I don't want it to be misunderstood, but the fact is that if you buy C-17s, buy Hercules, and have the joint strike fighter coming and add all that up, you're into $20 billion or $30 billion, and then you're looking for IRBs across the country. While we talk about the strength of Quebec aerospace, I think all of you from across Canada have to understand that aerospace is across Canada. Let me tell you why.
If Bombardier can't do an IRB on something, for instance, you have Pratt & Whitney Canada, CAE, and a good example in Bell. If you take that group in Quebec out of the numbers, the next level down of population is about 16% to 18%, roughly. You actually have more, at the next level down of suppliers, in Ontario than you have in Quebec, if you look at the numbers. Then you have out west and so on.
Claude showed a chart with the comparison across the country. Now you have a more even delivery. Now you have to look at who across the country can be providing the IRBs you require. You have in-service support, you have manufacture of parts, you have parts that you can produce across the country. We can produce them in Halifax—there are manufacturers there—and there are people in Mississauga, in Winnipeg, etc. My point was more that when we go into the future on IRBs, be very specific in understanding how we're going to get those IRBs. And make sure that they're distributed properly. My fear is that if you just focus on some of the big companies....
Bombardier can correct me, but I don't think they can fully participate in the C-17. You might have been able to do it, in reflection. Did you? No.
So the fact is that there are some companies for which it's just not possible to do it. I want to be cautious, so that when we spend on other products we make sure we understand how we're going be able to benefit from those IRBs.