 | |
| Company type | Division |
|---|---|
| Industry | Aerospace |
| Predecessor | Canadair |
| Founded | 1989; 36 years ago (1989) |
| Headquarters | Dorval, Quebec, Canada |
Area served | Worldwide |
| Products | |
| Parent | Bombardier Inc. |
| Website | bombardier |
Bombardier Aviation, adivision ofBombardier Inc., is headquartered inDorval, Quebec, Canada. The company currently produces theGlobal andChallenger series ofbusiness jets.
At its peak, Bombardier operated manufacturing plants in 27 countries and employed over 70,000 workers. However, under financial pressure, it significantly reduced its workforce and divested its entirecommercial aircraft portfolio including theQ-Series regional turboprop,CRJ-Series of regional jets, and theC-Series narrowbody jet.
 | This sectionappears to beslanted towards recent events. Please try to keep recent events in historical perspective andadd more content related to non-recent events.(August 2016) |
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Bombardier acquired thestate-ownedCanadair from thegovernment of Canada in 1986 and restored it to profitability. Canadair had beennationalized in 1976.[1]
In 1989, Bombardier acquired the near-bankruptShort Brothers aircraft manufacturing company inBelfast, Northern Ireland. This was followed in 1990 by the acquisition of the bankrupt American companyLearjet, a manufacturer ofbusiness jets headquartered inWichita, Kansas. A third major aircraft manufacturer acquisition was the money-losingBoeing subsidiary,de Havilland Aircraft of Canada based inToronto,Ontario, acquired in 1992.[2][better source needed] Canadair, Learjet and Short Brothers cost US$215 million to acquire and produced revenues[clarification needed] of US$1.3 billion in 1990.[3] The sales of Canadair commuter jets and airborne surveillance systems, Learjet business aircraft and Short BrothersC-23 Sherpa cargo planes were growing at that time.
The aerospace[which?] company accounted for over half of Bombardier Inc.'s revenue.[when?] By the start of the 2010s, its most popular aircraft included itsDash 8 Series 400,CRJ100/200/440, andCRJ700/900/1000 lines ofregional airliners although the company was devoting most of its Research and Development budget to the newerCSeries. It also manufactured theBombardier 415 amphibious water-bomber (in Dorval and North Bay), and theGlobal Express and theChallenger lines of business jets.
The CSeries, which Bombardier offered in several size versions, initially[when?] competed with theAirbus A318 andAirbus A319; theBoeing 737 Next Generation 737-600 and 737-700 models; and theEmbraer 195. Bombardier claimed the CSeries would burn 20% less fuel per trip than these competitors,[4] which would make it still about 8% more fuel efficient than theBoeing 737 MAX, which was introduced in 2017.
In 2008, the launch customer for the CSeries,Lufthansa, signed aletter of intent for up to 60 aircraft and 30options.[5] The Montreal manufacturing complex was redeveloped by Ghafari Associates[when?] to incorporatelean manufacturing for the CSeries.[6]
On 24 March 2011, Shanghai-based Commercial Aircraft Corporation of China (COMAC) and Bombardier Inc. signed a framework agreement for a long-term strategic cooperation on commercial aircraft. The intention was to break the near-duopoly ofAirbus and Boeing.[7][8] Aircraft covered by the programme included the Bombardier CRJ-series, CSeries and Q-series; and theComac ARJ21 andComac C919.[needs update] In January 2012, the firm began manufacturing simple structures, such as flight controls for the CRJ series, from its first facility in Africa, near Casablanca, Morocco. On 30 September 2013, it broke ground on its permanent facility, due to open late 2014.[9] In October, a joint development deal between Bombardier and a South Korean consortium consisting ofKorea Aerospace Industries andKorean Air Lines was revealed, to develop a 90-seater turboprop regional airliner, targeting a 2019 launch date.[10]
