technische universität darmstadt

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1 The statements contained herein are based on good faith assumptions and are provided for general information purposes only. These statements do not constitute an offer, promise, warranty or guarantee of performance. Actual results may vary depending on certain events or conditions. This document should not be used or relied upon for any purpose other than that intended by Boeing. Copyright © 2007 Boeing. All rights reserved. Technologies for Environmentally Preferred Commercial Air Transport Technische Technische Universit Universität Darmstadt Darmstadt Michael Friend Director of Technology Boeing Germany November 21, 2007 . 2 Copyright © 2007 Boeing. All rights reserved. Agenda Market Outlook for the future Aviation and the Environment Global Technology development for the Environment

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Page 1: Technische Universität Darmstadt

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The statements contained herein are based on good faith assumptionsand are provided for general information purposes only.

These statements do not constitute an offer, promise, warranty or guarantee of performance.Actual results may vary depending on certain events or conditions.

This document should not be used or relied upon for any purpose other than that intended by Boeing.

Copyright © 2007 Boeing. All rights reserved.

Technologies for Environmentally

Preferred Commercial Air Transport

TechnischeTechnische UniversitUniversitäätt DarmstadtDarmstadt

Michael FriendDirector of Technology

Boeing GermanyNovember 21, 2007

. 2

Copyright © 2007 Boeing. All rights reserved.

Agenda

Market Outlook for the future

Aviation and the Environment

Global Technology development for the Environment

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Copyright © 2007 Boeing. All rights reserved.0

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1986 1996 2006 2016 2026

20-year forecast: strong long-term growth

Historical

Long-Term Growth2007 - 2026

GDP = 3.1% Passenger = 5.0%

Cargo = 6.1%

Long-Term Growth2007 - 2026

GDP = 3.1% Passenger = 5.0%

Cargo = 6.1%

RPKs (trillions)Future

Historic Growth 1986 – 2006

GDP = 2.9%

Passenger = 4.8%

Cargo = 6.3%

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Copyright © 2007 Boeing. All rights reserved.

0

10.000

20.000

30.000

40.000 Units

18,200Growth18,200

Growth

10,400Replacement

10,400Replacement

7,800Retained Fleet

7,800Retained Fleet

18,20018,200

36,400

28,600

2006 2026

Long-term demand for new airplanes remains strong

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Copyright © 2007 Boeing. All rights reserved.

Airlines will need over 28,600 new airplanes

62%

13%3%

22%

28,600airplanes

2.8 trilliondelivery dollars*

*In year 2006 dollars

45%42%

4%9%

747 and largerTwin-aisleSingle-aisleRegional jets

Includes CIS

. 6

Copyright © 2007 Boeing. All rights reserved.

28,600 new airplanes delivered to a wide mix of regions and operating segments

Latin America

6%

Middle East4%

Africa2%C.I.S.

4%

Europe23%

Asia-Pacific

29%

North America

32%

Where they’ll go How they’ll operate

Freight3%

IT/Charter3%

Low-Cost / Short-Haul

37%Global & Broad

Network54%

Long-Haul Network

3%

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Copyright © 2007 Boeing. All rights reserved.

Potential Challenges to Growth

• Aviation is highly visible. It only contributes 2% of the world’s CO2 output, but because it is poised for growth it is an “easy target”.

• The introduction of new technologies today will only begin to reduce the CO2 footprint of the world fleet many years in the future, because of the fleet size.

• Those technologies that reduce CO2 emissions may increase otheremissions such as community noise.

• The European ACARE targets set for industry are difficult to achieve, but might not be enough if political pressure grows.

COPYRIGHT © 2007 THE BOEING COMPANY

The challenge

How can we most effectively minimize aviation’s impact on the environment – specifically CO2

emissions?

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COPYRIGHT © 2007 THE BOEING COMPANY

Sources of human-produced CO2

Emissions from human activities are increasing concentrations of greenhouse gases that lead toclimate change.

Of the greenhouse gases, CO2has the longest-lasting, global effects.

