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.
Pratt & Whitney is poised to conduct a key fan blade-out test for its PW1000G geared turbofan (GTF) over the next few days, which could determine if novel hybrid-metallic technology will feature in the production engine.
Pratt & Whitney Canada is laying out a major update program for its large turboprops as ATR, Xian, Bombardier and Embraer refine plans for new-generation regional turboprops. “We’re looking at refreshing the PW100 and/or the PW150 families, both of which have had remarkable resurgences since 2003,” says PWC strategic planning and marketing VP Richard Dussault. “We’re in the process of laying out the product attributes which are clearly improvements in reliability fuel economy and maintenance costs.”
HARTFORD, Conn. — Pratt & Whitney will continue to fight support of a second engine for the F-35 Joint Strike Fighter, President David Hess says. “The customers who might use a second engine don’t want it — they don’t want to spend the money,” he says. “I take the same position as the taxpayer. It will take another $2.9 billion over the next five to six years to complete development of a second engine.”
