Aircraft certification questions.

"Robert Bonomi" wrote in message
rvers.com...
However, there are other considerations:
1) The marketplace is *tiny*, and approximating 'fixed' in size; you
have
to capture a significant 'share' to have any hope of recouping your
start-up costs.
2) The buyers in that market are, in general, *conservative*. _VERY_
conservative. Those 'willing to take a risk' on a new manufacturer,
absent a *compelling* reason to do so, are a _tiny_ minority.
3) As a result of #2, just being 'better' is _not_enough_ to get you
significant sales. You have to be "enough better" that people will
switch. Demonstrated reliability of construction counts for a *lot*.
A 'clone', built to 'apparently' the same standards, will still take
a _long_ time to acquire the same degree of reputation for
reliability.
4) 'Superior manufacturing and a better financial model' alone has *not*
been perceived as "*enough* better" to have any hope of capturing
enough market share to make the expenditure worth doing.
5) To be 'enough better' to have a hope of capturing enough share to
make the thing 'worth doing', major design changes are required.
Getting a 0.02% weight reduction for the same horsepower won't
get any attention. Get a 20% weight reduction, with the same
horsepower,
and _lots_ of people will be knocking on your door, at least for
'evaluation' purposes. Get a demonstrated 20% weight reduction, and
a
30% reduction in fuel consumption, and you can probably sell your
entire
production line output for _years_ ahead, before the first customer
delivery has 100 hours on it.

If someone did go through the trouble to reverse engineer and get a TC they
would still have to get STCs for any installation they wanted their product
used on.