Annual Report • Feb 16, 2018
Annual Report
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accordingly from the beginning of 2015 onwards.
Capital expenditure and net cash flow from
Revenue by traffic area
Fuel costs 19.1% Staff costs 17.1% Leasing, maintenance, depreciation & impairments 17.4% Traffic charges 10.8%
Comparable operating result*
* Comparable operating result excluding changes in the fair values of derivates and in the value of foreign currency denominated fleet maintenance reserves and items affecting comparability.
100 80 60 40 20 0 % Distribution of revenue by currency Distribution of costs by currency EUR USD JPY CNY KRW SEK Other
Gross investments Net cash flow from operations
€ million
* Revenue of travel agencies has decreased due to sale of subsidiaries in 2015 and 2016. After October 2016 Finnair does not have any travel agency operations after these disposals.
North Atlantic Europe Unallocated
€ 2,475.0 million
2 Comparative figures for 2013 have been restated due to change in accounting principles related to treatment of overhauls.
2 Comparative figures for 2013 have been restated due to a change in accounting principles related to treatment of overhauls.
Liquid funds
20 15 10 5 0 -5 -10 -15 % 13 14 15 16 17 2 18.1 13.6
Return on equity (ROE) and return on capital
employed (ROCE)
Return on equity (ROE) Return on capital employed (ROCE)
Equity ratio Gearing Adjusted gearing
bearing liabilities 7x aircraft leases Adjusted interest-bearing net debt
Number of persons employed by Finnair at year-end
Available seat kilometres (ASK) Revenue passenger kilometres (RPK) Available tonne kilometres (ATK) and revenue tonne kilometres (RTK)
Available tonne kilometres (ATK) Revenue tonne kilometres (RTK)
The overall business environment was favourable in 2017 and traffic continued to grow in Finnair's main markets. Measured in available seat kilometres, scheduled market capacity between Helsinki and Finnair's European destinations increased by 5.3 per cent in 2017, and Finnair's market share decreased slightly in European traffic.
The direct market capacity between Finnair's Asian and European destinations grew by 4.7 per cent. Competition in Asian traffic developed in two different directions, with capacity growth being primarily focused on routes between China and Europe. On routes between Japan and Europe, Finnair was the only airline to significantly increase its capacity, while many competitors scaled back their capacity compared to the previous year. Finnair's market share in traffic between Europe and Asia increased to 5.9 per cent (5.6).1
Demand developed favorably in 2017. Traffic from Asia to Europe began to return to normal early in the year, after the safety concerns that emerged in 2016 began to dissipate. Demand grew across the network and throughout the year, for almost all destinations. Travel from Japan and China to Europe increased in particular. Traffic to Nordic destinations also continued to grow. In the first quarter, both Helsinki and Lapland saw better-than-average growth. Improved connections also resulted in increased travel from North America to Europe and Russia. Overall, both corporate sales and the materialisation rate of group travel were clearly stronger in 2017 than in the previous year.
Finnair's operations were affected by labour actions by third parties at Helsinki Airport in March and a ban on overtime by the Finnish Aviation Union in December. Finnair's operations also suffered from very difficult winter and wind conditions in December.
Boosted by Finnair's capacity growth and strong passenger demand, the Siberian Joint Business focused on flights between Europe and Japan increased its market share in 2017. High demand from North America to Europe benefited the Atlantic Joint Business which, like in the previous years, nevertheless suffered from the overcapacity and tight competition in transatlantic traffic.
The demand for package tours remained strong in 2017. The supply of package tours by tour operators active in Finland exceeded demand early in the year, particularly for long haul destinations. However, the balance between demand and supply was restored towards the summer as the overall supply for the summer season was reduced by a decrease in tours to Turkey. Due to poor weather and the improved economic situation in Finland, package tour demand and load factors were very high in the third quarter. The supply of package tours will increase by approximately 5 per cent from the previous year in the 2017/2018 winter season. In 2017, tour operators aimed at shifting from a quota-based operating model towards a more dynamic production model.
The air cargo market continued its strong growth during the year and globally all regions made a positive contribution to the annual growth. Market capacity growth levelled out and, as a result, together with favorable demand, cargo load factors and yields developed positively in 2017.
The US dollar, the most significant expense currency for Finnair after the euro, depreciated by 2.0 per cent
1 Based on external sources (capacity data from SRS Analyser and market share data based on DDS passenger volume estimates for January-November). The basis for calculation is Finnair's non-seasonal destination destinations.
against the euro. With regard to key income currencies, the Japanese yen was 5.1 per cent weaker against the euro than in 2016. The Chinese yuan depreciated by 8.7 per cent against the euro. The market price of jet fuel was 24.1 per cent higher in 2017 than in 2016. Finnair hedges its fuel purchases and key foreign currency items; hence market fluctuations are not reflected directly in its result.
