Guy is a Senior Editor for Aviation Week, based in Colorado Springs. Before joining Aviation Week in 2007, Guy was with Flight International, first as technical editor based in the U.K. and most recently as U.S. West Coast editor. Before joining Flight, he was London correspondent for Interavia, part of Jane's Information Group.
In 2013 the Jesse H. Neal award for Best Technical Content was awarded to Guy Norris and Graham Warwick for their Advanced Propulsion feature. He received the 2015 Lauren D. Lyman Award for outstanding achievement in aerospace communications. And in 2018 he was awarded Technology Writer of the Year by the judges of the Aerospace Media Awards.
Guy is also a multiple winner of the Royal Aeronautical Society Aerospace Journalist of the Year Award in the Air Transport, Propulsion and Systems/Technology categories, and in 2006 he received the Royal Aeronautical Society Decade of Excellence Award for sustained achievement in aerospace journalism.
Amongst other works Guy has authored the aerospace section of a science encyclopedia and co-authored, and produced an educational aviation CD-ROM. Guy has also authored more than a dozen books on the histories of Airbus, Boeing and other airframe manufacturers.
The U.S. Navy is building on the successful first flight of the stealthy, tailless Northrop Grumman X-47B demonstrator as a pivotal step toward the long-held goal of marrying persistent, autonomous unmanned intelligence and strike aircraft with the reach of its fleet of aircraft carriers.
Bradley Perrett (Beijing), Guy Norris (Los Angeles)
Japan’s defense ministry and industry aim to develop an engine with advanced stealth features, breaking away from reliance on the U.S. for a sixth-generation fighter that would enter service in the 2030s. Japanese engineers have designed the front of their proposed engine to avoid reflecting radio energy back to enemy radar. There is also evidence that the rear of the engine may be arranged to hide the turbines from radar behind the aircraft.
In what is being viewed as the clearest indication yet of Boeing’s determination to forego re-engining the 737 in favor of an all-new design, CEO James McNerney says product development studies point increasingly to a clean-sheet replacement design for entry-into-service around 2020.