In November 2012, Bombardier signed the largest deal in its history with Swiss business jet operatorVistaJet for 56 Global series jets for a total value of $3.1 billion, including an option for an additional 86 jets, for a total transaction value of $7.8 billion.[11] In April 2013, Canada's Porter Airlines placed a conditional order for 12 CSeries aircraft, with options for another 18;[12] this was conditional on jets being allowed to useBilly Bishop Toronto City Airport off downtown Toronto.[13] In 2015, the Canadian Government announced that it would not approve the marine expansion of the runway required for the use of jets at the airport and the proposal was shelved.[14]
In January 2014, 1,700 employees were cut from Bombardier Aerospace due to a 19 percent drop in orders in 2013.[15] In July of that year, Bombardier reorganized itself in response to underperformance; President Guy Hachey retired and Bombardier Aerospace was split into three divisions: business aircraft; commercial aircraft and aerostructures; and engineering services, while 1,800 jobs were cut.[16] In its 2014-year end statement, Bombardier Aerospace reported its employee count had reduced by 3,700, delivered 290 aircraft and held orders for 282 more; and also claimed "strong long-term potential".[17] On 29 October 2015, Bombardier announced a US$4.9-billion third-quarter loss and $3.2 billion writedown on the CSeries.[18][19] It also cancelled its Learjet 85 program, taking another US$1.2-billion writedown and cancelling 64 outstanding orders.[18] The firm's debt reached approximately $9 billion, largely due to the CSeries, which had not recorded a single firm order since September 2014.[20] Bombardier shares fell 17.4 per cent on that day.[18] By 21 December 2015, the firm had 243 firm orders for the CSeries; a US$2.5 billion cash infusion – $1 billion from the provincial government plus a $1.5 billion investment from theCaisse de dépôts et placements du Québec – was keeping the parent company adequately funded.[21]
On 17 February 2016, Bombardier announced its 2015 profits were $138 million before taking a $5.4 billion write-down;[22] it also announced 7,000 jobs would be cut.[22] After a long and expensive development, costing US$5.4 billion to date, including a US$3.2 billion writeoff, the small (110–125 seat) CS100 version of the CSeries received initial type certification from Transport Canada on 18 December 2015.[23] At the time, the company had 243 firm orders and letters of intent and commitment for another 360.[24] Most orders were for the CS300 model. The first CS100 was expected to be flying by mid-2016 inLufthansa colours.[25] "Certification is a great thing, but 2016 is going to be critical for orders," analyst Chris Murray, amanaging director with Alta Corp, told Bloomberg Business.[24] Fred Cromer, president of Bombardier's commercial aircraft unit, hinted on 21 December 2015 that price cuts or other incentives may be offered to bolster sales (list price for the CS100 was US$71.8 million and for the CS300 US$82 million).[24]
Intending to boost profit margins, Bombardier announced on 12 January 2016 that it would cancel deals with third party sales agent Tag Aeronautics, as well as cancelling 24 firm and 30 optional orders, aiming to later resell these aircraft without a sales agency fee.[26] The CSeries was adversely hit by production delays and stiff competition in 2016. On 20 January, United Continental Holdings Inc. announced that it had ordered 40 Boeing 737-700s instead.[27] Air Canada announced it would buy up to 75 CS300s, a larger variant, on 17 February 2016; prior to this, there had been no CSeries orders since 2014.[22] The CSeries program was forecast to have positive cash flow after delivering approximately 200 aircraft.[22] David Tyerman, an analyst withCanaccord Genuity, commented on the difficulty of winning orders and questioned how profitable the next CSeries order will be.[28] According to Bjorn Fehrm of the aviation consulting firm Leeham Company, the first 15 CSeries built in 2016 each cost $60 million to make, but would sell for only $30 million.[22]
