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

Long-standing efforts to revive the Fokker 100 regional jet could get a boost from a €20 million ($27 million) loan offered by the Dutch government toward the $120 million, Phase 1 cost of upgrading the original prototype airframe as a proof-of-concept demonstrator with new engines and avionics, additional fuel capacity and winglets. If the Dutch assistance wins approval from European authorities, the holder of the production rights–NG Aircraft ( 
<link news>formerly called Rekkof)–could launch the “XF100” project by mid-year, perhaps at July’s Farnborough International Airshow. A second phase of development to establish series production would require a further $675 million, according to NG director Jaap Rosen Jacobson. He told AIN the plan to assemble an updated, new-build “F100” in the Netherlands has drawn “substantial” interest from potential airline operators. 

NG (for “next generation”) is talking to engine suppliers, but Jacobson declined to comment on AIN’s question about whether it has already selected the Rolls-Royce BR725. 
<link ain-and-ainalerts>In 2005, Jacobson told AIN that the project would die at the end of that year if no new engine became available.

To launch the XF100 now, NG wants orders for up to 40 aircraft. Jacobsen would like to win 20 percent of the 7,000-strong market he sees for 70- and 100-seat RJs through 2026. Development of retrofit kits for existing F100s is seen as a “fall-back scenario,” he said.

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