Global man-made CO2

COPYRIGHT © 2007 THE BOEING COMPANY

Aviation has made steady, significant progress

Relat

ive fu

el us

e per

seat–

km

Early Jet Airplanes

New Generation Jet Airplanes

Second Generation Jet Airplanes Noise dB

MORE FUEL

LESS FUEL

HIGHERDECIBELS

LOWERDECIBELS

70% Fuel Improvement and Reduced CO2

90% Reduction in Noise Footprint

EVENLOWEREVEN LESS

Nose footprint based on 85 dBa.

Page 6: Technische Universität Darmstadt

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COPYRIGHT © 2007 THE BOEING COMPANY

How can we most effectively minimize aviation’s impact on the environment – specifically CO2

emissions?

Our strategy for creating a better future1 Focusing on a Clear Vision

• Technology unlocks the future• CO2 and fuel are the priority• System efficiency is essential• A global approach involves and benefits everyone

2 Achieving Specific Metrics and Milestones• Pioneer new technologies• Relentlessly pursue manufacturing and lifecycle improvements• Create progressive new products and services• Improve performance of worldwide fleet operations

3 Delivering Global Aviation Industry Leadership• Continually work together with the industry to promote effective global public

policies and best practices – for a better future

COPYRIGHT © 2007 THE BOEING COMPANY

Priority technology research for alternative fuels

Demonstrating alternative, low-carbon lifecycle fuelsConducting the first biofuel demonstration on a commercial airplane

Researching potential of future environmentally progressive fuelsPlants, including algae, could supply fuel for the world’s airplane fleet while absorbing CO2 from the atmosphere

Accelerating deployment of viable sustainable alternative low carbon lifecycle fuelsInitiated industry working group to facilitate alternative fuel research

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COPYRIGHT © 2007 THE BOEING COMPANY

Priority technology research for fuel efficiency, emissions and noise

Researching next generation materialsResult: Reduces weight, which reduces fuel use and emissions

Researching airplane systems advancementsResult: Improving electrical source and efficiency, reducing fuel, NOx and noise

Advancing more efficient operations and air traffic management

Result: Reduces noise and saves up to 500 pounds of fuel on each flight

Designing aerodynamic improvementsResult: Reduces drag which reduces fuel use and emissions

Researching propulsion systems advancementsResult: Reduce fuel consumption and emissions and lowers noise

COPYRIGHT © 2007 THE BOEING COMPANY

Key frameworks that drive our manufacturing and lifecycle improvements

A set of progressive manufacturing principles and practices to reduce environmental impact

• Increases operating efficiency• Minimizes waste• Emphasis on conservation of resources

Lean

An internationally recognized ISO 14001 standard to implement or improve environmental management systems

• Promotes environmental stewardship• Continual improvement• Emphasis on prevention

A commitment to recycling during all phases of the lifecycle

• Ensures airplane materials, including metals and composites, arerecycled for high-value industrial uses

• Identifies environmentally progressive end-of-service solutions• Promotes best practices

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COPYRIGHT © 2007 THE BOEING COMPANY

Waste reductions achieved through lean manufacturing at Renton site

23% Reduction in hazardous waste

24% Reduction in acreage

41% Reduction in factory size

52% Reduction in power consumption

Lean

Source: 1999 - 2005 data

COPYRIGHT © 2007 THE BOEING COMPANY

The 787 Dreamliner is cleaner, quieter and more efficient

The 787 Dreamliner delivers:20%* Reduction in fuel and CO2

28% Below 2008 industry limits for NOx60%* Smaller noise footprint

Advanced Wing Design

Enhanced Flight Deck

Composite Primary Structure

Advanced Engines and Nacelles

Innovative SystemsTechnologies

*Relative to the 767

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COPYRIGHT © 2007 THE BOEING COMPANY

