Rather low national participation in joint programs (as a rule, below 50%) is one of the most powerful arguments of opponents of international cooperation in the space industry. Really, participation of Great Britain within 40% in the program ' the Tornado ' in practice means that only 40% of cost of each plane ' the Tornado ' royal military-air forces is created by the British space industry, and the others of 60% are imported. At the same time this argument ignores some important arguments of supporters of joint programs.

Development deep vertical podetalnoj to cooperation has led to that in the early sixties the majority of the West European national programs were national only on 40-50%. The French air liner ' Karavel ' in 60th years at cost only on 30% was French, and participation of the French space industry on key parametres did not exceed 15%. It, for example, is less than sizes of the French participation in consortium projects ' the Air bus ' - 34% of manufacture of a glider, 27% - plane A-300 engines.

At the same time it is necessary to consider and what even considerable deficiency of the external economic operations of one of partners in the joint program is incommensurable to the deficiency caused by purchases abroad of a part of technology and components for the national project, and the more so with import of ready space technics.

Joint programs, as a rule, are focused on ' opened ' the export market. There are bases to consider that each air liner А-300 bought by foreign airlines (the price of one - 60 mln. dollars) brings in a type of income from export about 16-22 mln. dollars At the same time orders of the French airlines have no France of such appeal for everyone got by them А-300 will turn back pure increase in import on 38-44 mln. dollars This circumstance, such as ' the Air bus ' or ' Arianspejs ', the raised aggression of joint associations speaks foreign markets, especially on the American.