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

Boeing Commercial Airplanes chief executive Jim Albaugh fully acknowledged here at Farnborough that the new 787 faces a possible seventh delay if first delivery slips into next year, which was hinted at in a statement from the company last week. Such a slip would be a small setback, but by no means an end to Albaugh’s effort to restructure the division in the face of continuing international competition. 
The company’s position as the leading airliner manufacturer has been usurped in recent years by Airbus and, at the lower end of the product range, it is being challenged by aspiring manufacturers who want to enter the market for the below-100-seat sector.
Accordingly, the company has needed a shot in the arm–something achieved through his reorganization that could restore confidence and assure employees that, under his leadership, Boeing can regain market dominance. 
This new strategy involves many tactics, including tighter management, long-term planning and sharper focus on prime functions. Outlining moves here yesterday, the Boeing Commercial Airplanes chief executive said he has strengthened oversight of enterprise engineering, established senior advisory groups (including the recall from retirement of former executive vice president sales Seddik Belyamani) and established program management functions. 
The five test 787s (three of which will not be delivered) have accumulated some 1,200 flight hours in 370 flights. Albaugh confirmed that unexpected problems with replacement of flight-test instruments has reduced “schedule margin,” with deliveries perhaps moving “a matter of weeks” into early 2011 compared with the original mid-2008 target date. He attributed the problems to Boeing’s “probably” having outsourced too much 787 work. “We lost control and, in future, I believe we will outsource less,” he said.
Albaugh believes that 737 production could be increased beyond the planned 35 per month, with the company continuing to mull single-aisle market plans. As for continued product development, he said Boeing could produce an all-new single-aisle design, re-engine the current 737, or “do nothing.” 
He said the manufacturer was talking to General Electric, Pratt &amp; Whitney and Rolls-Royce about alternative powerplants, from which it would choose one before deciding “in all probability” before year-end whether to offer a re-engined variant. Leading 737 customer Southwest Airlines is “very involved” in discussions and “might not want to wait until 2022 [for a solution],” said Albaugh.
Boeing also is considering the “most effective” strategy to improve the 777, spending “a lot of time” talking to airlines to get the right solution, he said. In an exercise dubbed “777X,” Boeing is considering a new engine, a new [composites] wing and an all-new design, he said, adding that the matter is “very open right now.”

Boeing retools as competitors multiply

Boeing Commercial Airplanes chief executive Jim Albaugh fully acknowledged here at Farnborough that the new 787 faces a possible seventh delay if first del

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