Bombardier held negotiation withDelta Air Lines, the latter placing an order in April 2016 for 75 CS100 models with an option for 50 additional aircraft.[29] At full list price, the deal would total US$5.6 billion; sources claimed that Delta had received a significant discount.[30][31] Air Canada firmed up its tentative order for 45 CS300s with an option for another 30 in June 2016; it was reportedly valued at $3.8 billion, increasing to $6.3 billion if the option was exercised (based on the aircraft's list price). The next day, Bombardier delivered the first CSeries jet to Swiss International Air Lines, the first operator to start flying them.[32]
Brazil and Canada engaged in an international, adjudicated trade dispute over government subsidies to domestic aircraft manufacturers in the late 1990s and early 2000s. TheWorld Trade Organization decided that Brazil ran an illegal subsidy program, Proex, benefiting Brazilian manufacturerEmbraer from at least 1999–2000; and that Canada illegally subsidized its indigenous regional airliner industry.[citation needed]
In late September 2017, the World Trade Organization announced that it would consider Brazil's complaint filed in February, including allegations that the Canadian government unfairly subsidized the CSeries.[33] Embraer claimed that the subsidies are an "unsustainable practice that distorts the entire global market, harming competitors at the expense of Canadian taxpayers."[34]
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On 28 April 2016, Bombardier Aerospace recorded a firm order fromDelta Air Lines for 75CSeries CS100s plus 50 options. On 27 April 2017,The Boeing Company filed a petition fordumping them at $19.6m each, below their $33.2m production cost. On the same day, both Bombardier and thegovernment of Canada rejected Boeing's claim, vowing to mount a "vigorous defence".[35]
On 9 June 2017, theUS International Trade Commission (USITC) found that the US industry could be threatened and should beprotected. On 26 September, after lobbying by Boeing, theUS Department of Commerce (DoC) alleged subsidies of 220% and intended to collect deposits accordingly, plus a preliminary 80% anti-dumping duty, resulting in a duty of 300%. The DoC announced its final ruling, a total duty of 292%, on 20 December, hailing it as an affirmation of the "America First" policy.[36] In October, with financial issues already mounting, Bombardier was indirectly forced by the US government tariffs to relinquish 50.01% of its stake in the CSeries program to Airbus for a symbolicCAD$1,[37][38] and would produce CSeries aircraft in the United States.[39]
On 10 January 2018, Canada formally filed a complaint at theWorld Trade Organization (WTO) against the United States over the affair. On 26 January, the fourUSITC commissioners unanimously reversed their earlier claims, finding that US industry is no longer threatened and no duty orders will be issued, overturning the imposed duties. The Commission public report was made available by February 2018. On March 22, Boeing declined to appeal the ruling.
