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7JetSet7 Code: AAG
Status: Operational
Region: EUROPE
Country: ENGLAND, UK
Employees 277
Web: westatlantic.eu
Email: operations@atlanticairlines.co.uk
Telephone: +44 2476 882630
Fax: +44 24 7630 7703

Click below for data links:
AAG-2004-07 NEWS

Established in 1994 and started operations in 1998. Formerly Atlantic Airlines (AAG). Domestic, regional & international, scheduled & charter, cargo, jet airplane services.

Hangar 5,
Coventry Airport
Coventry CV8 3AZ
England, UK

April 2005: Atlantic Airways (AAG) operates contract and ad hoc cargo flights world wide and especially within Europe and across the Atlantic. Holds a contract to provide the UK Maritime and Coastguard Agency with Lockheed Electras fitted with aerial spray equipment to combat oil pollution at sea. Also wet-leases 2 Tu-204-120 cargo airplanes and operates the An-72 in containerized configuration.

96 employees (including 28 Flight Crew (FC), & 26 Maintenance Technicians (MT)).

(ICAO) Code: AAG (Callsign - ATLANTIC). NPT - (Callsign - NEPTUNE).


Parent organization/shareholders: Atlantic Holdings; & senior management.

Alliances: Enimex.

Main Base: Coventry Baginton airport (CVT).

Hubs: Riga International airport (RIX); Cologne/Bonn Konrad Adenauer airport (CGN); Liege-Bierset airport (LGG); & Tallinn airport (TLL).

March 2006: 3 B Ae ATP (G-BTPH), freighters.

November 2008: Formerly known as Atlantic Airlines and part of the Air Atlantique Group, West Atlantic (AAG) was formed after the operator was amalgamated with West Air of Sweden.

May 2009: 737-322F (23951, G-JMCL), ex-Air Berlin (BER)/United (UAL), Germania (GER) leased, converted to freighter by Pemco, ex-Dothan.

December 2009: Coventry airport closes - - SEE ATTACHED "AIRLINER WORLD" ARTICLE - - "AAG-2009-12 COVENTRY AIRPORT CLOSES."

September 2010: West Atlantic (AAG) has moved their operations back to Coventry airport that has reopened under the new ownership of Patriot Aerospace and again become fully operational.

July 2012: West Atlantic (AAG), Europe’s largest regional cargo airline, is looking at taking more 737s as it seeks to renew its fleet.

The company, formed in 2008 from Sweden’s West Air Europe and the UK’s Atlantic Airlines, was launch customer for the planned A320-P2F freighter conversion. However, the project was cancelled by Airbus (EDS) in summer 2011, leaving (AAG) searching for a new solution for its equipment requirements.

“We’ve since taken on 2 737-300Fs, which gives you an idea of the direction we’re having to head in, and we’re looking at the 737-400F,” West Atlantic (AAG) Sales Director Russell Ladkin said. “That’s the nearest capacity equivalent [to the A3202F] in Europe. “We still operate Lockheed Electras, which have a payload of 15 tonnes and the 737-400F is a logical replacement for that.”

(AAG) believes that a fleet of about 6 airplanes is the minimum size to be viable and a mix of 737-300Fs and 737-400Fs is a likely outcome. “The difference between the 2 types is that the 737-400F has space for an extra pallet, which gives a payload of 21 tonnes compared to 17 tonnes,” he added. The A320P2F was planned to have a payload of 21 - 22 tonnes. The new airplanes are likely to be acquired over the next 24 months, Ladkin said, but much depended on market conditions. “The continuing economic headwinds are proving to be longer and stronger than we expected and at the moment there is depressed demand.” However, the new airplanes would probably arrive “assuming the market doesn’t get any worse.”

Airbus (EDS) dropped the A320-P2F, citing a weak business case and noting it was difficult to find airplanes to convert that had both sufficient remaining hours and an affordable price tag. Ladkin said he still expected an A320F freighter to arrive eventually, probably after the A320neo started to make older airframes more readily available.

737-3TOF (CFM56-3C1) (23569, G-JMCO), (GEF) leased in West Atlantic colors.

August 2012: West Atlantic (AAG) has announced plans to introduce several 737-400F freighters to its fleet over the next couple of years. It currently already operates 2 737-300F airplanes and wet-leases a 3rd 737-300F from Bluebird Cargo (BLS).

