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

EADS Airbus Military hopes that by the Paris Air Show next month launch customers Belgium, France, Germany, Luxembourg, Spain, Turkey and the UK will complete a review of their commitment to the 
<link news>A400M military transport. Defense-capability marketing vice president Peter Scoffham on May 12 said that the company was doing “all we can to meet customer expectations.” He could not say when first flight would occur beyond being confident that the event would be “soon.” Scoffham proclaimed himself “100 percent” confident the A400M will meet performance guarantees, though Airbus is trying to lighten the aircraft, for which there is “no contracted maximum weight.” EADS Airbus earlier proposed major contract revisions, including a delay in the first deliveries until 2012, while conceding that it had “completely underestimated” the development task it had taken on under a 2003 fixed-price contract covering 180 aircraft.
A major factor in the flight-test delay has been the EuroProp International 
<link news>TP400-D6 engines. The powerplant manufacturer discovered in 2008 that it could not certify the TP400’s full-authority digital engine control (FADEC) system to European Aviation Safety Agency standards, approval that now is expected later this year.
Claiming that the Royal Australian Air Force (RAAF) “showed a lot of interest” in the A400M before opting for the Boeing C-17, Scoffham thinks the RAAF “will look again in 2018 to 2020” when it replaces its Lockheed C-130J Hercules fleet.

A400M Customers Review Program Commitment 

EADS Airbus Military hopes that by the Paris Air Show next month launch customers Belgium, France, Germany, Luxembourg, Spain, Turkey and the UK will compl

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