On 29 October 2015, theQuebec government announced that it would investUS$1 billion (roughlyCAD$1.3 billion) to protect jobs and the CSeries,[18][40] the province buying a 49.5% interest in the limited partnership controlling the CSeries program.[41] Bombardier had reportedly asked Ottawa for a repayable loan of $350 million,[19] while the province expected the federal government to match its $1 billion loan in return for a near 50 percent stake in the CSeries program.[42][43] Debts from the project had forced Bombardier to raise cash and seek aid in order to stay afloat.[44] Both provincial and federal contributions came via repayable loans; independent economist Mark Milke claimed it is questionable whether they would be repaid,[45] calling the bailout loans "corporate welfare" inThe Globe and Mail.[46]
Days after his swearing-in, on 10 November 2015, Prime MinisterJustin Trudeau stated Bombardier must make a "strong business case" for federal aid,[47] agreeing that the firm exemplified important high-value manufacturing,[48] but stated that such aid would be shaped by Canadians' best interests, not on "emotion, politics or symbols".[42] In April 2016, the federal government offered an aid package to Bombardier without disclosing the amount or conditions imposed; it reportedly rejected the offer.[49] An unnamed source advised Reuters that negotiations were still underway. On 14 April 2016, Bombardier shares were at a six-month high over rumors that Delta had ordered CSeries jets.[50] The firm continued to request a $1 billion aid package from the federal government.[51]
In May 2016, the federal government reportedly offered a $1 billion aid package (in addition to the $1 billion subsidy offered by the Government of Quebec) with the condition of Bombardier ending its dual-class share structure which enables the Bombardier and Beaudoin families to control it despite a minority ownership. According to Bloomberg, the talks reached a standstill over this condition.[52] The federal plan also recommended that the firm issue new shares to gain $1 billion in additional funding. TheToronto Star predicted that the government would bailout the firm as bankruptcy would lead to the loss of some 70,000 jobs as well as significant exports, which had totaled $34.2 billion in the previous five years.[53] In May 2016, Federal Finance Minister Bill Morneau said the aerospace sector is "critically important".[54] In February 2017, the federal government agreed to provide $372.5 million in interest-free repayable loans, to be issued in instalments over the following four years; one third was intended for the CSeries while the rest went to the Global 7000 business jet.[55]
On 16 October 2017, Bombardier andAirbus announced a partnership on the CSeries program to expand in an estimated market of more than 6,000 new 100-150 seat aircraft over 20 years; in July 2018, Airbus acquired a 50.01% majority stake in the holding company for the program, Bombardier keeping 31% andInvestissement Québec 19%. Under this deal, the CSeries is now marketed as theAirbus A220. Access to Airbus'ssupply chain expertise was intended to save production costs while the headquarters and primaryassembly line remain in Québec, with a second assembly line at theAirbus Mobile factory in Alabama, US. Airbus did not pay for its share, nor did it assume any debt.[56] Airbus insisted that it had no plan to buy Bombardier's stake in the program, remaining strategic partners after 2025; clauses allowed it to buy out Quebec's share in 2023 and Bombardier's seven years after the deal closes, though production is required to remain in Quebec until at least 2041.[57][58] Bombardier CEO Alain Bellemare said the deal would raise sales: "It brings certainty to the future of the program so it increases the level of confidence that the aircraft is there to stay. Combining the CSeries with Airbus's global scale ... will take the CSeries program to new heights".[59]