September 2013: 737-3T0F (23569, G-JMCO - - SEE PHOTO - - "AAG-737-3TOF - 2013-09"), ex-(TNT) Express (TNB), (GEF) leased.

December 2013: USA-based Air Transport Services Group (ATSG) (TIN) is taking a 25% stake in Gothenburg-based, West Atlantic Group, paving the way for a strategic partnership between the 2 freight specialists.

The (ATSG) (TIN) and West Atlantic (AAG) are both active in cargo operations, airplane leasing and maintenance, prompting the tie-up that was signed December 6 and is expected to close January 2, 2014.

The West Atlantic Group has 2 subsidiary airlines (West Air Sweden and Atlantic Airlines (AAG)) which operate a fleet of 40 freighters including BAE ATPs, Bombardier CRJ-200s and Boeing 737s. The (ATSG) (TIN) is a Boeing 767 conversion specialist, with 47 of the type. It is parent to a range of subsidiaries, including cargo airline (ABX) Air and charter carrier, Air Transport International (TIN).

The partners did not disclose a value for the deal, although the (ATSG) (TIN) said the cost was “significantly less” than purchasing and modifying a single 767.

(ATSG) (TIN) President & (CEO) Joe Hete said the equity stake is expected to generate strong returns and it will help strengthen (ATSG) (TIN)’s air cargo presence in Europe, the Middle East, and Africa. “Our leading position in the medium wide body freighter market, and global reputation for delivering complete medium-size freighter solutions to major logistics services providers, together with West Atlantic (AAG)’s complementary strengths in providing time-definite air cargo services in Europe, make us ideally suited to work together on emerging opportunities,” he said.

West Atlantic (AAG) (CEO) Gustaf Thureborn also detailed plans to add a 767 to its fleet. “The 767 offers exactly the right combination of service capability and operating economics for us to expand our established position as a leading outsourced service provider, whilst leveraging the capabilities, experience and support of the world’s largest owner and operator of freighter converted 767s,” he said.

Titan Airways ((IATA) Code: ZT, based at London Stansted) (TIU) has retired its last dedicated freighter, a 737-300F (24546, G-ZAPV), from scheduled service. According to informed sources, the freighter has now been sold onto West Atlantic (UK) ((IATA) Code: NPT, based at Coventry) (AAG). (TIU) continues to operate 3 737-300QC airplanes; 2 on its own (AOC), 1 wet-leased from Denmark's Jet Time ((IATA) Code: JO, based at Copenhagen Kastrup).

April 2014: SEE ATTACHED - - "AAG-2014-04-UPDATE."

West Atlantic was formed in 2008 following the amalgamation of Atlantic Airlines (AAG), part of the Air Atlantique Group and Swedish operator, West Air. The combined group, which specializes in air mail and express cargo, is now one of the largest cargo operators in Europe and has >35 bases across the continent.

August 2014: Atlantic Airlines (UK) ((ICAO) Code: NPT, based at Coventry) (AAG) will take delivery of its 1st 767-200F on lease from American firm, Cargo Aircraft Management (CAM), later this quarter. The 767-200F (22224, G-WAAA) is currently in storage awaiting delivery.

In terms of cargo airplanes, Atlantic Airlines (AAG) operates 5 737-300Fs, 1 737-400F, and 12 B Ae ATP(F)s while sister carrier, West Air Sweden ((IATA) Code: PT, based at Gothenburg City), operates 19 B Ae ATP(F)s and 3 CRJ200(F)s.

September 2014: 737-301F (23513, G-JMCU), ex-(OO-TNC), EX-(TNT) EXPRESS (TNB), (GECAS) (GEF) leased.

June 2015: 737-4K5F (24126, G-JMCZ), ex-(S5-ABZ) delivery.

January 2016: ACCDT: West Atlantic Airways (AAG)'s sister carrier, West Air Sweden ((IATA) Code: PT, based at Gothenburg City) had a Bombardier CRJ200PF converted freighter crash in Sweden near the Norwegian border, after disappearing from radar during a mail transport flight. Swedish authorities said the aircraft, found in a mountainous region, was destroyed.

