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3 years ago

Family - Bombardier

Family - Bombardier

the “green” Q400 U

the “green” Q400 U .K.-based airline Flybe has introduced an aircraft “eco-labeling” scheme, the first airline in the world to do so. Under the scheme, Flybe passengers will be provided at the time of booking via the Internet with a detailed but user-friendly breakdown of the fuel consumption, carbon emissions and noise patterns of the aircraft type to be used on their trip. The eco-labeling scheme was subject to an assurance process by international consultants Deloitte Touche. According to Flybe, the Bombardier Q400 is the “outstanding performer in environmental terms. “At just 10.5 kg C0 2 emissions per seat, the aircraft’s landing and take-off (LTO) cycle is A-rated whilst on a sector basis, the aircraft records an impressive triple-B score,” the airline said in a news release. “With an A rating for its noise footprint as well, the Bombardier Q400 . . . is an environmental leader in regional aviation.” Flybe recently placed a firm order for 15 additional 360-knot (667 km/h) Q400 aircraft which, by late 2009, will increase the fleet to 60 aircraft and make Flybe the world’s largest Q400 operator. “The eco-labeling scheme allows passengers, on the basis of fully transparent disclosure, to assess the environmental impact of their journey,” Flybe said. “Passengers will then be in a position to decide, on an informed basis, whether they want to carbon-offset that journey.” Said Jim French, Chairman and Chief Executive of Flybe, “With (the) launch of the eco-label, we take up the challenge to make Flybe as environmentally sensitive as possible and help bring pressure across the industry to reduce emissions by improving standards.” The Q400 set new standards for environmental protection for an aircraft of its class. Community noise levels are well below FAR 36 and ICAO Annex 16 Chapter 3 requirements. The Q400 also has reduced engine emissions: 40 per cent below Part 34 requirements for smoke number and 40 per cent below ICAO Annex 16 requirements for gaseous emission. Jim French, Chairman and Chief Executive Officer at Flybe and the Q400 environmental score card Each aircraft’s eco-label is broken down into three components: 1. Local Environment which assesses the aircraft’s noise rating on an A (low) to F (high) rating; and the levels of CO 2 and NOX emissions on an LTO Cycle basis. 2. Journey Environment which grades fuel consumption and CO 2 emissions (kg/seat) over a range of typical European sectors (500, 1,000 and 1,500 km/270, 540 and 810 nm) and also on an A to F grading. 3. Passenger Environment which contains information on minimum leg room and number of seats. Horizon Air’s Q400 RNP fuel savings add up Horizon Air saves about $24 in fuel costs for every Q400 approach into Portland, Oregon using Required Navigation Performance (RNP) procedures. The Q400 reaches top of descent at cruise speed and descends at flight idle, making a few gentle turns to slow the aircraft to the flap extension speed for the approach. That $24 becomes a considerable amount after a year of Q400 RNP approaches into Portland. Horizon said it expects further fuel savings as RNP procedures are authorized at more airports in the Horizon system. 4 Regional Update / June 2007

CRJ NextGen: quiet & green While it would be impossible to eliminate all noise, smoke and noxious emissions from today’s turbofan engines, the engine and airframe manufacturers have invested heavily in making the engines as clean and quiet as they can. One only has to remember seeing black, greasy-looking matter pouring from early-generation jet engines to see how far the industry has progressed. But the work goes on, perhaps harder than ever in the new era of environmental consciousness, and nextgeneration jet engines will no doubt be even cleaner and quieter. Even now, though, Bombardier’s CRJ NextGen families produce far less noise and smoke than is permitted by regulation, as seen in the chart (above right) and illustration (below). The illustration applies to both the CRJ700 and CRJ900 emissions. CRJ NextGen Noise Levels (EPNdB) Flyover Lateral Approach Chapter 4 Margin CRJ700 NextGen 82.0 89.6 92.6 6.3 CRJ900 NextGen 81.9 89.5 92.4 6.3 CRJ1000 EL NextGen 83.9 89.5 93.4 3.2 140 120 ICAO Requirement incl. C AEP/6 CF34-8C5 Engine Emissions g/kN or SN 100 80 60 40 75.2 15.6 20 0 42.8 19.1 0.5 43 16.6 10.7 CO HC NOx Smoke A brisk secondary market for the CRJ100 and CRJ200 CRJ100 and CRJ200 regional jets that have been in storage are finding their way back to the operators that stored them and to new, emerging markets. In the two years leading up to March, 2007, 136 CRJ100 and CRJ200 aircraft had been parked but only 24 were still available on the market. Many of these aircraft went to Air Canada, Delta Air Lines, Northwest Airlines and Republic Airlines. “Some of the new markets that have been found by ourselves and other lessors are corporate operators, cargo, United Nations operations, and passenger services in Russia, Georgia and Belarus,” said Rod Sheridan, Vice-president, Asset Management at Bombardier Regional Aircraft. “The activity remains very strong.” Some of the older CRJ aircraft, such as those originally operated by Lufthansa CityLine, had flown approximately 30,000 cycles, while the newer aircraft have as few as 10,000 cycles. Economic repair life of a CRJ is 60,000 cycles so these aircraft still have many cycles of flying ahead of them. Regional Update / June 2007 5

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