On 8 November 2018,Viking Air parent Longview Aviation Capital Corp. acquired the Q400 program and the de Havilland brand from Bombardier.[60] Viking had already bought the discontinued de Havilland Canada aircrafttype certificates in 2006.[61] At that point, Q400 sales were lower than rivalATR.[62] Bombardier announced the sale was for $300 million and expected $250 million annual savings.[63] The Q400 deal closed on 3 June 2019; the new holding company,De Havilland Aircraft of Canada Limited, inherited an order book of 51 Q400s.[64] Also in late 2018, Bombardier sold itsbusiness jet training program toCAE Inc. for $645 million and announced 5,000 job cuts over 18 months across its 70,000 employees worldwide: 500 in Ontario, 2,500 in Quebec and 2,000 outside Canada.[65]
Bombardier shifted focus from commercial to business aircraft,[66][64] anticipating business jet shipments to increase from 135 in 2018 to 150–155 in 2019,[67] and forecastrevenues of $16.5 billion in 2018, rising to over $20 billion in 2020 with afree cash flow of $0.75-1 billion, mostly via the largeGlobal 7500. Business Aircraft revenues were expected to increase from $5 billion for 2018 to $6.25 billion in 2019 and $8.5 billion in 2020 with 180 deliveries, includingaftermarket within the 4,700 fleet doubling from the 28% captured in 2015. Aerostructures & Engineering Services were expected to grow from $2 billion in 2018 to $2.25 billion in 2020. Airliner revenues were expected to shrink from $1.7 billion to $1.4 billion in 2019, halving losses to $125 million, with deliveries flat at 35 CRJs and Q400s; it was to be profitable withCRJs only in 2020.[68]
On 2 May 2019, Bombardier's aerospace division was renamedBombardier Aviation following the divestment of the CSeries and Q400 programmes.[69] On 25 June 2019, Bombardier agreed withMitsubishi Heavy Industries to sell the CRJ program, a deal was expected to close in early 2020 subject to regulatory approval.[70] Mitsubishi will gain Bombardier's global expertise in terms of engineering, certification, customer relations and support, boosting itsSpaceJet (formerly MRJ) programme and enabling its production in North America.[71] The deal includes two service centres in Canada and two in the US, as well as the CRJ's type certificates.[72] Bombardier retains the Mirabel assembly facility and produce the CRJ on behalf of Mitsubishi until the current order backlog is complete.[73] In early May 2020, Mitsubishi confirmed that all conditions had been met. The transaction closed on 1 June.[74] Bombardier's CRJ-related service and support activities were transferred to a new Montreal-based company, MHI RJ Aviation Group.[75][76]
On 31 October 2019, Bombardier announced the sale of its aerostructures activities and aftermarket services operations in Northern Ireland andMorocco, and its aerostructures maintenance, repair and overhaul (MRO) facility inDallas, toSpirit AeroSystems. The sale was expected to close in the first half of 2020 subject to regulatory approval.[77] In September 2020 Spirit said "there can be no assurances" that conditions would be met by the 31 October deadline.[78] A last-minute amendment reduced the amount of the cash consideration and adjusted the overall valuation, enabling the parties to set a closing date of 30 October.[79][80]
On 12 February 2020, Bombardier sold its share in Airbus Canada Limited Partnership, the holding company for the A220 programme, for $591 million; Airbus now has a 75% share, with the remaining 25% owned by Investissement Québec.[81] This sale marked Bombardier's "strategic exit" from the commercial aviation sector.[82]
Despite rumours that its business jet activities might be sold toTextron, parent company ofCessna,Beechcraft andBell Helicopters,[83] on 17 February it emerged that Bombardier had instead agreed to sellits rail division toAlstom and would focus exclusively on business aviation.[84]
| Aircraft | Type | Start | Notes |
|---|---|---|---|
| Challenger 300 | Business jet | 2004 | 3500 variant |
| Challenger 600 | Business jet | 1980 | 650 variant |
| Global Express | Business jet | 1998 | 5500/6500 variants |
| Global 7500 | Business jet | 2018 | 7500/8000 variants |
