You only forget to mention that Airbus had already paid a lot more than they originally had lent and that all parties involved agreed to lower the fee.
How do you know that Airbus had already paid a lot more than they originally had lent to them? (And it's not a loan if you don't have to pay it back).
Of course the governments agreed to lower the fee, they want to support Airbus just like they have since 1969.
People keep talking about a 1992 agreement but what about aid prior to 1992?
How much did they 'lend' for the A300 program? How much did they get back?
What about the A320, A330, and A340, prior to 1992?
So far your only response to these questions is "So what? Both OEMs receive nice “tax based incentives” from the government."
For the UK, no RLI appears to have been given to the A300 but the other aircraft did per this 2004 UK parliament record (paragraph 66 onwards.. https://publications.parliament.uk/pa/cm200405/cmselect/cmtrdind/151/15106.htmi
. Note it doesn't break it down by aircraft and includes all aircraft: "The DTI has noted that all these programmes have either repaid at their expected rate of return or are on course to do so. Government expenditure on RLI from 1982 to 2003/04 was just over £2,039 million, while repayments amounted to just over £1,639 million. "
If you want A320 specific, we've got the House of Lords where it is recorded on 21st April 1988: https://api.parliament.uk/historic-hansard/lords/1988/apr/21/airbus-government-investment
"I start by asking my noble friend whether it is correct, as I am led to understand, that the £250 million subvention from the British taxpayer to enable British Aerospace to participate in the A.320, the shorter range version of the family, is in effect guaranteed for repayment on the basis of firm orders and options already obtained for the A.320.,,,, I think one has to note in parenthesis that even the firmest options have a way of sometimes melting away, as we discovered in the case of Concorde a few years back. Nevertheless, I am led to understand that if one takes the firm orders and options already achieved by the A.320, on that basis alone HMG are due to be repaid the £250 million in full in the early 1990s with some 30 per cent. interest. "
"It is my understanding—and again my noble friend will correct me if I am wrong—that the profile of repayment on the £250 million launch aid builds up steeply. As I understand it, there is no element of royalty due at all on the British Aerospace contribution to the first 75 A.320s delivered to customers around the world. Thereafter, however, the level of payment builds up very sharply until at some point—and perhaps my noble friend can shed some light on this—between the 76th aeroplane and the 600th, it is due to run at the rate of £1 million repayment to HMG for each plane delivered. After 600 have been delivered the rate, as I understand it, drops to £250,000 per plane. "
A320 deliveries: 1988 = 16, 1989 = 58, 1990 = 58, 1991 = 119. So excluding when any revised deal was done in 1992, Airbus had delivered 251 aircraft. Based on the above repayment schedule, some £176 million was paid back. If the 1992 changed none of the terms, limiting it to just the A320 and not A321/A319 and only going to 2017 when they sought to linit repayments, we find that. some 4494 A320s were delivered. Thus equates to repayments of 525 x £1m and 3,894 xt £0.25m = £1,489.5m or getting on for 6 times what was loaned to BAe, Throw is A319 and A321 then it we have 7378 deliveries in total and a further £740m received.