The 747-8 is cleaner, quieter and more efficient

The 747-8 delivers:16%* Reduction in fuel and CO2

28% Below 2008 industry limits for NOx30%* Smaller noise footprint

New Wing DesignEnhanced Flight Deck

787 Dreamliner TechnologyHigh-bypass Engines

Advanced Nacelles and Chevron Nozzles

Advanced Materials

*Relative to the 747-400

COPYRIGHT © 2007 THE BOEING COMPANY

Improving the performance of worldwide fleet operations

Opportunities to Reduce Emissions, Fuel and Noise

Airplane Improvements Airspace EfficiencyEfficient AirlineOperations

Offer airplane hardware and software modifications to improve lifecycle performance

Work with airlines to develop and implement best practices and operational procedures

Work with Air Traffic Management to optimize airspace navigation and efficiency around the world

Lowers operating costs and reduces fuel use, emissions and noise

Reduces fuel use, emissions and noise

Reduces fuel use, emissions and noise

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COPYRIGHT © 2007 THE BOEING COMPANY

Airplane performance improvements are part of ongoing programs

Next-Generation 737 Improvements• Engine improvements lowering emissions• Automated throttle control reduces takeoff noise footprint• Increased precision navigation for operational efficiency• Blended winglets for 3-5% aerodynamic efficiency• Lighter weight carbon brakes• Flight deck noise reduction

777 Improvements• Wing modified to reduce drag• Wing systems revision reduces drag• New raked wingtip for improved aerodynamic

efficiency• Wing control surface tailoring reduces drag• Engine inlet treatment for noise reduction• Maneuver load alleviation for lower empty weight

COPYRIGHT © 2007 THE BOEING COMPANY

Efficient operating practices improve fuel and CO2 efficiency

14 - 21 Million lbsReserve fuelsIdle reverseEfficient routings

Fly More Efficient Flights

14 - 21 Million lbsFlight plansSpeed scheduleAircraft loading

Plan More Efficient Flights

2 – 3 Million lbsCatering weight programAircraft servicing

Reduce Aircraft Weight

CO2 Annual SavingsExamplesTarget Opportunities

Total Savings: 30 - 45 Million lbs

Source: Boeing analysis for a 115 narrowbody airplane operation (22B ASMs)

Sample Fuel Per CO2 Savings

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COPYRIGHT © 2007 THE BOEING COMPANY

Air traffic modernization can provide significant near-term benefits

More efficient routing reduces time in the air

Better arrival management and speed control for sequencing, separation, and weather rerouting reduces inefficient delays

“ATM enhancements could improve fuel efficiency and CO2

emissions by up to 12%” — IATA

COPYRIGHT © 2007 THE BOEING COMPANY

Boeing is working with the industry to address important environmental issues facing aviation

Working with industry partners to research and demonstrate sustainable alternative low carbon lifecycle fuels

Initiated first comprehensive airplane recycling program — Aircraft Fleet Recycling Association

Promoting air traffic management development and demonstrations

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COPYRIGHT © 2007 THE BOEING COMPANY

CO2: A global challenge needs a global solution

Wherever it is emitted, CO2 mixes throughout the atmosphere, where it remains for approximately 100 years. And, regardless of where it is absorbed from the atmosphere, the entire world benefits from the reduction.

COPYRIGHT © 2007 THE BOEING COMPANY

Plant-based feedstocks naturally remove CO2 from the atmosphere

Plant-based fuel

Plant-based feedstocks absorb CO2emissions as the feedstocks grow.

Petroleum-based fuel

CO2 emissions from petroleum-based fuel are NOT absorbed because the source of the fuel is not plant-based.