Finnair continued during 2017 to implement its strategy in the four focus areas which were confirmed in the spring of 2016, namely growth, customer experience, people experience and transformation. In conjunction with its annual strategy review, Finnair's Board of Directors specified the company's strategic targets in June 2017 as follows: Finnair aims to double its 2010 level of Asian traffic in 2018, two years earlier than the previous target of 2020. Additionally, Finnair will continue to focus on the customer experience and aims to nearly double its 2016 ancillary revenues by 2020. As a new goal, Finnair aims to increase the number of passengers it carries annually to 20 million by 2030, with a focus on Asian traffic.
During the year, Finnair made several monthly records of numbers of passengers, passenger load factor and capacity growth. In its entirety, this year saw the achievement of a new record for the number of passengers as it increased by over one million passengers – all in all Finnair carried 11.9 million passengers in 2017.
The investments, recruitments and trainings necessitated by the strategy implementation continued during the year. At the same time, corporate responsibility perspectives were embedded even deeper in the group strategy and the Finnair brand, as outlined in Finnair's sustainable development strategy, that was revised in 2016. Finnair's capital expenditure was mainly directed to fleet renewal, adding additional seating capacity in most of its Airbus narrow-body fleet, the WiFi instalments on its A330 fleet, the development of digital tools and services to customers and personnel, the new COOL Nordic Cargo Terminal, and the development of Finnair's people experience.
The customer experience development was focused on four factors: excellent personal customer service, best long haul business class journey, competitive ancillary offering and reliability of operations. Finnair's NPS was 47 in 2017.2
In transformation, the goal of 2017 was to create a foundation for a mobile and digital Finnair organization. The focus was on improving the user experience in Finnair's services, on modernizing technical infrastructure and on improving cyber security.
Recruitments focused heavily on flight crew and building a new digital team for Finnair. Finnair personnel also increased by some 500 employees in connection with the migration of the catering services back to Finnair under the Finnair Kitchen name in April. In people experience, the development was focused on resourcing, leadership, learning, ways of working and well-being at work.
To support growth, in the autumn of 2016, a 20-million euro program to improve cost-effectiveness was started and that program was finalised successfully in the first half of 2017. After the conclusion of that program, Finnair will improve efficiency through continuous development.
2 NPS = Net Promoter Score
In April, Finnair announced the signing of an agreement with LSG Sky Chefs based on which the catering company operating at Helsinki Airport, LSG Sky Chefs Finland Oy, returned to Finnair's control. The arrangement became effective as of 21 April, when the preparation and development of inflight meals became part of Finnair's operations once again. The current Finnair Kitchen Oy is a part of Finnair's Customer Experience unit and employs approximately 500 people. The change did not have significant effect on Finnair's financial position or results.
Finnair announced in October that it will acquire 60 per cent of Nordic Regional Airlines AB (Norra) from Staffpoint Holding Oy and Kilco Oy. Finnair owned 40 per cent of the company prior the transaction, that was closed in November. Norra transferred to the full ownership of Finnair on an interim basis, and Finnair aims to find a new, industrial partner to develop Norra's business further with Finnair. The transaction had no impact on Norra's operations or personnel. It also did not have a significant effect on Finnair's financial position or results.
Finnair revenue grew by 10.9 per cent to 2,568.4 million euros (2,316.8). All continuing business categories grew in 2017. Unit revenue (RASK) increased by 1.8 per cent and amounted to 6.96 euro cents (6.83).
Passenger traffic capacity measured in Available Seat Kilometres (ASK) grew by 8.9 per cent overall during 2017 – the growth rate was 0.1 per cent in Q1, 6.8 per cent in Q2, 11.1 per cent in Q3 and 17.2 per cent in Q4. Traffic measured in Revenue Passenger Kilometres (RPK) grew by 13.6 per cent; the passenger load factor (PLF) improved clearly in all traffic areas except Domestic, which saw a decline. The number of passengers carried increased by 9.6 per cent to 11.9 million.