| Aircraft | Type | Start | Current owner | Notes |
|---|---|---|---|---|
| Airbus A220 | Narrow-body jet | 2012 | Airbus | Formerly known as the Bombardier C-Series |
| CRJ700 series | Regional jet | 1999 | Mitsubishi Aircraft | Production ended |
| De Havilland Canada Dash 8 | Regional turboprop | 1983 | De Havilland Canada | Formerly known as the Bombardier Q-Series |
| Aircraft | Type | Start | End | Notes |
|---|---|---|---|---|
| Learjet 35 | Business jet | 1973 | 1994 | Produced under Bombardier after 1990 |
| Short 330 | Regional turboprop | 1974 | 1992 | Produced under Bombardier after 1989 Type design since sold to De Havilland Canada/Viking Air |
| Learjet 55 | Business jet | 1979 | 1987 | Last produced under ownership by Integrated Acquisition |
| Short 360 | Regional turboprop | 1981 | 1991 | Produced under Bombardier after 1989 Type design since sold to De Havilland Canada/Viking Air |
| Short Tucano | Military Trainer | 1986 | 1995 | Produced under Bombardier after 1989 |
| CRJ100/200 series | Regional jet | 1991 | 2006 | The -440 model is the same airframe as the -200 but certified for maximum of 44 pax. |
| Learjet 60 | Regional jet | 1991 | 2012 | |
| Canadair CL-415 | Aerial firefighting | 1993 | 2015 | Type design since sold to De Havilland Canada, to be succeeded by the DHC-515.[85] |
| Learjet 45 | Business Jet | 1995 | 2012 | |
| CL-327 | UAV prototype | 1996 | 1996 | |
| Learjet 40 | Business jet | 2002 | 2013 | |
| Challenger 850 | Business jet | 2006 | 2015 | Business jet interior cabin configuration of CRJ100/200 (CL-600-2B19) airframe. |
| Learjet 70/75 | Business jet | 2013 | 2021[86] | |
| Learjet 85 | Business jet | 2014 | 2014 | Project cancelled after 2 prototypes built |
| Model (engine) | Prod. | Max. pax | Length | Wingspan | Wing area | MTOW | Empty | Max. fuel | Max. PL | Unit thrust | Range |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Challenger 650 (2× CF34-3B) | 1978 present | 19 | 20.9 m 68 ft 5 in | 19.6 m 64 ft 4 in | 45.4 m2 489 ft2 | 21.86 t 48,200 lb | 12.32 t 27,150 lb | 9.07 t 20,000 lb | 2.2 t 4,850 lb | 41 kN 9,220 lbf | 7,408 km 4,000 nm |
| CRJ100/200 (2× CF34-3)[a] | 1991 2006 | 50[a] | 26.77 m 87 ft 10 in | 21.21 m 69 ft 7 in | 48.35 m2 520.4 ft2 | 24.04 t 53,000 lb | 13.84 t 30,500 lb | 6.49 t 14,305 lb[a] | 6.12 t 13,500 lb | 38.84 kN 8,729 lbf | 3,148 km 1,700 nm[a] |
| Global 6000/Global 6500 (2× BR710/Pearl) | 1996 present | 13–17 | 30.3 m 99 ft 5 in | 28.7 m 94 ft 0 in | 94.8 m2 1,021 ft2 | 45.13 t 99,500 lb | 23.69 t 52,230 lb | 20.43 t 45,050 lb | 2.62 t 5,770 lb | 65.6/67.3 kN 14,750/15,125 lbf | 11,112/12,223 km 6,000/6,600 nm |
| Global 5000/5500 (2× BR710/Pearl) | 2003 present | 13–16 | 29.5 m 96 ft 10 in | 41.96 kg 92,500 lb | 23.07 t 50,861 lb | 17.80 t 39,250 lb | 3.24 t 7,139 lb | 65.6/67.3 kN 14,750/15,125 lbf | 9,630/10,556 km 5,200/5,700 nmi | ||
| CRJ700 (2× CF34-8C5) | 1999 2020 | 66–78 | 32.3 m 106 ft 1 in | 23.2 m 76 ft 3 in | 70.6 m2 760 sq ft | 34.02 t 75,000 lb | 20.07 t 44,245 lb | 8.89 t 19,595 lb | 8.19 t 18,055 lb | 61.3 kN 13,790 lbf | 2,553 km 1,378 nmi |
| CRJ900 (2× CF34-8C5) | 2002 2020 | 76–90 | 36.2 m 118 ft 11 in | 24.9 m 81 ft 7 in | 71.1 m2 765 sq ft | 38.33 t 84,500 lb | 21.85 t 48,160 lb | 10.25 t 22,590 lb | 64.5 kN 14,510 lbf | 2,876 km 1,553 nmi | |
| CRJ1000 (2× CF34-8C5) | 2011 2020 | 97–104 | 39.1 m 128 ft 5 in | 26.2 m 85 ft 11 in | 77.4 m2 833 sq ft | 41.64 t 91,800 lb | 23.19 t 51,120 lb | 8.82 t 19,450 lb | 11.97 t 26,380 lb | 3,004 km 1,622 nmi | |
| Global 7500 (2× Passport) | 2018 present | 19 | 33.8 m 111 ft | 31.7 m 104 ft 0 in | 120 m2 1,300 sq ft | 48.19 t 106,250 lb | 25.76 t 56,800 lb | 21.52 t 47,450 lb | 2.59 t 5,700 lb | 83 kN 18,650 lbf | 14,260 km 7,700 nm |
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Bombardier Aviation has several facilities.
