"The subsidy method proposed by Mr. Henkel to us is like this. The first is naturally to subsidize airlines so that they can buy our aircraft for operation. What we have to do is to get orders. The second method is to provide subsidies, and then when a certain aircraft wins the bid, we can get a certain degree of additional compensation for each aircraft sold. The third method is to separate the design and production of the aircraft, and the government directly places the order requirements, and then let each aircraft design institute be responsible for the design. The materials and funds required are provided by the government. If the bid is won in the future, the design institute can obtain a certain commission according to the agreement. Basically that is it." Junckers said.

"I don't like the first point. We don't need to let the airlines draw benefits in the middle. The government is willing to subsidize airlines. That's how it is, but we need separate financial subsidies. From my personal company's perspective, I used to produce fighter jets. After the war, the demand for fighter jets dropped sharply, and my company was already at a sales trough. If I were to pay for the entire process of aircraft research and development, experiments and production, the pressure was a bit great, and once we failed, it would be disastrous. Perhaps one failure would be enough to make my company robbed." Anthony Folk said.

Unlike Dornier and Junckers, Folk is the worst because its business scope is really narrow, it is single-engine fighter jets, and it is highly overlapping with the J6 series fighter jets of the Bavarian aircraft manufacturer. In the past, in order to ensure that Prussia had its own fighter jet company, there were orders from Folk. But now, the war is over and there is a large amount of inventory, the order quantity must be small, so Folk's capital flow is relatively difficult, allowing him to directly enter a new field to participate in competition, and he has to pay completely out of his own pocket. This is a bit difficult.

"I think the second method is better. The risk of the R&D process is guaranteed by the government's loan. Once we win the bid, we can directly receive financial subsidies. Without a third party, our interests are the greatest. The whole process is very smooth. If I were me, I would choose the second one." Folk said.

"Well, if it is normal operation, I think the second one would be better." Dornier nodded and said. After all, this method is less risky and the one with the greatest benefits. If it is safe, the third one is actually the safest. After all, the design institute can only provide designers for the company, and the entire cost is the government. As long as it is not too excessive and cannot pass the government review, there is no risk at all. However, for all the big guys who have factories in their hands now, doing so undoubtedly will throw away the most profitable part - the production link. Therefore, whether it is Folk or Dornier, they are unwilling to choose the third one. For them, the bonus is probably only the newly emerging private design teams value it?

For any high-tech company, the most precious thing is the R&D team they own. If there are lucrative orders, it is naturally necessary to use these valuable R&D teams. However, if you only use R&D personnel on projects with relatively low returns just for some bonuses, it is undoubtedly a waste from an economic perspective.

Well, since that's the case, why does Bavaria still propose a third R&D method? This method is difficult for airlines to accept. As Donier said, this so-called R&D method is probably only accepted by fledgling people, right?

"You can choose the second type as the main way of cooperation, but we cannot ignore the third type, because this method can allow us to obtain very precious technical reserves. From the essence of businessmen, we should not do things with too low profit margins, but from the perspective of designers, we have done some things, and we may gain a lot in the future. For example, aviation racing machines!" Hugo Junckers thought for a while and said.

Humans are eager for speed. In fact, aviation racing has existed very early in both history and reality. As an important performance of fighter jets, there are some changes to racers, and there are also some changes to fighters. For example, after the early BF109 aircraft won many awards in the World Military Aircraft Competition held in Zurich, Switzerland, it became the main fighter of the Luftwaffe. In later generations, many of the aircraft in various propeller racing races were modified with 2 fighters.

"From the current situation, the Luftwaffe is not in a hurry to update their fighter fleet, but Crown Prince Ruprecht does not want the research and development of the German fighter fleet to fall into a lag, so he will definitely issue some fighter or racing aircraft bids in the name of the government, and will not be in large quantities, but can be used to accumulate technology. The Bavarian Aviation Administration will do this, and we also need to do this. After all, many technologies in aviation are figured out. If there is enough design effort, I think it is acceptable to do this." Hugo Junckers said.

"To some extent, is it considered to be a money exchange for drawings? If my design team has the extra effort, I can try it." Folk was not very enthusiastic about this.

"Okay, if it's just technical accumulation, it's normal for you to not pay attention to it. But the third solution is not only for technical accumulation, but may also be used in some areas that we can't reach simply by relying on, such as a solution similar to the K8 heavy bomber!" Hugo Juncker's words shocked everyone present! His words attracted the full attention of the other two!

Although these three aircraft manufacturers have made great achievements in the war, there is no doubt that the real big head of the German aviation industry is the Bavarian aircraft manufacturer, which has the production and R&D capabilities of a full range of aircraft from single-engine fighter jets to superheavy bombers! The strong technical strength and huge production scale are what all German private enterprises, including the Junckers aircraft manufacturer, look forward to it. Although the aircraft manufacturers in Prussia are also very large in scale, they lack R&D capabilities, and many of their products are produced under license.

In fact, both Donier and Junckers are very interested in large aircraft. After all, the engine power is very low now and the load of twin-engine aircraft is also very bad. So if you want to carry out long-distance large-scale air transport, then three- or four-engine aircraft is inevitable. However, the problem now is that neither Donier or Junckers have enough funds to support the research and development and production of large aircraft.
Chapter completed!