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

Britain’s Oxford Airport is adding two hangars, each big enough to accommodate a very large-cabin business jet. While one is built of a conventional steel, the smaller is an aluminum-framed “polygon” design. 

The latter can be put up, taken down, and then re-erected in “a matter of days, rather than months,” according to airport development and marketing head James Dillon-Godfray. He claims that this permits potential “redevelopment of the footprint” at minimal cost and inconvenience. Other hangars at Oxford have been refurbished.

The airport, which is owned by BBA Aviation Systems (UK), is establishing an instrument landing system with associated approach lighting and widening the 5,095-foot runway, which has been “grooved,” to the Code 2C dimension of 30 meters (98.4 feet). Ramps and taxiways also have been resurfaced. Fire and rescue capability has been enhanced with the addition of a second tender and training of extra fire crew.

Once the home of a very busy pilot-training operation (now relocated to Arizona), Oxford is able to handle “several hundred” daily aircraft movements and can accept arrivals between 6 a.m. and midnight, says managing director Steve Jones. Last year, the airport introduced new business aviation terminal facilities and café, bar and restaurant services.

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Oxford Airport adds hangars, ILS and lighting

Britain’s Oxford Airport is adding two hangars, each big enough to accommodate a very large-cabin business jet.

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