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COPYRIGHT © 2007 THE BOEING COMPANY

Sustainable biojet fuel development timeline

Establish Feasibility

Research and Development

Commercial Viability

2006 2007 2008 2009 2010 2011

• Biojet fuel technical performance demonstrated

• Second-generation biojet fuel research & development• Infrastructure integration challenges identified & worked

• Cost-effective, environmentally progressive options move forward

COPYRIGHT © 2007 THE BOEING COMPANY

Alternate fuel drivers

Airlines are seeking to:Reduce exposure to fuel price volatilityPosition for future fuel policiesReduce aviation’s impact on global warming

Future oil availability

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COPYRIGHT © 2007 THE BOEING COMPANY

Types of alternative fuels

1. Synthetic (from gas, coal or bio)

2. Biofuels (from oil-based feedstock such as soy beans and algae)

3. Other (ethanol, methane, liquid hydrogen)

Space shuttle’s LH2 tank

Soybeans

COPYRIGHT © 2007 THE BOEING COMPANY

Fuel should perform similarly to Jet-A

Fuel performance challenges:Freezing pointHigh temperature thermal stabilityEnergy densityStorage stabilityElastomeric compatibilityMust be a “drop-in” solution

21C -30C

Biodiesel

Room Temperature Cruise Flight Temperature

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COPYRIGHT © 2007 THE BOEING COMPANY

Boeing has studied alternate fuels that have low life-cycle CO2 emissions

Rel

ativ

e C

O2

emis

sion

s as

com

pare

d to

jet f

uel

Jet fuel from

crude oil

Liquid hydrogen

from water and nuclear

power

Biojet fuel Liquid methane

from natural

gas

Methanol from

natural gas

Jet fuel from coal with CO2sequestration

Jet fuel from coal

Liquid methane from coal

Liquid hydrogen from coal

0

1

2

3

4

COPYRIGHT © 2007 THE BOEING COMPANY

Biofuel feedstocks must come from sustainable practices

Slash and burn deforestation

Global CO2 emissions that cause global warming

Source: www.Nature.org, 2007

Petroleum31%

Natural Gas15%

Coal26%

Deforestation25%

Other3%

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COPYRIGHT © 2007 THE BOEING COMPANY

Sustainability: Researching feedstock capability for biojet fuels

0

20,000

40,000

60,000

80,000

100,000

120,000

140,000

160,000

180,000

Soybean (US)

Rapeseed(Europe)

Babassu(Brazil)

Palm oil(Malaysia)

Algae (world?)

Oil

yiel

d (k

g/he

ctre

)

+150 times more fuel from

future algae process than

soybeans

COPYRIGHT © 2007 THE BOEING COMPANY

Sustainability: Soybean feedstock would be unable to meet aviation fuel demand

Soybeans(560 ltr oil/hectare)

575 million hectares (5.75 million sq km) soybeans

World fleet in 2004

If the world airline fleet used 100% biojet fuel from soybeans, it would require 322 billion litres.

This would require 5,750 sq km of land (about the size of Europe)

=322 billion litres of biojet fuel

(85 billion gallons)

Planted with soybeans

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COPYRIGHT © 2007 THE BOEING COMPANY

Sustainability: Evaluating the potential of other future feedstocks, such as algae, to meet aviation’s fuel demand

34,250 sq km (3.4 million hectares) algae ponds

World fleet in 2004

If the world airline fleet used 100% biojet fuel from soybeans, it would require 322 billion litres.

This would require 35k sq km land (about the size of Belgium)

=322 billion litres of biojet fuel

(85 billion gallons)

94K ltr/hectareyield?

Algae Pond

COPYRIGHT © 2007 THE BOEING COMPANY

Waste Water Pond

Discharge to river/ocean

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COPYRIGHT © 2007 THE BOEING COMPANY

Natural Algae Growth

COPYRIGHT © 2007 THE BOEING COMPANY

Growing Algae

Use sewage water output

Encourage further algae growth in racetrack ponds

Harvest algae

(scaled version)

Discharge clean water

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COPYRIGHT © 2007 THE BOEING COMPANY

Algae Oil Extraction Process

Harvested Algae

Oil Extraction Process

Biocrude Oil

Examples are:•Expeller/Press•Hexane Extraction•Supercritical Fluid•Enzymatic•Ultrasonic•Etc.

