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Finnair Plc (Finnish: Finnair Oyj, Swedish: Finnair Abp)[9] is the flag carrier[10] and largest full-service legacy airline of Finland, with headquarters in Vantaa on the grounds of Helsinki Airport, its hub. Finnair and its subsidiaries dominate both domestic and international air travel in Finland. Its major shareholder is the government of Finland, which owns 55.9%[11] of its shares. Finnair is a member of the Oneworld airline alliance.

Key Information

Founded in 1923, Finnair is one of the oldest airlines in continuous operation and is consistently listed as one of the safest in the world.[12][13][14][15] The company's slogans are Designed for you and The Nordic Way.

History

[edit]

Founding

[edit]

In 1923, consul Bruno Lucander founded Finnair as Aero O/Y (Aero Ltd). The company code, "AY", stands for Aero Osake-yhtiö ("yhtiö" means "company" in Finnish). Lucander had previously run the Finnish operations of the Estonian airline Aeronaut. In mid 1923, he concluded an agreement with Junkers Flugzeugwerke AG to provide aircraft and technical support in exchange for a 50% ownership in the new airline. The charter establishing the company was signed in Helsinki on 12 September 1923, and the company was entered into the trade register on 11 December 1923. The first flight was on 20 March 1924, from Helsinki to Tallinn, Estonia, on a Junkers F.13 aircraft equipped with floats. The seaplane service ended in 1936 following the construction of the first aerodromes in Finland.[16]

World War II

[edit]

Air raids on Helsinki and other Finnish cities made World War II a difficult period for the airline. Half of the fleet was requisitioned by the Finnish Air Force and it was estimated that, during the Winter War in 1939 and 1940, half of the airline's passengers from other Finnish cities were children being evacuated to Sweden.

Immediate postwar period

[edit]

The Finnish government wanted longer routes, so it acquired a majority stake in the company in 1946 and re-established services to Europe in November 1947, initially using the Douglas DC-3. In 1953, the airline began branding itself as Finnair. The Convair 440 twin-engined pressurised airliner was acquired from January 1953, and these faster aircraft were operated on the company's longer routes as far as London.

Jet Age (1960s and 1970s)

[edit]
Finnair Sud SE-210 Caravelle 10B3 Super B in 1976

In 1961, Finnair joined the jet age by adding Rolls-Royce Avon-engined Caravelles to its fleet. These were later exchanged with the manufacturer for Pratt & Whitney JT8D-engined Super Caravelles. In 1962, Finnair acquired a 27% controlling interest in a private Finnish airline, Kar-Air. Finnair Oy became the company's official name on 25 June 1968. In 1969, it took possession of its first U.S. made jet, a Douglas DC-8. The first transatlantic service to New York was inaugurated on 15 May 1969.[citation needed] In the 1960s, Finnair's head office was in Helsinki.[17]

Gunnar Korhonen, CEO of Finnair from 1960 to 1987

Finnair received its first wide-body aircraft in 1975, two DC-10-30 planes. The first of these arrived on 4 February 1975 and entered service on 14 February 1975, flying between Helsinki and New York, later between Helsinki and Las Palmas.

Finnair created Finnaviation was established in 1979. It was formed from the reorganisation of Wihuri OY Finnwings (which had started services in 1950 as Lentohuolto OY) and its merging with Nordair OY. Scheduled domestic services began in October 1979. In the early 1980s, Finnair held a 60% shareholding.[18] Finnaviation was eventually completely merged into Finnair.[19][20]

Expansion (1980s)

[edit]
Finnair Convair 440 in 1980

In 1981, Finnair opened routes to Seattle and Los Angeles. Finnair became the first operator to fly non-stop from Western Europe to Japan, operating Helsinki–Tokyo flights with a modified McDonnell Douglas DC-10-30ER in April 1983.[16] Until then, flights had to go via Moscow (Aeroflot, SAS, BA) or Anchorage (most carriers)[21] due to Soviet airspace restrictions, but Finnair circumvented these by flying directly north from Helsinki, over the North Pole and back south through the Bering Strait, avoiding Soviet airspace.[22] However, Finnair did not have to make a roundabout because of the Soviet regulation on this route, but the Japanese authorities demanded it (as JAL requested strongly).[23] The aircraft was fitted with extra fuel tanks, taking 13 hours for the trip.[16] The routes through Soviet airspace and with a stopover in Moscow also took 13 hours, but flights with a stopover in Anchorage took up to 16 hours, giving Finnair a competitive edge. In the spring of 1986, Soviet regulators finally cleared the way for Air France and Japan Airlines to fly nonstop Paris-Tokyo services over Soviet airspace, putting Finnair at a disadvantage.[24]

Finnair launched a Helsinki-Beijing route in 1988, making Finnair the first Western European carrier to fly non-stop between Europe and China.[25] In 1989, Finnair became the launch customer for the McDonnell Douglas MD-11, the first of which was delivered on 7 December 1990. The first revenue service with the MD-11 took place on 20 December 1990, with OH-LGA[discuss] operating a flight from Helsinki to Tenerife in the Canary Islands.[26]

Subsidiary airlines (1990s–2000s)

[edit]
Finnair Boeing 757-200 in the appearance of the 1990s
Finnair McDonnell Douglas MD-87 in 1991
Finnair Airbus A300 in 1995
Aero Douglas DC-3 from the early 1940s, restored to original livery in Oulu (2014)

In 1997, the subsidiaries Kar-Air and Finnaviation became wholly owned by Finnair and were integrated into the mainline operations. On 25 September 1997, the company's official name was changed to Finnair Oyj.

In 1999, Finnair joined the Oneworld airline alliance. In 2001, Finnair reused the name "Aero" when establishing Aero Airlines, a subsidiary airline based in Tallinn, Estonia.

In 2003, Finnair acquired ownership of the Swedish low-cost airline, FlyNordic, which operated mainly within Scandinavia. In 2007, Finnair sold all its shares in FlyNordic to Norwegian Air Shuttle. As part of the transaction, Finnair acquired 4.8% of the latter company, becoming its third largest shareholder. Finnair later sold their shares in 2013.[27]

On 8 March 2007, Finnair became the first airline to order the Airbus A350 XWB aircraft, placing an order for 11 Airbus A350 XWB (plus 8 options), with delivery started in 2015.[28]

Labour disputes and restructuring (2006–present)

[edit]

Finnair has suffered from many labour disputes in this period,[when?] resulting from cost-cutting measures prompted by competition from budget airlines.[29][30][31][32][33]

On 1 December 2011, Finnair transferred its baggage and apron services to Swissport International as per a five-year agreement signed on 7 November 2011.[34]

As of 2022, it transported about 2.9 million passengers,[35] a substantial decrease from 2019 as COVID-19 pandemic shut down airports and airlines due to travel restrictions. At the end of 2022, the airline employed 5,325 people on average. From 2022 onwards, the Russian airspace closure resulting from the Russian invasion of Ukraine has forced Finnair to suspend some services to Asia.[36]

In March 2023, Finnair announced it would terminate domestic flights from both Tampere and Turku to Helsinki in favour of coach service due to low demand and the short distance.[37]

Corporate affairs

[edit]
[edit]

The key trends for Finnair are shown below (for each year ending 31 December):[38]

Revenue
(€ m) 		Profit before
tax (EBT)
(€ m) 		Number of
employees[a] 		Number of
passengers
(m) 		Passenger
load factor
(%) 		Number of
aircraft[b] 		Notes/
sources
2009 1,838 −125 8,797 7.4 75.9 68 [39]
2010 2,023 −33 7,578 7.1 76.5 63 [40]
2011 2,257 −111 7,467 8.0 73.3 65 [41]
2012 2,449 16.5 6,784 8.8 77.6 60 [42]
2013 2,400 11.9 5,859 9.2 79.5 70 [43]
2014 2,284 −36.5 5,172 9.6 80.2 67 [44]
2015 2,254 23.7 4,906 10.3 80.4 72 [45]
2016 2,316 55.2 5,045 10.8 79.8 73 [46]
2017 2,568 170 5,852 11.9 83.3 79 [2]
2018 2,834 218 6,360 13.2 81.8 81 [8]
2019 3,097 93.0 6,788 14.6 81.7 83 [47]
2020 829 −523 6,573 3.5 63.0 83 [c][48]
2021 838 −582 5,614 2.9 42.8 84 [49]
2022 2,357 −371 5,336 9.1 62.4 80 [50]
2023 2,988 119 5,195 11.0 76.4 79 [51]
2024 3,049 46 5,533 11.7 75.8 80 [52]
  1. ^ on average
  2. ^ on year end
  3. ^ 2020: Activities and income in 2020 were severely reduced by the impact of the coronavirus pandemic.

Ownership and structure

[edit]

The group's parent company is Finnair Plc, which is listed on the Nasdaq Helsinki Stock Exchange and domiciled in Helsinki at the registered address Tietotie 9, Vantaa.[46] The State of Finland is the major shareholder (55.8%),[11][53] with no other shareholder owning more than 5% of shares.[46]

Subsidiaries and associates

[edit]
The Finnair Cargo building

Finnair Cargo

[edit]

Two subsidiary companies, Finnair Cargo Oy and Finnair Cargo Terminal Operations Oy, form Finnair's cargo business.[54] The offices of both companies are at Helsinki Airport.[55][56] Finnair Cargo uses Finnair's fleet on its cargo operations.

Finnair Cargo has three hubs:

  • Helsinki Airport: Helsinki Airport is the main hub of Finnair Cargo. There is a new freight terminal at the airport, opened in the first half of 2017.
  • Brussels Airport: Finnair Cargo has used Brussels Airport as a secondary hub for freight operations. Now the cargo airline operates its flights from BRU in co-operation with DHL Aviation (EAT Leipzig).
  • London Heathrow Airport: Heathrow Airport is the most recent hub addition to Finnair Cargo's route network. In cooperation with IAG Cargo, Finnair operates to LHR daily with Airbus A350 to carry extra freight.
An ATR 72-500 in the N°RRA livery

Nordic Regional Airlines

[edit]

Nordic Regional Airlines (Norra) is 40% owned by Finnair. The airline uses a fleet of ATR 72-500 aircraft, leased from Finnair, and Embraer E190 aircraft, both painted in Finnair livery. The airline began operations on 20 October 2011 as a joint venture between Flybe and Finnair. The airline has operated under Finnair's flight code since 1 May 2015.

Head office

[edit]
Finnair's head office, House of Travel and Transportation

Finnair's head office, known as the House of Travel and Transportation (or "HOTT"), is located on the grounds of Helsinki Airport approximately 1 km south of the passenger terminal. The office opened in 2013, replacing the previous head office which stood on an adjacent lot. The mixed-use building has a total floor area of 70,000 square metres (750,000 sq ft) across seven floors, including 22,400 square metres (241,000 sq ft) of office space.[57]

The previous airport head office had been in use since 1994, then replacing an office located in central Helsinki.[58][59] The last Helsinki head office, designed by architect Aarne Ehojoki [fi], opened in 1972. Finnair fully vacated the building in 2013, and in 2016, it was converted into rental storage units.[60]

Corporate design

[edit]
Finnair A319-100 in retro livery

Livery

[edit]

The company revealed a new livery in December 2010. Major changes include a restyled and larger lettering on the aircraft body, repainting of the engines in white, and a reversal of the colour scheme for the tail fin favouring a white background with a blue stylised logo. The outline of the globe was also removed from the tail fin.[61]

Flight attendant uniforms

[edit]

The current uniform was designed by Ritva-Liisa Pohjalainen and launched in December 2011.[10] Finnair has codes to indicate the rank of crew members: one stripe in the sleeve (or epaulettes in the case of male crew wearing vests) for normal Cabin Crew, two stripes for Senior Cabin Crew (only for outsourced Spanish crew) acting as a Purser, and three stripes for a Purser/Chief Purser. Additionally, some female Pursers have a white vertical stripe on their dresses or blouses indicating their years of service. Finnair requires its cabin crew to wear gloves during take-off and landing for safety reasons. Finnair's previous cabin crew uniform was named the fifth most stylish uniform by the French magazine Bon Voyage.[62]

Partnerships

[edit]

Finnair has several partnerships with following companies and airlines including Alaska Airlines, American Airlines, British Airways, Deutsche Bahn (DB), Chinese JD.com, Japan Airlines and Marimekko.

Destinations

[edit]
Main article: List of Finnair destinations

Finnair flies from its Helsinki hub to over 80 destinations in over 35 countries in Asia, Europe and North America. Finnair also serves six destinations in the United States. Previously, the airline has served Africa and South America, including countries such as Egypt, Colombia and Brazil, but primarily on a leisure basis. Finnair has over 10 domestic destinations. Domestic flights are operated in co-operation with the airline's subsidiary Nordic Regional Airlines.

In 2021, Finnair opened five routes from Stockholm–Arlanda to Bangkok–Suvarnabhumi and Phuket in Thailand, as well as New York–JFK, Miami and Los Angeles in the United States. Those routes have been discontinued.

On 28 February 2022, Russia closed its airspace as a countermeasure to EU airspace closure. This meant many changes to Finnair's Asian services, as most of Finnair's flights between Europe and Asia had used the shortest, fastest, and most environmentally sound route over Russia.[63] In response, on 9 March 2022, flight AY073 departed from Helsinki to Tokyo Narita via the North Pole. Back in 1983, Finnair was the first airline to fly non-stop from Europe to Japan by flying over the North Pole – so operating in the polar region is not new to Finnair.[64]

Finnair announced a new route to Dallas/Fort Worth in 2022. Finnair also reintroduced flights to Seattle/Tacoma in 2022.

Codeshare agreements

[edit]

Finnair codeshares with the following airlines:[65]

Interline agreements

[edit]

Finnair has interline agreements with the following airlines:

Joint ventures

[edit]

In addition to the above codeshares, Finnair has joint venture agreements with the following airlines:

Fleet

[edit]

Current fleet

[edit]

As of August 2025, Finnair operates the following aircraft:[83][84]

Finnair fleet
Aircraft In service Orders Passengers Notes
J W Y Total Refs
Airbus A319-100 5 — — — 144 144 [85]
Airbus A320-200 10 — — — 174 174 [86]
Airbus A321-200 15 — — — 209 209 [87]
Airbus A330-300 8 — 28 21 230 279 [88] Refurbished with new Business and Premium Economy cabins.
Two aircraft wet-leased to Qantas.[89]
Airbus A350-900 9 1[84] 43 24 211 278 [88][90] Refurbished with new Business and Premium Economy cabins.
9 30 26 265 321 [88][91]
ATR 72-500 12 — — — 68 68 [92] All leased to Nordic Regional Airlines.[93]
72 72 [94]
Embraer E190 12 — 12 — 88 100 [95] Operated by Nordic Regional Airlines.
Total 80 1
[edit]

Aircraft types

[edit]

Narrow-body aircraft

[edit]

Finnair received its first narrow-body aircraft manufactured by Airbus, the Airbus A321, on 28 January 1999. Now, the airline operates a fleet of up to 15 A321s. The first Airbus A319 aircraft was delivered to Finnair on 20 September 1999. Since then, Finnair has received 11 A319s, but three of them are now retired. Finnair utilises Airbus A319, A320, and A321 aircraft on domestic and European flights. The Airbus A321-231 aircraft, which are equipped with Sharklets, are also used on some thinner long-haul flights such as to Dubai. ATR 72-500 and Embraer E190 are operated by Nordic Regional Airlines and are also used on domestic and European flights.

Airbus A330

[edit]

Finnair received its first batch of Airbus A330-300s on 27 March 2009.[96] Now the airline has eight of them in its fleet. As of July 2023, the airline utilises the A330 on intercontinental flights from Helsinki to Delhi, Mumbai, New York, Chicago, Seattle and Doha. The A330s are powered by General Electric CF6-80E1 engines.[96] The aircraft are also being used on European services to Brussels and Amsterdam.

Airbus A350

[edit]

On 8 March 2007, Finnair firmed up its orders for 11 Airbus A350 aircraft with 8 options. On 3 December 2014, it was announced that Finnair had firmed up the contract for eight additional Airbus A350 aircraft deliveries starting in 2018.[28] On 13 August 2014, Finnair announced plans to initially deploy its A350 aircraft on services to Bangkok, Beijing and Shanghai from 2015, with A350 services to Hong Kong and Singapore to be added in 2016. As of April 2019, Finnair operates the Airbus A350 to Bangkok, Beijing, Guangzhou, Hong Kong, Ho Chi Minh City, Krabi, Los Angeles, Nagoya, Osaka, Phuket, Puerto Vallarta, Seoul, Shanghai, Singapore and Tokyo. Finnair also operated A350 aircraft on several flights to New York in January 2016 and became the first European airline to operate the A350 to the United States.[97] Finnair sometimes uses the A350 on the morning AY1331 flight from Helsinki to London–Heathrow to carry extra freight as well. Also, AY121/122 operating to New Delhi is also being served by the A350 as of 1 Nov 2022. As of autumn 2024, Finnair began operating the A350 daily to Gran Canaria as AY1721. Seldomly, it also operates to Amsterdam, Munich and Brussels.

Finnair took delivery of its first A350 aircraft on 7 October 2015, becoming the third airline to operate the aircraft after Qatar Airways and Vietnam Airlines.[98] According to the current delivery schedule, it will receive two A350 aircraft per year in 2019, 2020, and 2021, and one in 2022. Altogether, Finnair had 19 A350 aircraft in 2022.

Fleet development

[edit]

Upcoming narrow-body fleet renewal

[edit]

Due to an aging narrow-body fleet, Finnair plans to retire the Airbus A320 family and replace them with new generation aircraft. The airline estimates to invest up to €4 billion in fleet renewal between 2020 and 2025. Revealed at its Capital Markets Day on November 12, 2019, Finnair plans to grow the size of its fleet from the current 83 (as of November 2019) to approximately 100 by 2025, of which 70% is planned to be narrow-body aircraft and 30% wide-body aircraft. One-third of the total investment sum would be used for growth, while two-thirds would be to replace the current fleet.[99] According to Bloomberg, Finnair will replace the old aircraft with either Airbus A320neo family or Boeing 737 MAX new generation aircraft.[100] The carrier has also revealed that it is looking for suitable narrow-body aircraft for long-haul use.[101]

On 18 December 2015, Finnair decided to improve the space efficiency of its current Airbus narrow-body fleet due to a growing need for feeder traffic capacity. The value of the investment is approximately EUR 40 million, and it includes 22 narrow-body Airbus aircraft in Finnair's fleet. The cabin layout change excludes five A321 aircraft, which are already configured according to the plan, having 209 seats. The cabin reconfiguration was estimated to take two weeks per aircraft during 2017. The reconfiguration adds 6 to 13 seats depending on the aircraft type, increasing the passenger capacity of Finnair's Airbus narrow-body fleet as measured by available seat kilometers by close to 4 percent.[102] Finnair also planned to increase its narrow-body fleet. As a first step, Finnair leased eight Airbus A321 narrow-body aircraft from BOC Aviation.

Finnair has occasionally suffered from aircraft shortages and therefore has resorted to leased and wet-leased aircraft. For instance, in March 2016, Finnair announced it would lease two Airbus A321 aircraft from Air Berlin for Finnair's European operations. These two aircraft were delivered in late April 2016 to Finnair. The airline used these A321s on flights from Helsinki to Amsterdam, Berlin, Copenhagen, Dubrovnik, Düsseldorf, Ljubljana, Paris, Split, Vienna, and Zürich.[103] On 15 December 2016, Finnair announced it would lease two Airbus A321s from CDB Aviation Lease Finance. The first aircraft was scheduled for delivery to Finnair for the 2017-2018 winter season and the second for the 2018 summer season. Seven of the ordered aircraft were delivered in 2017.[104]

The Finnair-branded short-haul network also includes 24 regional aircraft operated by Nordic Regional Airlines (12 ATR 72 and 12 E-190).

Recent wide-body fleet renewal

[edit]

Finnair announced the order for 11 Airbus A350 XWB aircraft and 8 options on 8 March 2007. Finnair planned to retire older Airbus A340 aircraft by the end of 2017 and replace them with brand new A350 aircraft. As of 1 February 2017, all Airbus A340 aircraft are withdrawn from the fleet. The very last A340 (OH-LQE) operated its last flight from Tokyo to Helsinki on 1 February 2017. Finnair firmed up orders for eight additional A350 aircraft on 3 December 2014. The first A350 was delivered to Finnair in October 2015, and the airline became the first European operator of the Airbus A350.

As of November 2019, Finnair had 14 A350-900s, with a further 5 to be delivered between 2020 and 2022. The Finnish flag carrier also has considered switching some of the orders for the Airbus A350-900 to the Airbus A350-1000 aircraft but decided to keep the orders for only the A350-900. At the beginning of 2017, Finnair revealed plans to add more seats to some of the Airbus A350 aircraft in order to increase capacity by up to 13%. The new seat configuration has 32 seats in Business Class, 42 seats in Economy Comfort Class, and 262 in Economy Class, a total of 336 seats. This second seat configuration was initially planned to be used on routes with less business class demand such as Bangkok, Beijing, and Seoul, as well as on routes to leisure destinations but they have also been utilised on other busy routes such as Shanghai, Osaka, and Tokyo.[105]

Finnair has modified its previous fleet plan to retire two of Airbus A330 aircraft, which was established in 2014. The 2016 fleet plan now involves keeping its A330 fleet as its A350s are delivered, rather than withdrawing two of them in 2017, and shall retire those aircraft sometime in the 2020s at the earliest. The airline's plan to retire two A330s was not the only change that was planned. Under the previous plan, the long-haul fleet was to grow by one per year, from 15 in 2015 to 20 in 2020. Under the 2016 plan, it was planned to grow to 22 in 2020, and to 26 in 2023. However, should market conditions be weaker than expected, Finnair has the flexibility to return the wide-body fleet to a total of 15 aircraft in 2019 and to maintain it at this level through to 2023. Some of the new A350 aircraft will increase the number of aircraft operated by Finnair.

Special liveries

[edit]
Finnair Airbus A330-300 (OH-LTO) in Marimekko 50th Anniversary "Unikko"-livery

Finnair's current special liveries are Marimekko "Kivet", Marimekko 50th anniversary "Unikko", Oneworld liveries, and the Christmas special "Reindeer" liveries. Past Finnair special liveries include "Marimekko Unikko", "Moomins", "Santa Claus", 1950s retro livery and Angry Birds.

Registration Livery Aircraft Source
OH-LTO Marimekko 50th Anniversary "Unikko" livery Airbus A330-300 [citation needed]
OH-LVD Oneworld livery Airbus A319-100 [citation needed]
OH-LKN Embraer E190 [citation needed]
OH-LWB Airbus A350-900 [citation needed]
OH-LWL Marimekko Kivet-livery [106]
OH-LWO Moomin-livery Airbus A350-900 [citation needed]

Historical fleet

[edit]

Finnair has previously operated the following equipment:[107][108]

Aircraft Total Introduced Retired Notes
ATR 42-300 6 1986 1990
ATR 72-200 9 1995 2005 Transferred to Aero Airlines.
Airbus A300B4-200FF 2 1990 1998
Airbus A340-300 7 2006 2017 Last commercial service was on 1 February 2017.[109][110]
Replaced by Airbus A350-900.
One was in Angry Birds livery.
Boeing 737-200 3 1989 1993
Boeing 757-200 7 1997 2014 Replaced by Airbus A321-200.
Convair CV-340 4 1953 1980
Convair CV-440 5 1956 1980
de Havilland Dragon Rapide 2 1937 1939
Douglas C-47 Skytrain 10 1947 1969
Douglas DC-2 2 1941 1949
Douglas DC-8-62 1 1975 1984
Douglas DC-8-62CF 3 1969 1981 One of the aircraft, after changing hands several times, is now the flagship aircraft of the international disaster relief organisation Samaritan's Purse.
Embraer E170 10 2005 2012
Fokker F27 Friendship 3 1980 1988
Junkers F.13 7 1926 1939
Junkers G 24 1 1926 1935
Junkers Ju 52/3m 6 1932 1945
McDonnell Douglas DC-9-14 6 1971 1985
McDonnell Douglas DC-9-15 3 1976 1988
McDonnell Douglas DC-9-41 6 1981 1996
McDonnell Douglas DC-9-51 12 1976 2003
McDonnell Douglas DC-10-30 4 1975 1996
McDonnell Douglas DC-10-30ER 1 1981 1995
McDonnell Douglas MD-11 5 1990 2010 Launch customer.
Replaced by Airbus A340-300.
One was in Moomin livery.
McDonnell Douglas MD-11F 2 2010 2011 Transferred to Nordic Global Airlines.
McDonnell Douglas MD-82 10 1983 2006
McDonnell Douglas MD-83 13 1985 2006
McDonnell Douglas MD-87 3 1987 2000
Saab 340 5 1996 2000
Sud Aviation Caravelle III 4 1960 1965
Sud Aviation Caravelle 10B Super Caravelle 10 1964 1984

Historic subsidiary fleet

[edit]

In the early 1980s, the fleet of the Finnaviation subsidiary consisted of: an Aero Commander 690, a Beech 95-A55 Baron, Cessna F150J (2), a Cessna 401B, a Cessna F172M, a Cessna 401A, Cessna 404 Titan (2), a Cessna 441 Conquest, a Cessna 402B, a Cessna 425 Corsair, a Cessna F172P, Cessna F152 (2), Embraer EMB 110 Bandeirante (3), a Dassault Falcon 200, a Piper PA-28-140 Cherokee, a Piper PA-32-300 Cherokee Six and a Cessna T188C Husky.[18]

[edit]

Cabins

[edit]

Cabins

[edit]
Finnair Airbus A350-900 Economy Class

Business class

[edit]
Finnair Airbus A350-900 Business Class

Business class is offered on the entire Airbus fleet. On long-haul aircraft, the seats are equipped with personal in-flight entertainment. Zodiac Cirrus III seats are fitted in business class on all wide-body aircraft. Each seat has direct aisle access and reclines to a 78-inch full flat bed. In February 2022, Finnair unveiled new long-haul business class seats, alongside the debut of a premium economy cabin. The seats are based on the Collins Aerospace's Aerospace AirLounge. The seats are enclosed in a shell with no recline capabilities. According to the airline, this allows passengers to choose a wide variety of sitting and sleeping positions.[citation needed]

Premium Economy class

[edit]

Premium economy, Finnair's newest class of service, was introduced in February 2022. It is currently rolled out on the Airbus A330s and A350s. The seats are based on the Vector Premium by HAECO.[citation needed]

In-flight magazine

[edit]

Finnair's English-language in-flight magazine, Blue Wings, was published 10 times a year. The first edition of Blue Wings magazine was published in 1980.[111] It was discontinued in 2020 and is now available online in Finnish and English. Domestic and international newspapers are available online on Finnair Nordic Sky portal during flights. As of 2023, Blue Wings has been reintroduced in physical form for Finnair's centenary year and the years to come.[111]

Environmental efforts

[edit]

In December 2018, Finnair flights out of SFO began being supplied with sustainable aviation fuel as part of a project involving SFO, Shell, and SkyNRG.[112][113]

Incidents and accidents

[edit]
Main article: List of accidents of Aero O/Y
  • On 16 November 1927, a Junkers F.13 disappeared en route from Tallinn to Helsinki. The pilot and his two passengers were never found.
  • On 10 November 1937, a Junkers Ju 52 en route from Turku to Stockholm suffered the detachment of the nose-engine whilst over the sea. The pilots managed to successfully land the aircraft with no fatalities. A broken propeller blade resulted in a severe imbalance that tore the engine off.
  • On 14 June 1940, a Ju 52 aircraft named Kaleva operating as Flight 1631 was shot down by the Soviet Air Force over the Gulf of Finland, apparently as a prelude to the Occupation of Estonia. All nine people on board died.
  • On 7 June 1941, a Ju 52 aircraft equipped with floats was forced to make an emergency landing after losing power on all three engines due to fuel impurity. Although the aircraft was recovered and returned to service, the two occupants of the aircraft drowned while attempting to swim to safety.
  • On 31 October 1945, a Ju 52 suffered a CFIT on approach to Hyvinkää. Radio signals were distorted by high-tension wires and the pilots let the plane descend too low. All 14 people on board survived, but the aircraft was written off.
  • On 3 January 1961, Flight 311 from Kronoby to Vaasa flown by a Douglas DC-3 stalled on final approach and crashed, killing all 25 people on board. The two pilots were both intoxicated by alcohol and sleep deprived. This remains Finland's worst aviation accident.
  • On 8 November 1963, Flight 217 from Helsinki to Mariehamn via Turku flown by a DC-3 crashed into terrain on final approach to Mariehamn. The sole flight attendant and two passengers were the only survivors of the crash. The cause was believed to have been poor visibility and a malfunctioning altimeter that tricked the pilots into believing they were higher than they really were. 20 passengers and two crew were killed. To date, this is Finnair's last fatal accident.
  • On 30 September 1978, Flight 405 from Oulu to Helsinki flown by Sud Aviation Caravelle was hijacked by Aarno Lamminparras armed with a pistol (Finland did not perform security checks on domestic flights), who held the 48 other passengers and crew hostage. The plane continued to Helsinki, where 34 of the 44 passengers were released before returning to Oulu where the hijacker received a large ransom from Finnair. The plane then returned to Helsinki for another ransom from a Finnish newspaper before flying to Amsterdam and then back to Helsinki before returning to Oulu. The hijacker released the last hostages and departed the plane before being arrested on October 1 at his home.
  • On 23 December 1987, Flight 915 from Tokyo to Helsinki was allegedly shot at by a missile whilst over Svalbard. The missile allegedly exploded in the air before striking the DC-10. The events were not revealed until 2014.[114]

References

[edit]

Sources

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Finnair

View on Grokipedia
from Grokipedia

Finnair Plc is the and largest of , headquartered in and operating its primary hub at .
Established as Aero O/Y in 1923 with inaugural flights commencing in 1924, the has evolved into a major European carrier emphasizing efficient transcontinental connectivity, particularly between and via polar routes that leverage 's northern geography for shorter flight times.
Finnair maintains a modern fleet exceeding 70 , predominantly consisting of models including the A350 for long-haul operations, enabling lower emissions and enhanced passenger comfort compared to older industry averages.
The company serves over 80 destinations across , , and , transporting millions of passengers annually as a member of the alliance since 1999, which facilitates global code-sharing and loyalty benefits.
Majority-owned by the with approximately 55.7% state stake, Finnair operates scheduled passenger and services while navigating competitive pressures from low-cost carriers and geopolitical disruptions affecting its -focused network.

History

Founding and Pre-War Development

Aero O/Y, the predecessor to Finnair, was established on November 1, 1923, in by a group of Finnish businessmen including Bruno Lucander, Fritiof Ahman, and Gustaf Snellman, with initial support from figures such as Lt. Col. Arne Somersalo and aircraft manufacturer . The company aimed to develop commercial aviation in , starting with mail and passenger services amid the country's nascent post-independence infrastructure. Operations commenced in 1924 with the acquisition of a F.13 , equipped with floats for summer and skis for winter operations from 's Katajanokka harbor, as no land-based airfields existed. The inaugural flight occurred on March 30, 1924, transporting mail from to , , followed shortly by passenger services on the same route. By June 2, 1924, the route network expanded to include in cooperation with Swedish airline ABA, carrying 269 passengers in the first year. The fleet initially consisted of the single F.13, a four-passenger model, which also supported 833 sightseeing tours in 1925. Through the late 1920s and 1930s, Aero O/Y grew its domestic and international connectivity despite economic challenges like the . The fleet expanded with a Junkers G.24 (nine-passenger) in 1926 and Junkers Ju 52s (14-passenger) in the 1930s, alongside de Havilland DH.89A Dragon Rapides introduced in 1937; the partnership with ended in 1929 following government intervention providing financial support. Routes extended within and to , culminating in a 1938 extension from to via and ; the first civil airport at opened in 1935, and seaplane operations ceased on December 15, 1936, with all flights shifting to land bases. By October 1939, amid rising tensions with the , civilian aviation was militarized, marking the transition to wartime conditions.

World War II and Neutrality Challenges

During the (November 1939–March 1940), Finland's civil aviation, including Aero O/Y (Finnair's predecessor), was placed under military control as Soviet forces invaded and bombed key infrastructure, rendering Helsinki-Malmi Airport unsafe for operations. Scheduled domestic and international flights were severely curtailed, with the airline's limited fleet—primarily /3m tri-motors—partially requisitioned for reconnaissance, transport, and liaison duties supporting the Finnish Defense Forces. Approximately half of Aero O/Y's aircraft were impressed into military service, reflecting the acute resource shortages faced by Finland's under-equipped air force, which relied on civilian assets to supplement its 114 combat-ready planes at the war's outset. International routes, such as those to , were temporarily rerouted through Tampere-Pirkkala to evade bombing risks, underscoring the operational disruptions caused by Finland's defensive struggle against a vastly superior Soviet adversary. Finland's proclaimed neutrality, declared upon the outbreak of in September 1939, faced immediate Soviet subversion through the invasion, which compelled pragmatic alliances and exposed civilian aviation to direct threats. A stark illustration occurred on June 14, 1940, when Aero O/Y's /3m Kaleva (Flight 1631), en route from to with two French diplomatic couriers and an American consular official carrying sensitive codebooks and reports on Soviet military movements, was intercepted and shot down by two Soviet DB-3 bombers over the , killing all nine aboard. This incident, occurring amid heightened tensions preceding , highlighted the fragility of neutral airspace in the and Soviet willingness to target civilian aircraft suspected of espionage-related cargo, despite Finland's non-belligerent status post-Winter War armistice. The loss strained diplomatic relations and foreshadowed further encroachments, as Moscow's actions disregarded international norms for neutral transit. In the ensuing (June 1941–September 1944), where Finland pursued territorial recovery alongside German forces without a formal alliance, Aero O/Y again subordinated operations to military needs, relocating its base to Airport to avoid Soviet advances on southern . Civilian services remained minimal, with the airline's surviving aircraft supporting logistics amid Finland's co-belligerent stance, which preserved nominal independence but invited Allied scrutiny and postwar sanctions. Following the 1944 armistice with the and the against retreating German troops, Allied occupation authorities prohibited all commercial flights from March to August 1945, delaying Aero O/Y's resumption of domestic schedules until regulatory approval. These episodes exemplified the causal pressures on Finland's sector: geographic vulnerability between expansionist powers eroded neutrality, forcing civil assets into wartime exigencies and postwar reconstruction under reparative burdens exceeding 300 million gold dollars to the USSR.

Postwar Reconstruction and Early International Growth

Following the end of , Aero O/Y, which had been requisitioned for military use during Finland's conflicts with the , resumed civilian operations amid economic reconstruction and war reparations obligations. In 1946, the acquired a 70% majority stake in the airline to provide financial backing and enable expansion into longer routes, transforming it from a private entity into one with significant state influence. That same year, Aero introduced its first aircraft, marking a shift to more reliable and capacious propeller airliners suited for postwar domestic and regional services. By 1947, DC-3s were emblazoned with "Finnish Air Lines" livery and featured the airline's inaugural flight attendants on routes such as –Kemi and –, enhancing passenger comfort amid growing demand. In 1949, Aero joined the (IATA) and received the airline code AY, facilitating standardized international operations. The opening of in June 1952, coinciding with the , boosted annual passengers beyond 100,000 and provided a modern hub for expansion. Fleet modernization continued in 1953 with the acquisition of 340/440 Metropolitan aircraft, which offered greater capacity for European services. That April, Aero launched its first continental European route from via , , and , followed by services to in October. In 1954, the network extended to Heathrow via and , solidifying Aero's presence in . A landmark achievement came in 1956 with the initiation of flights to Moscow, making Aero the first Western airline to resume such service after the war, navigating Finland's delicate geopolitical position. These developments laid the groundwork for Aero's transition to "Finnair" branding in marketing by 1953 and presaged further growth into the jet era.

Jet Age Transition and 1970s Expansion

Finnair transitioned to the jet age with the introduction of the Sud Aviation Caravelle, ordering three Caravelle IA aircraft on January 18, 1958, which entered service in 1960. This marked the airline's shift from propeller-driven aircraft to jet propulsion, enabling faster and more efficient short- to medium-haul operations primarily within Europe and to transatlantic gateways. The Caravelles operated until the mid-1970s, supporting Finnair's growing network that included routes to key European cities and initial forays into longer-distance travel. In the late , Finnair expanded its capabilities with the , introducing the DC-8-62CF variant in early 1969 for extended-range operations with significant freight capacity. This allowed non-stop transatlantic flights from to New York, initially via intermediate stops in or starting in May 1969, enhancing connectivity to . The DC-8 fleet, comprising models like the -62, remained in service until 1985, bridging the gap to wide-body era while handling both passenger and cargo demands. The 1970s brought significant expansion through wide-body adoption and Asian market entry. Finnair received its first McDonnell Douglas DC-10-30 in February 1975, becoming the airline's inaugural wide-body type and enabling efficient long-haul operations with two units eventually acquired. This facilitated direct flights to Bangkok in 1976, initiating Finnair's strategic pivot toward Asia and leveraging Helsinki's geographic position for polar routes. By the decade's end, the fleet modernization and route growth positioned Finnair as a competitive carrier in intercontinental travel, with the DC-10 supporting increased frequencies to Europe, North America, and emerging Asian destinations.

Deregulation, 1990s Mergers, and Asian Focus

The European Union's aviation packages, culminating in the third package of 1992–1997, intra-EU air transport, removing fare controls and restrictions, which intensified competition for established carriers like Finnair. This , combined with Finland's severe early-1990s , pressured Finnair's domestic and short-haul operations, contributing to cumulative losses of Fmk 576 million from to 1993. To counter rising low-cost entrants and rivals such as SAS, Finnair forged a with in , enabling codesharing and joint operations to bolster its European network while preserving independence after an earlier pooling effort with SAS, , and collapsed. Amid these challenges, Finnair pursued consolidation by acquiring full control of Karair, a specialist, in 1995 and merging it along with ground-handling firm Finnaviation into its core operations by September 1996, streamlining fleet and services to reduce redundancies. This integration absorbed Karair's two A300s, enhancing capacity for leisure routes, though it marked the end of the independent operator that had operated since the . Post-merger, Finnair rationalized its fleet by phasing out DC-9s in favor of MD-80s and ordering replacements worth Fmk 2 billion in 1997, aiming for efficiency in a competitive landscape. Deregulation's emphasis on long-haul strengths prompted Finnair to intensify its Asian orientation, capitalizing on Helsinki's polar position for shorter great-circle routes to —up to two hours faster than from . Building on prior routes like (1976), (1983), and (1988—the first non-stop Western European service to ), Finnair launched in 1995 and ramped up frequencies to existing hubs, with Far East traffic comprising 30% of its business by 1997 despite the Asian financial crisis. The 1990 introduction of the MD-11 widebody supported this pivot, facilitating extended-range operations until its retirement in 2010, while a 1998 partnership further optimized transcontinental feeds. This Asia-centric strategy mitigated deregulation's squeeze on European yields, positioning Helsinki as a key Europe-Asia bridge ahead of Finnair's 1999 alliance entry.

21st-Century Crises: 9/11, Financial Turmoil, , and Ukraine War Recovery

The September 11, 2001, terrorist attacks triggered immediate global aviation shutdowns and a sharp decline in passenger confidence, affecting Finnair through reduced transatlantic and European demand. In the third quarter of 2001, the airline posted a net loss and announced capacity cuts to align with diminished bookings, mirroring industry-wide contractions that saw airlines worldwide staff and ground aircraft. The global financial crisis compounded these pressures, leading to a contraction in and cargo shipments as economic activity slowed. Finnair encountered financial turbulence in 2009, with full-service carriers like itself suffering from budget-conscious passengers and a drop in premium demand, necessitating cost controls and operational efficiencies to mitigate losses amid a projected industry revenue fall of 15% from 2008 levels. The delivered Finnair's most profound setback, with international travel bans and lockdowns slashing revenue by 74% to €0.5 billion in and forcing the grounding of much of its fleet. The carrier initiated phased capacity reductions starting in the second quarter of , alongside furloughs and reliance on state aid to preserve liquidity during the operational halt. Russia's February 2022 invasion of prompted retaliatory airspace closures, barring Finnair from overflying Russian territory and disrupting its core routes, which relied on short, fuel-efficient paths via . Rerouting via alternative corridors extended flight durations by up to two hours and boosted fuel costs significantly, exacerbating the post-COVID recovery and creating a "dual crisis" that halved capacity to key markets like and in early 2022. To adapt, Finnair pivoted toward North Atlantic expansions and optimized narrowbody utilization for European feeders, achieving revenue growth of 2% in through ancillary income surges despite an 18% drop in comparable operating profit from heightened costs.

Corporate Affairs

Ownership, Governance, and State Influence

The , through the Prime Minister's (Valtioneuvoston Kanslia), holds the majority ownership of Finnair Oyj, with approximately 56% of the company's shares as of May 2025, granting it significant control over major decisions. The airline is publicly listed on , with the remaining shares distributed among institutional investors such as Keskinäinen Työeläkevakuutusyhtiö Varma (approximately 2.85%) and various funds including Investment Management. This structure reflects Finnair's status as a partially privatized , where the state's dominant stake ensures alignment with national interests like connectivity to , while allowing market-driven operations through minority private ownership. Finnair's governance follows standard practices for a publicly traded Finnish company under the Finnish Companies Act and regulations, overseen by a elected at the annual general meeting and an Executive Board led by the CEO. The current CEO, Turkka Kuusisto (M.Sc. Tech., born 1979), assumed the role on April 24, 2024, following prior experience in Finnair's commercial and strategy functions; his compensation for 2024 totaled approximately €706,000, comprising salary and incentives. The Board, which includes representatives with expertise in , , and , handles strategic oversight, , and sustainability governance, with committees for , , and nominations. Recent executive appointments, such as Simon Large (effective October 1, 2024) and Christine Rovelli (effective September 10, 2024), emphasize revenue optimization and customer focus amid post-pandemic recovery. State influence extends beyond ownership through direct participation in capital measures and policy directives, as the majority stake enables nomination of board members and veto power on key resolutions requiring qualified majorities. In October 2023, the government committed to subscribing to Finnair's planned share issue to maintain its stake around 55.8%, supporting liquidity amid high debt from the crisis. This ownership has historically ensured fulfillment of obligations, including state-subsidized regional flights to provincial airports like those extended through at least 2026, preserving connectivity vital for Finland's remote geography and economy. While the state views Finnair as strategically essential for international access and links, critics argue that such involvement can prioritize national routes over pure commercial viability, though empirical data shows sustained operations without full since partial in the .

Headquarters, Branding, and Corporate Identity

Finnair's headquarters are located at Tietotie 9, , , adjacent to , which serves as the airline's primary hub. This location facilitates operational efficiency given the airline's reliance on the airport for its network connecting , , and . The facility, known as the House of Travel and Transportation (HOTT), was specifically designed and constructed for Finnair Group companies to centralize administrative and logistical functions. Finnair began using the "Finnair" in materials in 1953, with the official name change and introduction of its current occurring in 1968. The , designed by Kyösti Varis, consists of a stylized "F" with a tail placed inside a , symbolizing global aspirations. A was applied to starting in 1985, extending the 's visual identity across the fleet. Contemporary branding draws on Nordic design heritage, emphasizing simplicity, dynamism, and digital-forward elements, with guidelines promoting a refreshed identity focused on functionality and sustainability. Finnair's corporate identity centers on its purpose of "enriching life by bridging the world" as a network carrier leveraging Helsinki's geographic position for efficient transcontinental routes. The airline aspires to carbon neutrality by 2045, integrating into its strategic vision alongside commitments to and quality leadership. Core values prioritize elite-level quality, corporate responsibility, and serving as an exemplary actor in the industry, guiding employee conduct and business decisions. Branding tone reflects this through a human, optimistic, friendly, and trustworthy voice, underscoring timeless Nordic qualities like reliability and forward-thinking innovation.

Financial Performance and Business Metrics

Finnair's reached 3,048.8 million euros in , marking a 2.0% increase from 2,988.5 million euros in 2023, driven by a 6% rise in numbers to 11.7 million and capacity expansion amid post-pandemic recovery. The comparable operating result improved to 151.4 million euros for the full year, reflecting stronger Q4 performance with up 7.7% to 782.9 million euros and passengers increasing 9.1%. However, profitability remained pressured by high operating costs, including fuel and labor, with the airline's heavily reliant on (79% of total), of which 32% derived from Asian routes and 43% from European traffic. In 2025, early results indicated renewed challenges, particularly from industrial actions. First-quarter revenue rose modestly 1.9% to 694.2 million euros, but the comparable operating loss widened to 62.6 million euros from 11.6 million euros a year prior, attributed to strikes disrupting operations. Second-quarter revenue increased 2.8% to 787.7 million euros, yet the comparable operating result fell to 10.3 million euros from 43.6 million euros, with half-year figures showing a net loss of 52.3 million euros despite 2.4% revenue growth to 1,481.9 million euros. Finnair projected full-year 2025 revenue of 3.3–3.4 billion euros and a comparable operating result of 100–200 million euros, assuming approximately 10% capacity growth in available seat kilometers (ASKs). Key operational metrics underscored traffic recovery with variability. Revenue passenger kilometers (RPK) grew 6.8% in the first half of 2025, supported by expansions in North Atlantic and Asian routes, while the (PLF) rose 1.9 percentage points to approximately 76–82% across monitored months. Capacity constraints from fleet grounding and geopolitical factors, such as the 2022 closure of Russian overflights, continued to limit efficiency, though ancillary revenues contributed to offsetting passenger yield pressures.
YearRevenue (MEUR)Comparable Operating Result (MEUR)Passengers (millions)
2020829.2Negative ( impact)Low (not specified)
2021838.4NegativeLow
20222,356.6Improving from lowsRecovery phase
20232,988.5Positive~11.0
20243,048.8151.411.7
Cargo operations, though secondary, provided diversification, with dedicated facilities supporting freight revenue amid volatile global supply chains. Overall, Finnair's metrics reflect resilience in a high-fixed-cost industry, tempered by external shocks and internal disputes, with influencing capital allocation toward long-term route development over short-term dividends.

Operations

Route Network and Strategic Hubs

Finnair's primary strategic hub is (HEL), from which the airline operates a hub-and-spoke model facilitating connections across , , , and select Middle Eastern destinations. This network structure leverages Helsinki's northern location to minimize flight durations on transcontinental routes, particularly from to Central and , where great-circle paths converge over Finnish . As of October 2025, Finnair provides direct services to approximately 80 destinations, with operations spanning over 100 airports when including partner integrations, emphasizing transfer traffic through HEL for efficiency. The core of Finnair's route strategy focuses on Asian long-haul connectivity, serving major cities such as (Narita and Haneda), , , , , , , and , with frequencies increased for summer 2025 to bolster capacity amid recovering demand. This emphasis stems from the airline's geographic advantage, offering flight times 1-2 hours shorter than southern European alternatives for many Northeast Asian origins, historically driving up to 40% of traffic as connecting passengers. North American routes, including New York (JFK), (ORD), (LAX), (DFW), and planned resumption to (YYZ) in May 2026, have grown to represent a larger share post-2022, supported by seasonal expansions like additional summer flights announced in 2024. European short-haul services to over 50 cities, such as , , , and , primarily feed the hub, while limited domestic Finnish routes connect smaller airports like and . Geopolitical disruptions, notably Russia's 2022 airspace closure following the invasion, elongated Asian routes by rerouting over the or North, adding up to 4,000 kilometers and 1.5-2 hours per flight, which eroded some competitive edges and prompted network rebalancing toward —now occasionally outpacing in capacity share per CEO statements in 2025. Despite these challenges, Finnair has sustained its Asian gateway role through frequency boosts and codeshares, with summer 2025 schedules adding capacity to and while addressing pilot shortages via adjusted crewing. No secondary passenger hubs exist; Helsinki remains the singular focus for strategic connectivity, though cargo operations utilize as a supplementary freight node.

Codeshare Agreements and Alliances

Finnair joined the alliance on September 29, 1999, becoming one of its founding members alongside and others, which enables seamless connectivity across a network of over 1,000 destinations in more than 170 territories served by 14 member airlines. As part of this alliance, Finnair participates in reciprocal codeshare agreements with fellow members, permitting the sale of seats on partner-operated flights under Finnair's AY flight code and vice versa, facilitating integrated booking, mileage accrual, and lounge access for passengers. Key oneworld codeshare partners for Finnair include , , , Iberia, , and [Qatar Airways](/page/Qatar Airways), supporting expanded route options particularly in , , and the from Finnair's Helsinki hub. In January 2025, Finnair established an expanded bilateral codeshare with , covering 12 routes from Dallas/Fort Worth (DFW) to Mexican destinations such as , , and Guadalajara, aimed at enhancing transatlantic-to-Latin America connectivity for European passengers. This agreement builds on prior oneworld ties but adds specific route-level cooperation, excluding certain markets like Tampico to prioritize higher-demand paths. Earlier expansions include deepened ties with in 2022 for additional U.S. and European routings, and enhanced partnerships with and Iberia for Middle Eastern and intra-European feeds. Beyond , Finnair maintains limited bilateral codeshares with affiliates like (Norra), which operates regional routes under AY codes using aircraft, ensuring feeder traffic into without full alliance integration. These arrangements prioritize efficiency in Finnair's Asian-focused network, leveraging 's geographic position for short-haul connections to long-haul gateways, though they do not extend to competing alliances like or .

Subsidiaries and Regional Operations

Finnair's regional services are operated by Oy (Norra), in which the company maintains a 40% ownership stake as part of a with Danish Air Transport (DAT), the majority owner at 60%. Norra provides , crew, maintenance, and insurance (ACMI) services exclusively for Finnair, focusing on domestic Finnish routes and short-haul European connections using a fleet of -500 turboprops for low-demand sectors and E190 jets for higher-capacity needs. Norra's operations commenced in following Finnair's acquisition and rebranding of Flybe Nordic's Finnish division, with ownership restructured in 2018 to transfer majority control to DAT while securing a multi-year capacity contract with Finnair. As of 2025, Norra deploys 24 to perform over 55,000 flights per year, transporting approximately 3 million under Finnair flight codes. In tandem, Finnair Oy, a wholly owned , oversees the group's activities, leveraging belly holds for general freight and emphasizing temperature-controlled shipments of pharmaceuticals and along the Europe-Asia corridor via hub. Finnair employs dedicated ground handling at through its terminal operations and collaborates with partners for international throughput.

Fleet

Current Fleet Composition

Finnair's mainline fleet, as of October 2025, consists exclusively of , totaling approximately 56 units focused on narrowbody and widebody operations for short- to long-haul routes. The narrowbody segment is dominated by the A320 family, providing flexibility for European and regional Asian flights, while widebodies handle intercontinental services. Regional operations are supported by subsidiaries and partners, adding turboprops and jets to the broader network, bringing the effective fleet size to around 80 . The fleet emphasizes fuel efficiency and modernity, with the A350-900 forming the backbone of long-haul capacity at 18 aircraft in service, plus one on order. A330-300s supplement widebody needs with eight units, all delivered between 2009 and 2010. Narrowbodies include five A319-100s, ten A320-200s, and fifteen A321-200s, the latter fully returned to service by late October following a temporary grounding of eight units for seat cover replacements due to a cleaning issue.
Aircraft TypeIn ServiceOrdersNotes
A319-10050Older models averaging higher maintenance needs; part of A320 family for short-haul.
A320-200100Mid-size narrowbody for European routes; wide age range in fleet.
A321-200150High-density configuration; all operational post-October safety checks.
A330-30080Widebody for medium-long haul; built 2009–2010.
A350-900181Flagship long-haul; features advanced efficiency, including one in special Moomin livery.
Subsidiary fleets, such as Norra's twelve ATR 72-500s in Finnair livery for domestic and short regional flights, and twelve 190s in Finnair livery, extend connectivity but are not part of the core mainline composition. The overall average fleet age stands at about 15 years, with ongoing plans for narrowbody renewal to replace aging A319s and A320s.

Fleet Modernization and Recent Developments

Finnair completed a €200 million refurbishment of its long-haul fleet in June 2024, upgrading cabins across all 24 and A350 aircraft to enhance passenger experience with new seats and Premium Economy sections. This initiative, launched in 2022, focused on increasing space and comfort without expanding the fleet size. In October 2023, Finnair announced modernization of its E190 regional fleet interiors, aiming to refresh cabins and reintroduce 100-seat configurations from late 2024, with full completion targeted for 2025 to support rising short-haul demand. Addressing its segment, Finnair planned in February 2025 to replace 15 of its oldest A320-family jets as part of a partial renewal to boost by up to 20% and cut costs by 2026. In September 2025, CEO Turkka Kuusisto disclosed considerations for ordering up to 30 new to overhaul the short-haul fleet, reduce emissions, and lower operating expenses, with a final decision anticipated by year-end. This move targets the airline's 80-aircraft fleet's urgent replacement needs amid competitive pressures.

Historical Fleet and Retirement

Finnair's fleet originated in 1923 with floatplane and ski-equipped Junkers F.13 aircraft for mail and passenger services in Finland's challenging terrain. Post-World War II, the airline adopted Douglas DC-3s, which became a cornerstone for domestic and regional routes due to their reliability in cold weather operations. CV-340 and CV-440 models followed in 1953, serving until 1980 and enabling expansion into short-haul European flights with improved capacity over earlier propellers. The transition to jet aircraft began in 1961 with Sud Aviation Caravelle III and Super Caravelle variants, marking Finnair's entry into the jet age for faster medium-haul operations; these were retired in 1986 after over two decades of service, replaced by more efficient twinjets amid rising fuel costs and competition. Widebody introduction came in 1975 with two McDonnell Douglas DC-10-30s for long-haul routes to Asia and North America, but they were phased out by 1996 following the arrival of seven MD-11s starting December 1990, which offered greater range and capacity until their final passenger flight on February 23, 2010, driven by high maintenance expenses and fleet standardization toward Airbus types. Narrowbody evolution saw DC-9s supplemented and eventually replaced by used McDonnell Douglas MD-80 series (including MD-83 and MD-87) in the for cost-effective short-haul efficiency, with retirements accelerating from 1999 onward as 29 A320-family were acquired through 2004 to reduce fuel burn and maintenance diversity. Finnair operated seven 757-200s from 1997 for leisure routes, retiring the last in 2014 to consolidate on narrowbodies for better parts commonality and operational synergies. Two A300B4-203s entered service in 1986 primarily for but saw limited passenger use before withdrawal in the early , as the airline shifted to newer widebodies. The A340-300 fleet of seven , introduced in 2006 for long-haul, was fully retired by the end of 2017, supplanted by more fuel-efficient A350-900s to address aging costs and environmental pressures.
Aircraft TypeNumber OperatedIntroduction YearRetirement YearNotes
Multiple1940s1960sPropeller workhorse for domestic routes.
Convair CV-340/440419531980Short-haul expansion.
Multiple19611986First jets for medium-haul.
McDonnell Douglas DC-10-30219751996Initial widebody for intercontinental.
719902010Long-haul until high operating costs prompted exit.
McDonnell Douglas MD-80 seriesMultiple1980s~2004Narrowbody replacement for DC-9s, phased for Airbus efficiency.
Boeing 757-200719972014Leisure routes, retired for fleet uniformity.
Airbus A340-300720062017Long-haul interim, replaced by A350s.
Retirements were typically motivated by economic factors, including fuel inefficiency of older trijets and propfans relative to modern twins, regulatory pressures for emissions reductions, and strategic alignment with Airbus-dominated fleets to minimize and inventory costs.

Products and Services

Cabin Classes and Onboard Amenities

Finnair operates three primary cabin classes on its flights: , Premium Economy, and , with variations depending on type and route length. These classes are available across its long-haul fleet, primarily A350-900 and A330-300 , while short-haul and regional flights predominantly feature seating. The airline emphasizes Nordic elements, such as finishes and blue-gray , in its renewed long-haul cabins introduced progressively since 2022. Economy Class provides standard seating with a seat pitch of approximately 31-32 inches on long-haul flights, featuring ergonomic designs with cushions for enhanced comfort. Passengers receive complimentary on flights exceeding 90 minutes, including a main meal and, on routes over eight hours, a lighter second service; beverage options include coffee, tea, water, and select alcoholic drinks. USB power outlets and adjustable headrests are standard, with accessible via personal devices through the Nordic Sky Wi-Fi portal or, on select aircraft, smaller seatback screens. is available for purchase, with messaging free on some plans. Premium Economy, launched in 2022 and expanded across the A350 fleet, offers 24-26 s in a 2-4-2 configuration with a 38-inch seat pitch, providing 50% more legroom than through extended footwells and legrests. Seats include 13-inch high-definition screens, universal power outlets, and larger storage compartments suitable for laptops and water bottles. Dining features a three-course service with premium Nordic-inspired ingredients, accompanied by enhanced beverage selections; amenity kits with eye masks, earplugs, and dental products are provided on long-haul flights. This class targets passengers seeking elevated comfort without full pricing, though remains a paid service similar to . Business Class, configured in a 1-2-1 layout on long-haul aircraft for direct aisle access, features lie-flat seats convertible to 78-inch beds via AirLounge technology, introduced in updated cabins from 2023 onward. Each seat includes privacy doors, 17-inch screens, noise-canceling headphones, and ample storage; passengers receive two full meal services with multi-course Nordic paired with award-winning wines, plus slippers and updated amenity kits containing Marimekko-designed pouches with eco-friendly toiletries like toothbrushes. Priority boarding, lounge access, and one hour of complimentary are standard, with full connectivity available for purchase; short-haul Business offerings are more limited to extra legroom and lounge benefits without lie-flat seats. Common onboard amenities across classes include the Nordic Sky system, offering over 300 movies, TV series, and games streamable via on personal devices fleet-wide. Meals emphasize seasonal Finnish produce, with updates to and linens implemented in 2023 for . Lavatories feature clean, minimalist designs with full amenities, maintained regularly on long-haul flights. allowances increase with class: 8kg carry-on plus checked for , up to 12kg carry-on and two 23kg bags for Premium and .

Finnair Plus Loyalty Program

Finnair Plus is the frequent flyer loyalty program operated by Finnair, allowing members to earn Avios points and tier points on eligible flights and partner services for redemption toward rewards such as award flights, cabin upgrades, and lounge access. The program underwent a major overhaul effective March 9, 2024, transitioning from its legacy Finnair Plus Points currency to Avios—shared with (IAG) partners like —and shifting earning mechanics from distance-based to revenue-based calculations to align with alliance standards. Prior to this, the program used points earned primarily on flight distance, but the update facilitated seamless transfers and redemptions across IAG and networks while preserving existing member balances at a 1:1 conversion ratio. Membership is free and open to anyone, beginning at the Basic tier upon joining via the Finnair website or app, with immediate access to promotional offers and point collection. Advancement to higher tiers—Silver (20,000 tier points), (55,000), (80,000), and the invite-only Platinum Lumo (200,000)—occurs annually based on tier points accumulated during a 12-month tracking period, reset each April 1. Tier points are earned at rates tied to fare spend: Basic members receive 6 tier points per on base fares for Finnair-operated flights, with bonuses of 10% (Silver), 15% (), or 25% (/Lumo) on select partner flights like or ; non-flight partners such as hotels and car rentals contribute limited tier points. Milestone rewards, including lounge passes or upgrades, activate at specific thresholds like 20,000 tier points for Silver members. Lifetime and tiers are achievable after accumulating 1,000,000 and 2,500,000 lifetime tier points, respectively, granting perpetual status without annual requalification. Avios are earned on Finnair flights proportional to spend (e.g., 7 Avios per base fare for Basic, scaling with tier and class), plus bonuses for higher cabins or status, and through partners, credit card linkages (e.g., via Marriott Bonvoy transfers), and non-air partners like shopping portals. Redemption options include award flights charted by distance zones (e.g., 6,000–21,000 Avios one-way for short-haul), cabin upgrades (starting at 7,500 Avios for short-haul ), and extras like seat selection or stays, with influencing long-haul costs but fixed charts for partner awards. Avios do not expire for active members earning or redeeming at least once every 36 months. Tier benefits escalate with status level, integrating oneworld perks: Silver offers priority check-in and boarding; Gold adds lounge access and extra baggage; Platinum and Lumo provide Emerald-level privileges like first-class lounge entry, fast-track security, and guaranteed reservations, plus Finnair-specific upgrades and 25% Avios bonuses. The program emphasizes hub connectivity, rewarding Asia-Europe routing via Finnair's network, though critics note the revenue-based model disadvantages low-fare travelers compared to distance systems. As of 2024, Finnair Plus integrates with IAG for Avios pooling, enhancing redemption flexibility across 15 airlines.

In-Flight Services and Ancillary Revenue

Finnair provides through its Nordic Sky system, featuring seatback screens on long-haul flights with movies, TV shows, games, and a flight map, accessible also via personal devices on compatible . Connectivity options include on all long-haul flights and select short-haul routes, offered in tiered packages for messaging, browsing, or streaming, with complimentary access for Finnair Plus Platinum members and discounts for other loyalty tiers. Catering services vary by route and cabin: on long-haul flights, offers multi-course gourmet meals with Nordic-inspired ingredients and complimentary wine selections, while and Premium Economy provide hot meals, snacks, and beverages without additional charge. Short-haul flights feature buy-on-board menus with sandwiches, snacks, and drinks for purchase, supplemented by complimentary or on flights over 90 minutes. In-flight sales include duty-free items, emphasizing travel retail partnerships for perfumes, alcohol, and Finnish specialties like products. Ancillary revenue, comprising fees for extras like , selection, and onboard purchases, totaled 147.8 million euros in 2023, rising 23% to 181.8 million euros in , driven by mid-2023 ticket reforms that shifted more fees to optional add-ons and increased per-passenger ancillary income by 15.9% to approximately 15.50 euros. This segment accounted for about 6% of Finnair's total of 3.05 billion euros, with onboard contributing via , beverages, and retail, alongside pre-flight services like advance ing and upgrades. Growth reflects strategic emphasis on unbundling base fares to monetize passenger preferences, though reliant on load factors and economic conditions affecting .

Controversies and Challenges

Labor Disputes and Industrial Actions

Finnair has encountered recurrent labor disputes with employee unions representing pilots, cabin crew, and ground staff, often centered on negotiations, cost reductions, and amid post-pandemic recovery challenges. These actions have frequently resulted in flight cancellations, disruptions, and substantial financial losses for the , with industrial measures including strikes, bans, and standby refusals. Disputes have escalated due to demands for increases aligned with Finland's broader "general line" negotiations, contrasting with Finnair's efforts to control costs in a competitive sector. In late 2024, the Finnish Air Line Pilots' Association (SLL) initiated strikes on December 9 and 13, leading Finnair to cancel approximately 300 flights and affect around 33,000 passengers. These actions stemmed from protracted after the prior agreement expired in September 2023, involving overtime bans and short strikes that persisted into 2025. By the first quarter of 2025, pilot-related industrial actions contributed to a 22 million euro negative impact on Finnair's operating results, exacerbating an operating loss of 62.6 million euros. Negotiations culminated in a tentative agreement in June 2025 after 10 months, averting further disruptions, though the airline warned of potential furloughs for up to 90 pilots amid ongoing cost pressures. In April 2025, Finnair furloughed 36 pilots following reductions in wet-lease operations with . Ground handling and aviation personnel disputes intensified in 2025 under the Finnish Aviation Union (IAU), which conducted multiple strikes against employer group Palta over terms. Actions on dates including May 5, May 16, May 30, June 2, and planned July sessions canceled over 1,300 flights total, impacting about 100,000 passengers and costing Finnair more than 50 million euros by June. A six-month ended with a 1.5-year in mid-July 2025, incorporating general increases but no major textual changes, allowing Finnair to operate 94% of planned flights despite the turmoil; second-quarter operating profit fell to 10.3 million euros from 43.6 million the prior year. Cabin crew conflicts, represented by the Finnish Cabin Crew Union (SLSY), have included a 24-hour strike in 2022 protesting proposed layoffs and replacement with lower-cost subcontracted foreign crews, alongside broader personnel policy grievances. This resolved without long-term outsourcing escalation, leading to a 2023 agreement on pay reductions through late 2025 as part of cost-saving measures. Earlier precedents include a 2019 strike by airport workers' unions canceling 276 flights and affecting 20,000 travelers, and a 2024 political strike against policies that prompted 550 Finnair cancellations. A 2006 dispute saw SLSY opposing efficiency-driven changes with support from the Transport Workers' Union (AKT), highlighting a pattern of union resistance to operational streamlining.

Operational Incidents and Safety Record

Finnair has maintained an exemplary safety record since transitioning to jet operations, with no fatal hull-loss accidents or passenger fatalities recorded in over six decades. Independent evaluations consistently affirm this performance, including a perfect 7/7 safety score from AirlineRatings.com based on factors such as incident history, fleet age, pilot training, and regulatory audits. The airline holds IATA Operational Safety Audit (IOSA) certification, reflecting adherence to international standards for operational management and safety protocols. The carrier's predecessor, Aero O/Y, recorded its final fatal accidents in the propeller era: on July 7, 1961, Douglas DC-3 Flight 311 crashed near Kvevlax due to pilot error amid intoxication, killing all 25 aboard; and on June 20, 1963, another DC-3 impacted terrain on approach to Mariehamn Airport, resulting in 22 of 23 fatalities. No subsequent crashes have involved loss of life attributable to operational failures under Finnair branding. Notable non-fatal incidents include a serious pressurization failure on March 5, 2011, aboard Flight AY831 (Airbus A321), which prompted an emergency descent and safe return to Helsinki, attributed to a faulty outflow valve; the event led to enhanced maintenance protocols without injuries. In October 2025, Finnair proactively grounded eight Airbus A321 aircraft after discovering that approximately 1,700 seat covers failed fire-resistance tests following water-based cleaning, canceling over 70 flights as a precautionary measure to ensure compliance with safety regulations. Other occurrences, such as hard landings (e.g., a NORRA-operated ATR 72 in August 2024) and ground collisions (e.g., an Embraer ERJ-190 jetbridge strike in February 2024), have involved minor damage but no injuries or systemic safety lapses. Finnair's incident rate remains low relative to flight volume, supported by rigorous Scandinavian regulatory oversight and a modern fleet averaging under 10 years old, contributing to its inclusion in global safest airlines rankings for 2025. While databases like the Network document over 20 non-fatal events since 2010—primarily technical anomalies or ground mishaps—none escalated to hull losses, underscoring effective risk mitigation.

Customer Service Criticisms and Policy Backlash

Finnair has faced persistent customer service complaints, evidenced by low aggregate ratings across review platforms, including 1.4 out of 5 on from over 1,300 reviews and 5 out of 10 on from nearly 1,000 reviews as of 2025. Common grievances include inadequate handling of flight delays and missed connections, with passengers reporting delays in compensation claims extending up to four months and unresponsive support during disruptions. Customer service inflexibility has been highlighted in cases involving bereavement exceptions or booking errors, where agents reportedly refused accommodations despite provided documentation. In 2025, Finnair was ranked Europe's worst airline by a consumer index, attributed to prolonged strike actions and escalating complaints over service reliability. Strikes by ground staff and pilots led to frequent cancellations, exacerbating issues like reduced baggage allowances, price hikes, and diminished support accessibility, with call wait times exceeding two hours and no callback options. Operational errors, such as a seat cleaning mishap using water that prompted the grounding of eight in October 2025, resulted in 70 canceled flights affecting approximately 11,000 passengers, further straining service as the airline declined compensation in some instances citing regulatory interpretations. Policy decisions have also provoked backlash intertwined with service perceptions. In February 2024, Finnair's voluntary passenger weighing program at , aimed at updating average weight data for aircraft balance and safety calculations, drew criticism for being "embarrassing" and potentially "triggering" issues, despite assurances of anonymity and no collection. The initiative, running through May 2024, faced public outcry from figures decrying it as invasive, though aviation experts note such data refreshes—last conducted by Finnair in 2008—are routine every five years per guidelines to prevent overload risks. Additionally, in April 2025, Finnair's decision to eliminate Swedish from onboard announcements, restricting them to Finnish and English to streamline operations, sparked backlash from Swedish-speaking and advocates who viewed it as marginalizing a in a bilingual nation. This policy shift, justified by cost efficiencies and low usage, amplified perceptions of cultural insensitivity amid broader service frustrations.

Environmental Policies

Sustainability Initiatives and Targets

Finnair has established a science-based target, validated by the (SBTi), to reduce its carbon emissions intensity—measured as CO2 equivalent per revenue tonne kilometer (CO2e/RTK)—by 34.5% by 2033, using 2023 as the baseline year. This target emphasizes direct emissions reductions over offsetting, with the airline shifting focus toward investments in sustainable aviation fuel (SAF) to achieve it, as SAF can reduce lifecycle emissions by up to 80% compared to conventional . In 2024, SAF accounted for approximately 0.46% of Finnair's total consumption, contributing minimally to overall emissions reductions but serving as a foundation for planned scaling. The airline aims to triple SAF procurement in subsequent years, integrating it into flights departing and offering SAF booking options for corporate customers to facilitate emissions cuts without premium pricing for the fuel itself. Fleet modernization supports these goals through fuel-efficient aircraft, such as the introduction of additional A320neo and A350 models by 2026, projected to yield up to 20% improvements in and lower emissions per flight. Long-term, Finnair aligns with industry-wide aspirations for net-zero emissions by 2050, having deferred its prior 2045 carbon-neutrality target after reassessment, prioritizing technological advancements like SAF over reliance on offsets. In , to mark its centenary, the airline implemented 100 specific measures, including reduction and enhancements, as incremental steps toward these broader objectives.

Economic Costs and Practical Limitations

Finnair's adoption of sustainable aviation fuel (SAF) incurs significant economic costs, as SAF is priced two to three times higher than conventional , which constitutes the largest operational expense for airlines. In , SAF accounted for only 0.46% of Finnair's usage, reflecting both the high cost barrier and limited production capacity, yet the airline's strategy to increase SAF beyond regulatory mandates—aiming to support its 34.5% carbon emissions intensity reduction target by 2033—will elevate expenses further. This shift, including reduced reliance on carbon offsetting in favor of direct SAF investments announced in October , pressures profitability amid market-driven ticket pricing that may not fully absorb these costs. Fleet modernization efforts, such as transitioning to more fuel-efficient like the , involve substantial upfront capital expenditures to lower long-term consumption and emissions. However, these investments compete with other operational priorities and may strain finances during periods of reduced , as evidenced by aviation's vulnerability to external shocks. Broader measures, including practices for waste reduction and lighter materials, add incremental costs for redesign, , and compliance without immediate revenue offsets. Practical limitations hinder the scalability of these initiatives, primarily due to global SAF supply constraints, with production unable to meet demand despite potential lifecycle emissions reductions of up to 80% compared to fossil fuels. Dependence on external producers like Neste for SAF derived from waste oils introduces supply chain vulnerabilities and certification challenges, while the technology's maturation lags behind ambitious net-zero goals by 2050. Economic realism dictates that without policy-mandated production incentives or breakthroughs in cost-effective alternatives, Finnair's emissions targets risk shortfall, as voluntary passenger contributions for SAF—ranging from 3 to 15 euros per booking—cover only marginal volumes and do not address systemic production bottlenecks. These factors underscore aviation's inherent causal constraints: physics limits efficiency gains from aerodynamics and routing alone, amplifying reliance on unproven fuels amid competitive pressures from lower-cost carriers.

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