I think its pretty much covered by the ICAO documentation. The ICAO member states all agree to accept (to one degree or another) each other's type certificates, but also have to own up to any deficiencies in their own regulations compared to ICAO minimums. If your notional offshore manufacturer wasn't in an ICAO state, I don't think anyone would let you fly into their airspace, so you have to play by ICAO rules.
That would impose some minimum standards on you, though if the overseeing authority were weak you'd undoubtedly be able to pull a fast one or two during the certification process. It's pretty common for "less advanced" aerospace countries to just adopt the FARs or JARs pretty much wholesale and slap a coversheet on them. So it's only in trying to exploit their less experienced oversight personnel you'd get any traction.
And bear in mind that the way the rules are written, if you're dealing with someone with less experience they may apply it strictly as written, not as it was intended - so you may actually be worse off with a less expoerienced, and hence more pedantic, authority.
Finally, if you did end up with an aircraft that couldn't be used in the "first world", many leasing/finance companies probably wouldn't touch it, for fear of poor resale options.