According to Gothenburg-based, West Air Sweden (a European mail and express freight carrier), the CRJ200PF was en route from Oslo to Tromso, Norway, late on January 7. At 11:31 pm local time, >20 minutes after taking off, the pilots (FC) of flight PT294 declared "mayday!" The aircraft then disappeared from radar and lost contact with air traffic control (ATC).

At 3:10 am on January 8, the crash site, near Lake Akkajaure, was located by the Norwegian air force. Swedish police and rescue teams reached the site later in the day.

There were 2 pilots (FC) aboard the aircraft, who had flown for West Atlantic (AAG) since 2008 and 2011, respectively, according to the company. The CRJ200PF was originally manufactured in 1993 and had 31,036 flight cycles.

The cause of the crash is unknown. Statens haverikommission, the Swedish Accident Investigation Authority, has opened an investigation.

Searchers discovered the crash site around 4 hours later in a remote mountainous region on the Swedish side of the border with Norway, around 200 km/124 miles NW of Gällivare.

From the small impact area, the aircraft appeared to have dived into the rocky terrain at a steep angle.

The Swedish Accident Investigation Authority, Statens haverikommission (SHK), said that on January 9, the rescue services pumped about 1.5 cubic meters of liquid, primarily jet fuel, from the impact crater.

The flight data recorder (FDR) was recovered January 9, followed shortly afterward by part of the cockpit voice recorder (CVR). The (CVR) was missing its memory functions, but this component was found on January 10.

Both recorders were heavily damaged, the (SHK)’s deputy Director General & Chairman of the investigation, Jonas Bäckstrand said, “but we do have a hope that the information can be secured. The boxes will be taken for analysis to try to extract the information.”

This process may take several weeks.

The (SHK) said the recovery of the 2 recorders made it believe “that it will be possible to determine why the aircraft crashed.”

It is not standard (SHK) procedure to issue a preliminary report into a crash, Bäckstrand said. This is normally only done if an investigation stretched beyond a year. However, an exception might be made in this case, because of public interest in the crash. He said final reports are typically issued 10 to 12 months following an accident.

December 2016: News Item A-1: ACCDT: Swedish air accident investigators have concluded that an instrument failure was the root cause of the crash of a Swedish cargo aircraft in January 2016.

The West Atlantic Sweden Bombardier CRJ 200 (SE-DUX), crashed January 8, 2016 while on a night flight from Oslo Gardermoen airport to Tromsø Langnes airport in the far north of Norway. The aircraft came down just over the border in Sweden. Both pilots (FC), the only people on board, died in the crash.

The investigators have called for the implementation (throughout the commercial air transport industry) of a system of initial standard calls for the handling of abnormal and emergency procedures.

The final accident report by Statens Haverikommission (SHK), the Swedish Accident Investigation Authority, said that flight was uneventful until the approach briefing for Tromsø, in level flight at FL 330. The night was moonless, without clouds or turbulence. This lack of external visual references rendered the pilots (FC) totally dependent on their instruments, which included 3 independent attitude indicators.

According to information from the flight data recorder, a very fast increase in pitch was displayed on the left attitude indicator. The displayed pitch change meant that the pilot in command, who was the pilot (FC) flying, was subjected to a surprise effect and a degradation of spatial orientation.

“The autopilot was, most probably, disconnected automatically, a ‘cavalry charge’ aural warning and a single chime was heard, the latter most likely as a result of miscomparison between the left and right pilots (FC)’s flying displays (PFD),” the report said.

Both elevators moved towards nose down and nose down stabilizer trim was gradually activated. The aircraft started to descend. “About 13 seconds after the start of the event the flight crew (FC) were presented with 2 contradictory attitude indicators with red chevrons pointing in opposite directions. Bank angle warnings were heard and the maximum operating speed and Mach number were exceeded 17 seconds after the start of the event, which activated the overspeed warning,” the report said. “The speed continued to increase, a distress call was transmitted and the engine thrust was reduced to flight idle.”

The report continued: “the flight crew (FC) was active during the entire event. The dialogue between the pilots (FC) consisted mainly of different perceptions regarding turn directions. They also expressed the need to climb. At this stage, the pilots (FC) were probably subjected to spatial disorientation.”

