Similar things have been the way of commercial aviation for decades. When I worked for AMR (as Eagle) the engines on the Saab 340's were owned by General Electric. GE stipulated maintenance and inspection schedules and the work had to be done whether the planes were actively being flown or parked in the desert. The APU's on the Embraer fleet belonged to Sunstrand and the company paid them based on hours used. The company maintained them and when they broke they went back to Sunstrand. They had other odd arrangements with other parts of the aircraft too including software.
I read some about the JD and GM deal and it's more about the software and computer parts. The market will straighten things out. If JD is not only high initial cost but also too costly to maintain and with field repairs taking to long then people will go elsewhere. They will price themselves right out of the market.
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Today's Featured Article - 12-Volt Conversions for 4-Cylinder Ford 2000 & 4000 Tractors - by Tommy Duvall. After two summers of having to park my old 1964 model 4000 gas 4 cyl. on a hill just in case the 6 volt system, for whatever reason, would not crank her, I decided to try the 12 volt conversion. After some research of convert or not, I decided to go ahead, the main reason being that this tractor was a working tractor, not a show tractor (yet). I did keep everything I replaced for the day I do want to restore her to showroom condition.
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