You have a number of issues because innovation in and of itself is not what the airlines want. It's a question of whatever will be the cheapest possible. You want to carry as many bodies as you can for as little as possible in order to break even. So the idea of innovation is not innovation in and of itself. It's innovation in order to make money or survive in some cases. It's the same thing for the airlines and the aircraft manufacturer.
In terms of the government helping, there's certainly the idea of not getting in the way and having as many levels of government—internationally, as I mentioned earlier—sort of pulling in the same direction. That gets very difficult. If you look at India and China, for example, we think of them as big markets. It's in their interest, because they want to industrialize, to have their own aerospace industry. They have a huge market internally so they can certainly sell the aircraft internally. In some cases in China, they might sort of suggest to the airlines that they buy Chinese aircraft. Once they satisfy the internal market and if they have the aircraft—they may actually already have the aircraft that are of world quality—they will be able to export on their own. Canada is sort of exporting there. It may be more difficult than we think. As time goes by, it's an extremely competitive market, and understandably enough. It's a well-paying job. There's lots of money. There's some prestige involved as well.
Governments—Americans, Chinese, Indians, Europeans—certainly there's a great deal of lobbying, as in our aircraft is good and their aircraft is sort of good, but not as good. It's an extremely competitive market. There was no way of predicting where Bombardier would be here today 30 years ago. It's very difficult to say how Bombardier will fare in 15 or 20 years. The CSeries airplane looks very promising. There's no doubt about it, but the Concorde looked very promising, too. I wish them better than that.