“The aircraft collided with the ground 1 minute and 20 seconds after the initial height loss,” the report said.

The (SHK)’s investigation found that the erroneous attitude indication on (PFD) 1 was caused by a malfunction of the Inertial Reference Unit (IRU).

The pilots (FC) initially became “communicatively isolated” from each other, said the (SHK) and a system for efficient communication was not in place.

Among its recommendations, “the (SHK) considers that a general system of initial standard calls for the handling of abnormal and emergency procedures and also for unusual and unexpected situations should be incorporated in commercial aviation. The accident was caused by insufficient operational prerequisites for the management of a failure in a redundant system,” the report concluded. “Contributing factors were: the absence of an effective system for communication in abnormal and emergency situations; the flight instrument system provided insufficient guidance about malfunctions that occurred; and the initial maneuver that resulted in negative G-loads probably affected the pilots (FC)'s ability to manage the situation in a rational manner.”

News Item A-2: 737-406SF (24959, G-JMCX) is now operating in (DHL) colors (see photo - "AAG-737-406SF - 24959, G-JMCX.jpg). West Atlantic Airways (AAG) currently serves >25 destinations throughout Europe, some of them on behalf of (DHL).

May 2017: Sweden-based cargo airline West Atlantic (AAG) is to seek new business outside its traditional Western European area of operations, as it reported an increased net loss of -SEK81.8 million/-$9.3 million) for 2016, compared to a loss of -SEK49.6 million in 2015.

The result came on revenues of SEK1.32 billion, slightly down from SEK1.4 billion for the previous year. The number of cargo flights operated dipped from 26,790 to 23,200.

The West Atlantic Group is a holding company for 2 European cargo airlines, West Air Sweden and Atlantic Airlines (AAG) of the UK.

Gothenburg headquartered West Atlantic acts as an outsourced air freight provider for organizations such as national postal services and express package integrators. It has a fleet of 3 Boeing 767-200SFs, 6 Boeing 737-300SFs and 6 737-400SFs, 2 Bombardier CRJ200PFs and is the world’s largest operator of the BAe Advanced Turboprop freighter (ATP-F), with 41 on strength.

However, the number of ATPs in revenue service has almost halved over the past 2 years, with the group carrying the cost of a large parked fleet. “As West Atlantic (AAG) goes into 2017, commercial focus will be to significantly improve the contribution from these assets through combinations of new contracts and charter activity. In addition, the group will evaluate markets outside of Europe, where regional cargo growth is higher,” the company said.

(AAG) reported “significant growth” from its Boeing 737 and 767 fleets, but this was offset by lower utilization of the ATP fleet and lower revenue from technical services. The main driver of the lower ATP revenue was the loss of an operation for the Swedish postal service at the end of 2015, which involved 5 airplanes. “This has impacted the group’s revenue and net income significantly during the year,” (AAG) said.

The after effects of the fatal crash of a Bombardier CRJ200PF over Sweden in January 2016 had a significant effect on the entire company, the directors reported. Although most of the direct costs associated with the crash were covered by insurance proceeds, indirect costs and lost revenue reduced (EBITDA) levels.

July 2017: West Atlantic Airlines (AAG) has agreed to lease 4 Boeing 737-800s from (GE) Capital Aviation Services (GEF). (AAG), the European cargo carrier will be the 1st operator to take delivery of the Boeing 737-800 standard-body converted freighter. The 1st airplane is undergoing the conversion at Boeing (TBC)’s modification facility in Shanghai, with subsequent airplanes delivering in 2018 and 2019.

December 2017: Sweden-based cargo airline West Atlantic Airlines (AAG) has confirmed it is in “advanced discussions” with potential investors as (AAG) seeks to bolster its balance sheet after a tough 1st 9 months of the year. The West Atlantic Group, a holding company for 2 cargo airlines, West Air Sweden and Atlantic Airlines of the UK, said in November it was considering seeking new funding sources in an effort to recapitalize the company.

March 2018: Cargo specialist West Atlantic Airlines (AAG) reduced losses in 2017, ending the year with a net loss of -SEK61.6 million/-$7.5 million compared to a deficit of -SEK81.8 million for the previous year.