| EUR million | 2017 | 2016 | Change, % |
|---|---|---|---|
| Passenger revenue | 2,020.8 | 1,816.1 | 11.3 |
| Ancillary and retail revenue | 144.6 | 125.5 | 15.2 |
| Cargo | 197.4 | 173.8 | 13.5 |
| Travel services | 205.6 | 187.5 | 9.7 |
| Travel agencies | 13.8 | n/a | |
| Total | 2,568.4 | 2,316.8 | 10.9 |
| Ticket revenue | ASK RPK |
PLF | ||||||
|---|---|---|---|---|---|---|---|---|
| Traffic area | EUR mill. Change, % | Mill. km Change, % | Mill. km Change, % | % | Change, %-point |
|||
| Asia | 881.7 | 19.2 | 18,355.0 | 11.7 | 15,911.3 | 18.3 | 86.7 | 4.9 |
| North Atlantic | 118.8 | 2.7 | 2,776.1 | 3.1 | 2,311.5 | 8.0 | 83.3 | 3.8 |
| Europe | 839.0 | 10.2 | 14,152.0 | 6.8 | 11,421.6 | 9.7 | 80.7 | 2.1 |
| Finland | 174.1 | 5.5 | 1,638.9 | 6.5 | 1,105.2 | 3.9 | 67.4 | -1.7 |
| Unallocated | 7.2 | -79.3 | ||||||
| Total | 2,020.8 | 11.3 | 36,922.0 | 8.9 | 30,749.7 | 13.6 | 83.3 | 3.5 |
In Asian traffic, ASKs grew 11.7 per cent in 2017. This reflected the introduction of A350 aircraft in Asian traffic and additional frequencies especially on the Tokyo and Hong Kong routes during the summer and especially on the routes to Bangkok, Hong Kong and Singapore during the winter. In 2017, RPKs increased by 18.3 per cent, and the PLF in Asian traffic rose by 4.9 percentage points to 86.7 per cent.
The capacity in North Atlantic traffic increased by 3.1 per cent. RPKs in North Atlantic traffic increased by 8.0 per cent and the PLF rose by 3.8 percentage points to 83.3 per cent.
In European traffic, ASKs increased by 6.8 and RPKs increased by 9.7 per cent as the PLF rose by 2.1 percentage points to 80.7 per cent. Capacity grew thanks to the addition of new A321 aircraft, the introduction of new destinations, and added frequencies particularly on the Northern European routes.
Domestic capacity increased by 6.5 per cent and traffic by 3.9 per cent. Traffic growth was heavily concentrated on the beginning and end of the year (winter seasons), when capacity was added to Lapland to meet the growing tourist demand for Northern Finland. In the summer, the largest domestic destination, Oulu, was closed throughout July due to runway renovations, and traffic restrictions at the airport continued in August, which was reflected in the PLF. During 2017, the PLF declined by 1.7 percentage points to 67.4.
Customers spent more money on ancillary services in 2017. Ancillary and retail revenue increased by 15.2 per cent and amounted to 144.6 million euros (125.5), or 12.1 euros per passenger (11.5 euros). There was growth particularly in advance seat reservations, travel class upgrades and retail sales.
Available cargo tonne kilometres increased by 6.5 per cent, and revenue cargo tonne kilometres increased by 11.0 per cent. The volume of cargo carried increased by 8.6 per cent to 157,028 tonnes (144,596). Average cargo yields increased by 2.3 per cent. Cargo revenue increased by 13.5 per cent to 197.4 million euros (173.8).
Revenue from the tour operating business (Aurinkomatkat Suntours and Finnair Holidays) increased by 9.7 per cent to 205.6 million euro (187.5). The number of Aurinkomatkat Suntours travellers increased by 5.8 per cent to 214,411 customers and Aurinkomatkat became the largest tour operator in Finland measured by the number of customers. The load factor in Suntours' fixed seat allotment was 96.6 per cent. Finnair Holidays, a new leisure travel concept targeted towards the growing, non-traditional, leisure travel segment, was launched in Finland (end of Q2/2017) and Sweden (Q4/2017). The decrease in travel agencies' revenue is attributable to the divestment of SMT, which was completed in November 2016.
Finnair's operating expenses in 2017 increased by 5.9 per cent to 2,475.0 million euros (2,337.1). Unit cost (CASK) decreased by 2.6 per cent and totalled 6.49 euro cents (6.67). CASK ex fuel at constant currency increased by 0.3 per cent.
Operating expenses excluding fuel increased by 8.5 per cent to 2,002.9 million euros (1,845.6). Fuel costs, including hedging results and emissions trading costs, decreased by 3.9 per cent to 472.2 million euros (491.5). Fuel efficiency as measured by fuel consumption per ASK improved by 3.2 per cent primarily reflecting the introduction of the more fuel-efficient A350s. Fuel consumption per RTK, which also accounts for improvements in the passenger and cargo load factors, improved even more, by 6.7 per cent, as a result of the A350s and improved load factors.
Staff costs increased to 423.3 million euros (362.5). The growth is explained by an increase in the number of personnel, the acquisition of Finnair Kitchen, extensive training of flight crew and provisions made for incentive schemes and a 6.7 million, profit-based contribution to the personnel fund. Personnel costs also include
a 13-million euro extra reward to personnel. Fleet growth and renewal increased depreciations, aircraft lease payments and maintenance costs. Other expenses increased to 285.1 million euros (266.6). Due to the implementation of IFRS 9, which was effective 1 January 2017, the impacts of currency hedging are now allocated, to the relevant expense rows (fuel costs, lease payments for aircraft, maintenance and traffic charges).
