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

Having been frustrated by the cancellation of the Fairchild Dornier 428JET, ScotAirways (the UK regional carrier that previously operated as Suckling Airways) is “looking actively” for an alternative small regional jet as it seeks to add capacity on its mainly British routes. Director Merlyn Suckling said that if the airline had ordered the Fairchild Dornier 328JET it could have upgraded to the larger 428JET. 
The abandoned project would have been available “at the ideal time” to enter service in late 2003, when the airline would have been ready to introduce larger aircraft to provide flexibility. “We’re getting to the point where we need more capacity,” said Suckling, who indicated that one factor influencing ScotAirways’ equipment selection is the long lead time associated with some deliveries. The Cambridge-based regional airline, which is celebrating its 15th anniversary, also would need an aircraft that was certified for use at London City, which requires a steep approach to a short runway. 
The airline currently is operating a fleet of eight Dornier 328-100s on domestic routes between and among Cambridge, Dundee, Edinburgh, Glasgow, London City and Southampton. International services between Southampton and Dutch capital Amsterdam are being increased in frequency from four to five a day. Suckling said that ScotAirways has found a valuable Dutch market among travelers flying to Southampton to join luxury cruise ships at the south England port.

Denied 428JET, ScotAirways scouting for larger aircraft

Having been frustrated by the cancellation of the Fairchild Dornier 428JET, ScotAirways (the UK regional carrier that previously operated as Suckling Airwa

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