(AAG) recorded a significantly better (4Q) than in 2016, swinging from a loss of -SEK23.3 million to a profit of +SEK17.4 million.

There was strong revenue growth of +20.4%, to SEK1.59 billion over the year, mainly because of a contract with the UK Royal Mail.

Over the year, however, the company faced increased costs through a combination of having to sub-charter airplane because of late deliveries of Boeing 737-400F freighters; maintenance costs on its Boeing 767s; and the continuing financial headwind of having parked a number of its BAe (ATP) turboprop freighters.

In his outlook for 2018, President & (CEO) Fredrik Groth said demand for (AAG)’s services remained strong, with the air logistics sector benefiting from the increasing level of e-commerce.

“Most of our customers are seeing growth, thus tendering for additional capacity. Almost all our customers are forecasting the need for additional capacity in 2018 and onward, with most of the growth coming from the larger aircraft sectors.

“The company is now one of the largest Boeing 737 freighter operators in Europe, as well as a growing provider of 40 ton+ capacity with our Boeing 767s. The demand for the smaller aircraft (Bombardier CRJ and ATP) is more stable, but we are seeing increased competition in these sectors from smaller operators.”

A major focus for the coming year, Groth said, was to identify new opportunities for the parked (ATP)s. The aim was to maintain 10 to 15 aircraft on operations, while selling or leasing out excess aircraft to operators outside Europe. Some aircraft would also be parted out, to reduce spare parts costs for the operating fleet.

High aircraft maintenance and spare parts costs were expected to start decreasing as the company had consolidated its aircraft maintenance from Malmö (Sweden) and Coventry (UK) to another UK location, East Midlands Airport.

(AAG) was also working to improve pricing levels on certain contracts that were currently below market rates, as they came up for re-tender.

A major development in 2018 will be the arrival of Boeing 737-800F freighters, for which West Atlantic will be the launch customer. Boeing (TBC) and engine manufacturer (GECAS) have experienced delays in the program, Groth said, but the 1st of the type is now expected to arrive at the end of March 2018. The remaining 3 737-800s are scheduled to arrive by January 2019.

(AAG) also is also likely to increase its 767 fleet during 2018. “The group still needs to reach acceptable long-term levels of cash flow generation and profitability,” Groth said, but “outlook for the business is favorable.”

April 2018: News Item A-1: "Boeing Delivers 1st New 737-800BCF Converted Freighter Model" by Alan Dron, April 20, 2018.

(GE) Capital Aviation Services (GECAS) has taken delivery of the 1st Boeing 737-800 converted freighter (BCF). The initial airplane will be operated by Sweden-based West Atlantic Group (AAG).

“The additional capacity and Next-Generation efficiency offered by this new airplane will deliver real benefit to our customers,” West Atlantic (AAG) (CEO) Fredrik Groth said. “With the 737-800BCF, we expect to improve reliability, lower aircraft operating costs, and provide a better environmental footprint.”

(AAG) will receive 4 737-800BCFs within the next 11 months. Once delivered, (AAG) will operate 23 Boeing 737 cargo variants.

“This freighter type is an important complement to our portfolio as we support our customers across expanding air cargo markets,” (GECAS) (GEF) Senior VP & Manager Cargo Aircraft Group Richard Greener said as the airplane was handed over at East Midlands Airport, UK.

Boeing’s Current Market Outlook forecasts that over the next 20 years, customers will need >1,100 standard-body converted freighters. “The 737-800BCF brings customers the next generation of freighters,” Boeing Global Services VP Commercial Services Mike Fleming said. “For the 1st time, operators get one-stop shop support throughout the life cycle of a standard-body freighter (originally manufactured by Boeing, converted by Boeing and supported by Boeing).”

The 737-800BCF carries up to 23.9 tonnes/52,800 lbs and has a range of 2,000nm/3,750 km. It will primarily be used to carry express cargo on domestic and short-haul routes.

12 pallet positions provide 4,993 cubic ft/141.4 cu m of cargo space on the main deck of the 737-800BCF. This will be supplemented by 2 lower-lobe compartments, combined providing >1,540 cu ft/43.7 cu m of space for further cargo.

