Europe also regrets that Boeing has received start-up assistance from Japan, where much of the 787, including most of the wing, is produced. It estimates that up to $7 billion in public assistance of one kind or another has been injected into the 787. Airbus chief Tom Enders calls the 787 the most subsidized civilian aircraft in history. Airbus also notes that, since 1992, Airbus has paid governments 40% more than they received from them, thanks to interest and royalties on successful projects developed with state aid. Over the average year, it repays about $500 million. While the United States remains committed to resolving this issue through the negotiation of a new bilateral agreement, we have come to the conclusion that the filing of a WTO case is necessary at this stage to ensure, in one way or another, the establishment of the conditions of competition. The WTO is setting up an agreed multilateral forum for the settlement of trade disputes in accordance with agreed rules. October 2004 – Washington presents a case in which European loans to help Airbus develop aircraft are involved and terminates a 1992 civil aircraft agreement, which includes public assistance from the two major aircraft manufacturers. Bob Novick, a legal counsel for Boeing, said that by participating in the 1992 agreement, the company expected Airbus to see the start-up assistance over time. But until 2004, despite Airbus` control over more than half of the global market for large commercial aircraft, Boeing saw no sign of it.
The giant A380, which was only made possible by $3.5 billion in start-up aid from France, Germany, Spain and Britain, and was supposed to kill the 747, was about to be deployed. The United States withdrew the second case in July 1992, after the two sides negotiated a bilateral agreement limiting public assistance to major civil aircraft programs. The agreement provided for a ban on future production assistance and a limit on the share of official aid for the development of new aircraft programmes to 33% of the total development cost of the project. In accordance with today`s decision to move forward in a WTO case, the United States also exercised its right to denounce the agreement under the terms of the 1992 agreement. Ministers called for stricter enforcement of the 1992 agreement between the European Union and the United States on subsidies in the aviation industry. The agreement limited indirect subsidies, including research grants, to 3 per cent of a producer`s turnover. In addition, Airbus` market share increased significantly over the life of the agreement. Their market share had already increased from 16% in 1988 to 30% in 1990 before the agreement was signed; It reached 50% in 1999.
Meanwhile, McDonnell Douglas` market share fell rapidly, culminating in Boeing`s acquisition of the company in 1997. Airbus` success in acquiring additional market share is illustrated by the goals it has set itself throughout its life: in 1975, Airbus wanted to gain 30% of the global aerospace market. In 1994, it declared that as much as 50% would do so. It has exceeded that goal. — Airbus says it is legitimate to claim one-third of the development costs of the A350 as part of a 1992 trade agreement between the European Union and the United States, but Boeing says the agreement is dead.