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.
General Electric reaffirms that, despite recent signs of rapprochement with Airbus over developing an engine for the A350XWB, it still refuses to consider a larger GEnx for the A350-1000 version and says the go-ahead for the rest of the family could hinge on the performance of the initial GEnx-1B on the Boeing 787.
Ugly though it may be to the outside world, the specially modified 747-400 Dreamlifter is viewed as a thing of beauty within Boeing and those associated with the 787, production of which would be impossible without this aeronautical behemoth.
Six months ago, with the clock ticking to rollout and a mountain of systems work still due for completion, 787 systems director Mike Sinnett reflected on lessons learned along the way. “They are a lot like those on any program. Number one—airplanes are hard. Two—schedules are too tight. Three—don’t develop new tools and processes while developing a new aircraft. We’ve done that, we did it before, and we’ve always said we’ll never do it again.”