Existing passenger versions will be modified at facilities located near conversion demand, including Boeing Shanghai Aviation Services and Taikoo (Shandong) Aircraft Engineering (also known as (STAECO)), in China. Modifications include installing a large main-deck cargo door, a cargo-handling system and accommodation for up to 4 non-flying crew members or passengers.

Boeing (TBC) has received 45 orders and commitments from 7 customers for the 737-800BCF, including (YTO) Airlines (China), China Postal Airlines, (GECAS) (Ireland), Air Algerie (ALG), (LAS) Cargo (Colombia), Cargo Air (Bulgaria) and an unannounced customer.


Click below for photos:
AAG-737-300 - 2017-04.jpg
AAG-737-300F - 2013-09
AAG-737-4K5SF - 2015-07.jpg
AAG-737-800BCF 2018-04.jpg
AAG-737F - 2013-12

January 2019:

2 737-301F (CFM56-3C1) (23513, G-JMCU), EX-(OO-TNC), EX-(TNB), (GEF) LEASED 2014-09. FREIGHTER.

2 737-3TOF (CFM56-3B1) (1258-23569, /86 G-JMCO; 23578, G-JMCO), (GEF) LEASED, EX-(TNB), EX-(OO-TNA) 2013-09. FREIGHTER.

0 737-3TOF (CF6-3B1) (29307, G-JMCP), EX-(OO-TNB). FREIGHTER.

1 737-3YO SF (CFM56-3B1) (1811-24546, /89 G-GMCT), EX-(G-ZAPV), (OXA) LEASED 2004-05. FREIGHTER.

1 737-3YO SF (CFM56-3B1) (24679, /89 G-GMCM), EX-(EC-KRA). FREIGHTER.


1 737-4C9F (CFM56-3C1) (25429, N470VX). FREIGHTER.

1 737-4D7F (CFM56-3C1) (28701, G-JMCK). FREIGHTER

1 737-4K5F (CFM56-3C1) (24126, G-JMCZ; 24128, G-JMCV), EX-(S5-ABZ), 2015-06. OPERATIONS FOR (EAT) LEIPZIG. FREIGHTER.



2 737-400F (CFM56-3C1). FREIGHTER.


3 737-436F (CFM56-3C1) (25267, G-NPTY; 25856, G-JMCJ; 25859, G-JMCB) FERRIED TO COVENTRY, ENGLAND 2017-06. FREIGHTER

1 737-476F (CFM56-3C1) (24439, G-JMCH). FREIGHTER.


1 737-86NF (CFM56-3C1) (32740, N346PH). FREIGHTER.


0 LOCKHEED ELECTRA L-188 (501-D13A) (1100, /59 G-LOFC; 1116, /60 G-LOFG; 1128, /61 G-LOFF; 1129, /60 G-FIJV; 1131, /60 G-LOFB; 1138, /61 G-FIGR; 1143, /61 G-LOFD; 1144, /61 G-LOFE; 2014, /60 G-FIZU), 1116; 1128; 1129; 1131; 1138; 1143; 1144; RETIRED. FREIGHTER.

0 B AE ATP (2007, G-BTPA; 2010, G-BTPC; 2014, G-BTBG; 2016, G-BTPJ; 2029, G-OAAF), FREIGHTER.

0 B AE ATP (LCD) (2005, G-MANM; 2006, G-MANO; 2008, G-BUUP; 2012, G-BTPE; 2013, G-BTPF; 2014, G-BTPG; 2015, G-BTPH; 2017, G-MANH (SEE PHOTO); 2024, G-BUUR; 2033, G-BTTO), 2014 TO (SE-MHG), 2017 TO (SE-MKI) 2015-11. FREIGHTER.

0 AN-72 (ES-NOI), ENIMEX LEASED 2004-05.

0 TU-204-120C (RB211-535E4-B) (1450744764028, /97 (SU-EAG), (AOX) WET-LEASED UNTIL 2005-06. IN (AOX) COLORS. FREIGHTER.

0 TU-204-120C (RB211-535E4-B) (1450742264029, /01 SU-EAJ), (AOX) WET-LEASED UNTIL 2005-06. IN (TNB) COLORS. FREIGHTER.

0 TU-204-120C (RB211-535E4-B) (1450743164033, /01 SU-EAK), (AOX) WET-LEASED UNTIL 2005-06. FREIGHTER.











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