COPYRIGHT © 2007 THE BOEING COMPANY

Biojet fuel production process

Biocrude Oil

Refining Process

Biojet Fuel

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COPYRIGHT © 2007 THE BOEING COMPANY

Several marine operators have been running biodiesel in their aero-derivative engines for about 2 years

Aero-derivative LM2500 Cruise Ship EngineCF6 Aero Engine (core of LM2500 engine)

COPYRIGHT © 2007 THE BOEING COMPANY

Boeing and partners to use biojet fuel in flight demonstrations to propel biofuel industry

GatherBiojet samples

Boeing screening tests

GE & RR engine company tests

NASA lab tests

Biojet fuel flight demonstrations

NASA flame tube tests

2007 2008

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COPYRIGHT © 2007 THE BOEING COMPANY

Conclusions – alternate fuels

“Drop-in” alternate fuels presently work best for commercial aviation

Alternatives need to be environmentally attractive and sustainable

Algae feedstock looks very promising

Governments and industry need to work together

COPYRIGHT © 2007 THE BOEING COMPANY

A few comparisons

Commercial airplanes can be shown to exceed proposed future EU automotive regulations for CO2 produced per 100 km.

Using typical load factors, commercial airplanes produce less CO2 per 100 km traveled than trains.

Future aircraft now on the drawing boards will be even better!

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COPYRIGHT © 2007 THE BOEING COMPANY

Aviation is one of the most efficient modes of transportation

2.3 – 3.6Liters

787

3-class, high density

3-class, low density

• Computed per 100 passenger kilometers, assuming average modal load factors (1.6 passengers for SUV and cars), aggregate average for rail• CO2 generated by each transportation mode converted to equivalent liters of diesel for comparative purposes.

7.0Liters

SUV

3.1 – 4.3Liters

Car

Petrol Sedan

Small diesel car 2.3Liters

Train

Fuel Consumption

COPYRIGHT © 2007 THE BOEING COMPANY

Aviation is one of the most efficient modes of transportation

61 – 95g CO2/pkm

787

3-class, high density

3-class, low density

• Equivalent grams CO2 / passenger kilometers, assuming average modal load factors (1.6 passengers for SUV and cars, 70% for low density 787 and 90% for high density 787, aggregate rail average).

• UK National rail: DfT Network Modelling Framework (NMF) Environmental ModelCO2/fuel consumption and DfT rail statistics for 05/06

184g CO2/pkm

SUV

81 – 113g CO2/pkm

Car

Petrol Sedan

Small diesel car 60g CO2/pkm

Train

CO2 generated per 100 km traveled

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COPYRIGHT © 2007 THE BOEING COMPANY

Using typical load factors, aviation is even more efficient

2.3 – 3.6Liters

787

3-class, high density

3-class, low density

7.0Liters

SUV

3.1 – 4.3Liters

Car

Petrol Sedan

Small diesel car

Train

1.5 – 4.3Liters

• Computed per 100 passenger kilometers, assuming average modal load factors (1.6 passengers for SUV and cars, 38.7% for German diesel train, 70% for low density 787, 90% for high density 787 and 47.6% for electric trains). Load factor not available for U.S. train and based on total system wide energy consumption and passengers carried in 2000.

• CO2 generated by each transportation mode converted to equivalent liters of diesel for comparative purposes.• Electric trains are assumed to have typical electricity generation factors, reflecting a mix of fossil fuels, nuclear and hydroelectric sources.

Predominantly electric-powered

Predominantly diesel-powered

COPYRIGHT © 2007 THE BOEING COMPANY

Current production airliners surpass future EU automotive emission objective

87 – 100g CO2/pkm

747-400ER

130 g CO2/km

EU Objective

100% load factor(4 occupants)

equiv. to 33 g/km

69 – 80g CO2/pkm

777-300ER

85% load factor

100% load factor

81 – 94g CO2/pkm

737-700

100% load factor100% load factor

85% load factor85% load factor

25% load factor(driver)

