set vs FANS 1/A+ (1)Permanent EUROCONTROL Link2000+ equipage exemption can be obtained if FANS 1/A+ is installed and if RNP 4 ops approval is obtained prior to Jan 2014 Source: EUROCONTROL

FANS 1/A+ VS LINK (2 OF 2) 20 vs MESSAGES SET DIFFERENCES Equivalent messages set (not exactly the same) but different procedures (*) UM :Uplink Message (from ATC to pilot) CDU Image © Rockwell Collins, Inc. FANS 1/A+ Um 20* : CLIMB TO AND MAINTAIN [altitude] LINK To communicate an equivalent message on Link 2000+: um 20 : CLIMB TO [level] + um 165 :THEN + um 19 :MAINTAIN [level] CDU Image © Rockwell Collins, Inc.

PERFORMANCE BASED NAVIGATION RNAV (GNSS)/(RNP) APPROACHES & BENEFITS 21 ANNUAL CONFERENCE MARCH 12, 2013

RNAV (GNSS) APPROACHES 22 ≥ 350 ft MDA ≥ 400 ft MDA

LNAV – NON-PRECISION APPROACH (NPA) 23  Alternative to other NPA’s using conventional NAVAIDs such as:  Localizer  VOR – VHF Omnidirectional Range  NDB – Non-Directional Beacon  DME – Distance Measuring Equipment  Etc…  No dependence on any airport NAVAIDs  Access to airports without or inoperative NAVAID infrastructures  Description:  GNSS approach that uses GPS and/or EGNOS for lateral navigation only with no descent guidance – Minimum Descent Altitude (MDA) down to 400 ft typically Sources: EUROCONTROL and UK NATS AIS MDA = 630 ft LATERAL NAVIGATION (LNAV)

LNAV/VNAV – NPA APPROACH 24  Same benefits as LNAV approaches  DA typically slightly lower than LNAV MDA due to added vertical guidance  Description:  GNSS approach with lateral GPS and/or EGNOS guidance and vertical guidance from barometric altimeter – typical Decision Altitude (DA) down to 350 ft DA = 510 ft LATERAL/VERTICAL NAVIGATION (LNAV/VNAV) Sources: EUROCONTROL and UK NATS AIS

LP – NPA APPROACH 25  An alternative to LPV or LNAV approaches  Provides better airport access where, due to obstacles or other infrastructure limitations, a vertically guided approach (LPV or LNAV/VNAV) can not be published Source: EUROCONTROL & NAVAIR.com  Description:  GNSS NPA approach uses the EGNOS precision of LPV for lateral guidance (tapered) and barometric altimeter data for vertical guidance. MDA can be as low as 300 ft LOCALIZER PERFORMANCE (LP) MDA = 436 ft

LPV – PRECISION APPROACH 26  Alternative to Cat I approaches  No dependence on any airport NAVAIDs  Precision approach capability at airports without ILS infrastructures or with ILS inoperative  Smoother glide path descent than ILS  EGNOS usage eliminates:  Cold temperature effects  Incorrect altimeter settings  Lack of local altimeter source  Description:  GNSS precision approach with electronic glide path using EGNOS lateral (40m lateral limit) & vertical guidance. Decision Altitude (DA) can be as low as ft LOCALIZER PERFORMANCE WITH VERTICAL GUIDANCE (LPV) Sources: EUROCONTROL and UK NATS AIS DA = 590 ft

RNP AR (0.3 OR < 0.3) – APPROACH  Better access to terrain challenged airports and/or in congested airspace area  Efficiency of operations (faster landing clearance)  Shorter routes & fuel savings  Typically continuous descent approaches  Departure procedures at higher MTOW at airports with challenging terrain  Note: Operational approval required © Bombardier Inc. (All Rights Reserved)  Description:  GNSS approach procedure that requires maintaining a specific lateral & vertical accuracy  Operators need to comply with specified additional certification, approval and training requirements REQUIRED NAVIGATION PERFORMANCE (RNP) AUTHORIZATION REQUIRED (AR) Source: EUROCONTROL 27

INNSBRUCK – RNP AR 0.3 & 0.15 APPROACHES 28 Source: Austro Control AIP RNAV (RNP) – INSTRUMENT APPROACH CHART (IAC) RNP 0.15 has a DA 100 ft lower than RNP 0.3 Minimum equipment/ conditions to execute the approach

INNSBRUCK – RNP AR 0.3 DEPARTURE 29 Source: Austro Control AIP RNAV (RNP) – STANDARD INSTRUMENT DEPARTURE CHART (SID) RNP 0.3 SID procedure Minimum equipment/conditions to execute the departure

OPS APPROVAL INFO AVAILABLE OPERATIONAL APPROVAL GUIDANCE MATERIAL 30  P-NAV:  Form SRG1815 – Application for P-RNAV Operational Approval or Renewal  RNP 10:  Form CA4040 – Application for an RVSM, MNPS or RNP-10 Operational Approval/ Renewal &  RNP 4:  EASA AMC to be developed  Meanwhile, Application for EASA Type 2 LoA using JAA PP045 Information Paper (RNP 4) for guidance  RNAV (RNP) approaches & SIDs:  Application for EASA Type 2 LoA per AMC 2026 (Airworthiness Approval and Operational Criteria for RNP AR Operations)

31 VISION FLIGHT DECK PERFORMANCE BASED NAVIGATION RNAV (GNSS)/(RNP) APPROACHES WORLDWIDE DEPLOYMENT ANNUAL CONFERENCE MARCH 12, 2013

Canada TypeIn ServiceFuture Plans LPV52180 LP0TBD LNAV600TBD LNAV/VNAV23TBD RNP AR22TBD USA TypeIn ServiceFuture Plans LPV3,055~70/yr LP413~35/yr LNAV5,619~2/yr LNAV/VNAV2,939~35/yr RNP AR354~40/yr Latin America TypeIn ServiceFuture Plans LPV0TBD LP0TBD LNAV LNAV/VNAV RNP AR22TBD Europe TypeIn ServiceFuture Plans LPV LP0TBD LNAV LNAV/VNAV98TBD RNP AR7TBD Middle-East TypeIn ServiceFuture Plans LPV0TBD LP0TBD LNAV22TBD LNAV/VNAV32TBD RNP AR8TBD Asia TypeIn ServiceFuture Plans LPV0TBD LP0TBD LNAV554TBD LNAV/VNAV82TBD RNP AR42TBD RNAV (GPS)/(RNP) APPROACHES PUBLISHED PROCEDURES WORLDWIDE DEPLOYMENT INFO Sources: EUROCONTROL, ESSP, ICAO, FAA, GE Aviation, Honeywell & 25+ Countries AIP 32

RNAV (GPS)/(RNP) APPROACHES EUROPEAN PUBLISHED PROCEDURES DEPLOYMENT BREAKDOWN Airports with LPV procedures More Active European Countries LPVLPLNAVLNAV/VNAVRNP AR I-SF-PI-SF-PI-SF-PI-SF-PI-SF-P United Kingdom 2150TBD TBD France27 140TBD8020/yr1TBD0 Germany90 70TBD82TBD82TBD0 Switzerland2 TBD Italy3 TBD Spain050TBD0 0 0 Austria0TBD Sweden0TBD TBD4 Portugal0TBD Total TBD TBD Legend: I-S= In Service F-P= Future Plans 33 Sources: ESSP, EUROCONTROL & UK NATS AIS

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PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved.