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- Finavia Corp.
P.O. Box 50
- Domestic | International
- Airport Type
- Other airports serving Helsinki
- Hernesaari Heliport
- 3440m x 60m
3060m x 60m
2901m x 60m
- Airlines currently operating to this airport with scheduled services
KLM Royal Dutch Airlines
Norwegian Air Shuttle ASA
Ukraine International Airlines
- Airlines currently operating to this airport via codeshare
- Adria Airways
Air Europa Lineas Aereas
All Nippon Airways
China Southern Airlines
CSA Czech Airlines
Delta Air Lines
South African Airways
Operated by Finavia, Helsinki Airport is located in Vantaa and is the major international gateway to Helsinki and the largest airport in Finland. Hosting regional and international passenger and cargo services for over 20 airlines, Helsinki Airport is a hub for airlines including SAS, Flybe Nordic, Norwegian Air Shuttle, TUIfly Nordic and Finnair. About 90% of Finland’s international air traffic passes through Helsinki Airport and is a popular transfer point for services to and from Europe.
Location of Helsinki-Vantaa Airport, Finland
Ground Handlers and Cargo Handlers servicing Helsinki-Vantaa Airport
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Fuel & Oil Suppliers servicing Helsinki-Vantaa Airport
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819 total articles
28 total articles
Finnair's net loss for 2014 was its first since 2011, but its fifth in the seven years since 2008. Over the past decade or so, losses have been more common than profits. Its niche in connecting Europe with Asia via Helsinki has placed Finnair among Europe's top twenty airline groups, although Finland ranks outside the top twenty countries by population.
But converting this niche into sustainable profitability is proving a major challenge. Whenever Finnair makes progress with cost reduction (and it has made major strides with labour productivity), it seems that revenue pressures wipe out those benefits. In 2015, Finnair anticipates a further drop in unit revenue, reflecting the highly competitive nature of its markets.
This year will also present opportunities for Finnair to build a more solid base. It will be the first full year under new labour agreements and with a number of product improvements in place. It will also see its first A350 delivery. Lower fuel prices are a stroke of luck, but Finnair needs to ensure it can be profitable without relying on this good fortune.
CAPA is pleased to announce our 2015 events schedule, which will see some 150+ airline CEOs and over 2,500 senior industry executives in attendance. The initial speaker line-ups and agendas for the first three CAPA Summits of the year have also been revealed. In total, CAPA will offer seven industry leading events in 2015:
CAPA India Aviation Summit, Mumbai, 3/4 February - Bringing together the leaders of India's rapidly evolving airline industry, as well as key government and airport sector officials. [visit event website]
CAPA Fleet & Finance Summit – Singapore, 2/3 March - The most airline-centric air finance event on the agenda, with 20 stand-alone presentations from airline CFO/treasury/finance heads on fleet/financing plans - and over 50 airlines attending the unique CAPA Fleet Marketplace. See the latest agenda and speakers below. [visit event website]
Finnair improved its load factor in 2Q2014 after a dip in 1Q and made further progress with its cost reduction programme. It has reached agreement with many employee groups over further cost efficiencies, but did not reach full agreement with flight attendants. Management's consequent decision to begin implementing plans to outsource part of its cabin services activities displays a commendable resolve to achieve the necessary savings.
Nevertheless, in the words of CEO Pekka Vauramo, "the second quarter of 2014 was difficult".
Weak market conditions meant that unit revenue declined more rapidly than unit costs and the airline fell into loss in 2Q2014. It now expects a significant operational loss for FY2014, which would mean a second year of falling results.
A recent profit warning by Finnair highlights the challenge in converting an operationally successful niche strategy, based on capturing Europe-Asia connecting flows via its Helsinki hub, into sustainable profit. In spite of the advantages of its geographic location for this strategy, its strong performance on punctuality and reliability and a well regarded brand, Finnair has perhaps lacked scale to compete profitably in the global market. In addition, its short haul feeder operations have felt the sting of LCC competition. Against a weak revenue backdrop, it is rightly prioritising cost savings in 2014.
The long haul operation should benefit from the newly commenced joint venture with JAL and BA on routes to Japan and there is at least some aspirational legitimacy in Finnair's confidence that it can tap into China's vast potential. Moreover, from 2016, Finnair will become the first European operator of the A350, providing it with a considerable unit cost advantage over its existing A340 fleet. Meanwhile, it has crucial negotiations to conclude over labour cost savings and must also make a decision about short haul fleet renewal.
Partnerships and KLM Royal Dutch Airlines are intertwined: KLM and Northwest Airlines first joined forces in 1989 when KLM acquired a 20% holding in the US carrier, then the two pioneered the industry's first modern joint venture in 1997, subsequently been imitated not just by trans-Atlantic peers but by airlines across the world. Partnerships today are even more prevalent and critical for KLM. The trans-Atlantic deal has expanded and KLM has a JV with Kenya Airways, among others.
But it is Asia where KLM's breadth of partnerships is most evident and also where there are expansion opportunities, as KLM COO and Deputy CEO Pieter Elbers told CAPA at its recent World Aviation Summit in Amsterdam.
The launch of European flights by China's Sichuan and Xiamen Airlines could see KLM form a deeper partnership, adding to its existing relationships with China Eastern and JV partner China Southern. KLM's historical relationship with Malaysia Airlines has continued despite MAS joining oneworld in 2013, and KLM has also added one-time foe Etihad Airways as a partner. KLM would like a partner in Japan, its second-largest Asian market, and ideally hitch on Air France's relationship with JAL. Mr Elbers describes a stable if limited relationship with SkyTeam heavyweight Korean Air. The growth in partnerships comes as Asia widens its lead over North America as KLM's largest long-haul market.
Finnair's pending entry to the British Airways-Japan Airlines Europe-Japan joint venture will give a much needed boost to the oneworld-led JV, whose share of the Europe-Japan market will increase from 16% to 23.5%. The JV encompassed European connections from British Airways, but the large point-to-point nature of the London-Tokyo market as well as the backtracking involved at Heathrow provided the JV its strongest hold between Japan and the UK.
A similar Star Alliance-led Europe-Japan JV was anchored by All Nippon Airways and Lufthansa, accounting for a quarter of the market. The addition in 2012 of fellow Lufthansa Group carriers Austrian and SWISS has boosted the JV's share 32.5%. Beyond market share, the Star JV was more effective at offering connections around continental Europe.
Finnair's addition is also a tidy conclusion to the flirtation between Finnair and JAL, which in Jul-2013 launched its own Tokyo-Helsinki service and wanted to tap into Finnair's geographically convenient hub. The closer ties between Finnair and BA follow Finnair's addition into the trans-Atlantic JV and BA's increasing admiration for Finnair's Asian strategy. There may be more to come from this relationship.