Bombardier Aerospace once had manufacturing, engineering and services facilities in 27 countries.[87][needs update] The production facilities are located in Canada, the United States, and Mexico.
On 3 May 2018, Bombardier announced the sale of its Toronto Downsview facility where it manufactures the Global business jet family and the Q400 regional turboprops, for $635 million, leased back for three to five years to maintain Q400 production, while leasing a 38-acre (15 ha) site atToronto Pearson International Airport to open a final assembly plant for the Global business jets.[88]On 2 May 2019, Bombardier announced that all of its aerospace assets would be consolidated into a "single, streamlined and fully integrated business", resulting in the sale of its operations in Belfast and Morocco.[89]
Bombardier Aerospace fiscal or calendar year delivery of regional, business and amphibious aircraft:
| Fiscal/calendar year | Commercial | Business | Amphibious | Total deliveries | Net orders | ||||
|---|---|---|---|---|---|---|---|---|---|
| C Series | CRJ | Q-Series | Learjet | Challenger | Global | CL-415 | |||
| 1999/00 | 81 | 23 | 109 | 40 | 34 | 5 | 292 | ||
| 2000 | 105 | 52 | 129 | 38 | 36 | 10 | 370[96] | ||
| 2001 | 165 | 41 | 96 | 45 | 21 | 2 | 370[97] | ||
| 2002 | 191 | 29 | 38 | 23 | 16 | 1 | 298[98] | ||
| 2003 | 214 | 19 | 41 | 31 | 17 | 3 | 324 | ||
| 2004 | 175 | 22 | 47 | 62 | 22 | 1 | 329[99] | ||
| 2005 | 110 | 28 | 69 | 98 | 30 | 2 | 337[100] | ||
| 2006 | 64 | 48 | 71 | 99 | 42 | 2 | 326 | 363 | |
| 2007 | 62 | 66 | 81 | 103 | 48 | 1 | 361[101] | 698 | |
| 2008 | 56 | 54 | 70 | 116 | 53 | 4 | 353[102] | 367 | |
| 2009 | 60 | 61 | 44 | 82 | 50 | 5 | 302[103] | 11 | |
| 2010 | 41 | 56 | 33 | 63 | 47 | 4 | 244[104] | 201 | |
| 2011 | 33 | 45 | 33 | 79 | 51 | 4 | 245 | 249 | |
| 2012 | 14 | 36 | 39 | 86 | 54 | 4 | 233[105] | 481 | |
| 2013 | 26 | 29 | 29 | 89 | 62 | 3 | 238[106] | 388 | |
| 2014 | 59 | 25 | 34 | 90 | 80 | 2 | 290[107] | 282 | |
| 2015 | 44 | 29 | 32 | 94 | 73 | 3 | 275[108] | 27 | |
| 2016 | 7 | 46 | 33 | 24 | 88 | 51 | 249[109] | 275 | |
| 2017 | 17 | 26 | 30 | 14 | 81 | 45 | 213[110][111] | ||
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Bombardier agreed in October to sell Airbus a 50.01 percent stake in its flagship commercial jet for a token fee of one Canadian dollar,
Following the agreement, Airbus will acquire 50.01% of the program for a token one canadian dollar. Bombardier should keep a stake of about 31%, while the part of the government from Quebec will be reduced to about 19%.
A spokesman for Innovation Minister Navdeep Bains, who is leading the review of Bombardier's request, declined to comment on the government offer
Federal government officials have said they do not want to imitate the structure of a separate 2015 deal the province of Quebec struck to support the CSeries, which some felt did not impose enough conditions on the company.
"It's not our intention to change anything in this regard," Bombardier Executive Chairman Pierre Beaudoin said on 29 April, referring to the dual-class share structure.
It's a highly innovative Canadian sector. It's got the potential to be a growing and important part of our economy. We're looking at how we can enhance Canada's capability to be innovative – and focusing on a place where you've already got world-leading companies and world-leading technologies makes absolute sense.
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