40% load factor (1.6 occupant avg.)**

EU future new car fleet avg.*

As specified, the future EU automotive standard is not defined on a per-occupant basis, so interpret 130 g / km applied to a four-passenger vehicle, having a load factor of 25% - the driver.*130 g CO2/km for the average new car fleet by means of improvements in vehicle motor technology (http://eur-lex.europa.eu/LexUriServ/site/en/com/2007/com2007_0019en01.pdf)**Ref. European Environmental Agency (http://reports.eea.europa.eu/eea_report_2006_3/en/term_2005.pdf)

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COPYRIGHT © 2007 THE BOEING COMPANY

Current production airliners surpass future EU automotive emission objective

• Mission lengths: 747-400ER (6000 nm), 737-800 (500 nm), 777-300ER (3000 nm).• As specified, the future EU automotive standard is not defined on a per-occupant basis, so interpret 120 g / km applied to a four-passenger vehicle, having a load factor of 25% - the driver.* 120 g CO2/km for the average new car fleet by means of improvements in vehicle systems and biofuel (http://eur-lex.europa.eu/LexUriServ/site/en/com/2007/com2007_0019en01.pdf)

87 – 100g CO2/pkm

747-400ER

120g CO2/km

EU Objective

100% load factor(4 occupants)

equiv. to 30 g/km

69 – 80g CO2/pkm

777-300ER

85% load factor

100% load factor

81 – 94g CO2/pkm

737-700

100% load factor100% load factor

85% load factor85% load factor

25% load factor(driver)

EU future new car fleet avg.*

COPYRIGHT © 2007 THE BOEING COMPANY

Boeing technology strategy

747-400ER EU Objective

100% load factor(4 occupants)

equiv. to 30 g/km

777-300ER

100% load factor

737-700

100% load factor100% load factor

• Boeing is investing its own money to develop technologies for more efficient commercial airplanes.

• Boeing is partnering to help focus the one trillion dollars in technology spending around the world towards technologies for the environment.

• Boeing has positioned a technology director in Berlin to develop plans for partnering with German industry on technology develop, with an emphasis on environmental topics.

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. 49

Copyright © 2007 Boeing. All rights reserved.

$1 Trillion in Technology Is Being Developed Throughout the World

Asia$300B

Australia$13B

Africa<$1B

SouthAmerica

$21B

Middle East$6B

Europe$280BNorth

America $380B

0 .0

1 0 .0

2 0 .0

3 0 .0

4 0 .0

5 0 .0

6 0 .0

7 0 .0

8 0 .0

A&DAuto

Computer

Software

Electronics

B o e in g O th e rs

. 50

Copyright © 2007 Boeing. All rights reserved.

Boeing Enterprise Global Spend outside of US for 2007

N. America(excl. U.S.A.)

700-750 Suppliers$640-660m

N. America(excl. U.S.A.)

700-750 Suppliers$640-660m

S. America25-35 Suppliers

$700-900K

S. America25-35 Suppliers

$700-900K

Australia1750-1850 Suppliers

$130-150m

Australia1750-1850 Suppliers

$130-150m

Asia210-230 Suppliers$1,690-1,710m

Asia210-230 Suppliers$1,690-1,710m

Europe550-600 Suppliers$1,590-1,610m

Europe550-600 Suppliers$1,590-1,610m

Africa25-35 Suppliers

$25-27m

Africa25-35 Suppliers

$25-27m

MiddleEast

45-55 Suppliers$110-130m

MiddleEast

45-55 Suppliers$110-130m

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. 51

Copyright © 2007 Boeing. All rights reserved.

Boeing’s External Technology Objectives

Find world class technologies

Align technology requirements

Enable dual / multiple use technologies

Incorporate exportable technology

Ensure technology ready for new programs

. 52

Copyright © 2007 Boeing. All rights reserved.

Technology and innovation play a key role in developing environmentally preferred commercial air transports for the future.

Boeing is looking for suppliers and partners to be actively engaged in developing value-added technologies for the future

Working together, we can ensure successful technology development and insertion

Collaborative joint concept and architecture development is a keystone

Summary

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Presentation Title 53Copyright © 2004 Boeing. All rights reserved.