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

Proponents of commercial operations with single-engine aircraft in instrument meteorological conditions (IMC) have been frustrated once again by seemingly interminable delays in prospective European approval for such flights. The European Joint Aviation Authorities had been scheduled to discuss a formal proposal last week, but that meeting has now been postponed until late in July. 

It is almost 20 years since single-engine commercial IMC operations were first proposed in Europe, and more than three years since the date operators thought they might be able to start. A major stumbling block has been the reservations of conservative national aviation authorities about engine reliability. 

They fear a public outcry against their judgment should an aircraft come down on a populous area following an engine failure. After long consideration, the JAA SEIMC working group is proposing an amendment to JAA operational requirements (JAR Ops), but senior industry and regulation officials still do not expect JAA unanimous agreement. 

If unresolved, the document–JAR Ops notice of proposed amendment number 29 (NPA 29), now in its 13th draft–could be passed on to the new European Aviation Safety Agency that will inherit such responsibility in October. If NPA 29 is adopted, it could be implemented immediately. 

SEIMC is prohibited except under special clearance, although some JAA countries permit cargo-only operations (under exemptions from basic rules) or passenger flights strictly within national airspace. Operators first proposed such European operations in 1986 and approval would permit SEIMC flights with Cessna 208 Caravan I, EADS/Socata TBM 700 and Pilatus PC-12 aircraft.

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Proponents of commercial operations with single-engine aircraft in instrument meteorological conditions (IMC) have been frustrated once again by seemingly 

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