Aviation International News senior correspondent Ian Goold has been involved in aerospace since 1964 and in aviation media for more than 40 years. He enjoyed a 20-year career at Flight International magazine, where he was latterly air-transport editor before turning freelance in 1993. A winner of the European Regions Airline Association Hank McGonagle award for excellence in aerospace journalism and a Royal Aeronautical Society Aerospace Journalist of the Year global&nbsp;award, he has edited or contributed to aerospace and aviation magazines, special publications, and websites in Africa, Asia/Pacific, Europe, the Middle East, and North and South America. Ian entered aerospace as an apprentice at the British Aircraft Corporation at Brooklands (Weybridge), where he worked on production and final assembly lines of the Vickers Super VC10, and BAC One-Eleven , and manufacture of Concorde major sub-assemblies. He subsequently graduated from the BAC Design Training School to work in the airframe structures drawing office (including design of international future projects, such as the Panavia Tornado multi-role combat aircraft) before joining Flight International in 1973. Apart from years of reading aircraft magazines and books, his first direct contact with aviation media had come during the early 1970s when he was involved at Brooklands with the Weybridge Man-powered Aircraft Group, which designed and built the tenth aircraft to fly under purely human power. As an aviation journalist, he has worked at more than&nbsp; 50 of the major biennial&nbsp;global and regional international aerospace industry shows at Le Bourget, Farnborough, Singapore, and Dubai (having missed attending only one "Farnborough" since 1960), plus innumerable NBAA, HAI, (U.S.) AOPA, and EBACE Conventions and ERA Assemblies. His favourite aircraft is the Hawker Hunter, of which – as a schoolboy – he heard hundreds make their first flights from Dunsfold, where also on September 24, 2013, he saw the penultimate landing of the VC10 (happily involving an example of which he had witnessed the maiden takeoff in 1970) a day before the last example made the design's final flight (unless, of course....).

Senior correspondent

Ian Goold

One way to improve the airline industry’s perceived environmental impact is for carriers to shout louder.&nbsp; Ironically, the International Air Transport Association (IATA) calls for operators to make more noise comes as airlines claim to have reduced sound levels by 75 percent in the past 40 years.
In addition, fuel efficiency has been improved by 70 percent and soot eliminated, according to IATA director-general Giovanni Bisignani. He conceded at the group’s annual meeting in Vancouver this month that airlines will increase their carbon footprint by a half by 2020, but said the fleet would be 25 percent more fuel efficient by 2020. 
“We have been weak communicators. So we are working to raise the volume,” said Bisignani, who believes that the industry needs a wake-up call. “Our carbon footprint is growing and that is not politically acceptable. Air transport must become an industry that does not pollute.”
He concluded that the way forward was marked by four challenges. “The first is for governments and air-navigation services providers to [cut] inefficiency in air-traffic management (ATM) in half by 2012.” Three mega-projects could deliver results quickly: a Single European Sky, an efficient Pearl River Delta in China and a next-generation U.S. ATM system.
The second challenge, according to Bisignani, is for ICAO to “deliver” a global emissions-trading scheme and to set demanding environmental targets for governments and industry. 
Third, the longer-term technological challenge was to build a zero-emissions aircraft in the next 50 years, said the lobbyist. “The U.S., Europe, Canada, China, Brazil, Russia and Japan must coordinate basic research and apply it effectively. We need a clean fuel but governments have cut funding for research. It’s time for governments and the oil industry to make some serious investments so that in 10 years 10 percent of our fuel is from alternative sources.”
Finally, said Bisignani, the airlines must implement green strategies: “[IATA] is developing Project Green to help members put environmental responsibility alongside safety and security.”

Airlines must boast about enviro gains

One way to improve the airline industry’s perceived environmental impact is for carriers to shout louder.&nbsp; Ironically, the International Air Transport

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