The 20-million euro cost-efficiency program announced in the autumn of 2016 was successfully completed in full and on schedule during 2017. After the conclusion of that program, Finnair will improve efficiency through continuous development, without separate programs.
Finnair's comparable EBITDAR increased to 436.2 million euros (270.4). The comparable operating result, or operating result excluding items affecting comparability, capital gains and changes in the fair value of derivatives and in the value of foreign currency-denominated fleet maintenance reserves, improved to its all-time high at 170.4 million euros (55.2).
The change in the fair value of derivatives and in the value of foreign-currency-denominated fleet maintenance reserves amounted to 11.1 million euros (32.0). The items affecting comparability amounted to 43.3 million euros (29.0) including a gain on the sale of an A350 aircraft and one-time expenses related to an A340 aircraft sold to Airbus. The operating result was 224.8 million euros (116.2), the result before taxes was 211.1 million euros (105.8) and the result after taxes was 169.4 million euros (85.1).
The Group's balance sheet totalled 2,887.1 million euros at year-end (2,528.7). Non-current assets increased by 257,1 million euros primarily due to aircraft investments. Assets held for sale decreased by 122.6 million euros, as four A340 aircraft were sold to Airbus in accordance with a previous agreement. The remaining payment from this transaction, approximately 100 million euros, will be received in 2018 and is shown as an increase in trade and other receivables totaling 319.8 million euros. Shareholders' equity was 1,015.7 million euros (857.0), or 7.95 euros per share (6.73).
Shareholders' equity includes a fair value reserve that is affected by changes in the fair values of jet fuel and currency derivatives used for hedging as well as actuarial gains and losses related to pilots' defined benefit plans according to IAS 19. The value of the item at the end of December 2017 was 63.0 million euros (33.9) after deferred taxes. In 2017, it was reduced by changes in the fair value of the hedging instruments mentioned above, but this impact was offset by a change in accounting principles and actuarial gains.
Finnair has a strong financial position, which supports business development and future investments. In 2017, net cash flow from operating activities amounted to 382.3 million euros (219.7). The increase in cash flow was primarily attributable to the growth of the comparable operating result. Net cash flow from investments amounted to -157.5 million euros (-499.6) and was particularly attributable to aircraft investments and divestments as well as the maturity of money market investments with maturities exceeding three months used as part of the Group's liquidity management.
The equity ratio on 31 December 2017 stood at 35.2 per cent (33.9) and gearing was negative at -24.2 per cent (-11.2). Adjusted gearing was 69.9 per cent (78.3). At year-end, adjusted interest-bearing debt amounted to 737.1 million euros (701.5) and interest-bearing net debt was negative at -246.0 million euros (-95.8).
The company's liquidity was strong during the year. The Group's cash funds at period-end amounted to 983.2 million euros (797.3). Finnair has an entirely unused 175-million-euro unsecured syndicated credit facility, intended for use as reserve funding. The arrangement has a maturity of three years from June 2016 with an optional two-year extension. In March, Finnair issued a 200-million-euro senior unsecured bond and redeemed 85 million euros of its existing senior unsecured bond.
Finnair has a 200-million-euro short-term commercial paper program, which was unused at the end of the review period. Net cash flow from financing in 2017 amounted to 40.8 million euros (200.5). Financial income was -0.3 million euros (1.0) due to negative interest rates, while financial expenses were -13.4 million euros (-11.5).
During 2017, capital expenditure excluding advance payments totalled 519.0 million euros (518.9) and was primarily related to fleet investments.
Cash flow from investments totalled -397.4 million euros, including advance payments. Divestments of fixed assets amounted to 156.9 million euros, and related mainly to the sale and leaseback agreement for the A350 aircraft delivered in April 2017. Net change in financial assets maturing after more than three months totalled 82.9 million. Net Cash flow from investments amounted to -157.5 million euros.
During 2017–2018, Finnair is adding additional seating capacity to the majority of its fleet of Airbus narrowbody aircraft by modifying galley areas in the front and rear of the aircraft. Finnair will also introduce WiFi connectivity to the majority of its current narrow-body fleet during 2017–2018. All of Finnair's wide-body aircraft already has WiFi connectivity.
In addition to fleet investments, Finnair has constructed a modern cargo terminal, which was phased into use in Q4 2017 and which will carry out all cargo activities from January 2018 onward. It is the most modern cargo terminal in Europe at the time of its commissioning.
The current favourable state of the credit markets and Finnair's good debt capacity support the financing of future fixed-asset investments on competitive terms. The company has 36 unencumbered aircraft, which account for approximately 65 per cent of the balance sheet value of the entire fleet of 1,155 million euros3 .
Finnair's fleet is managed by Finnair Aircraft Finance Oy, a wholly-owned subsidiary of Finnair. At the end of 2017, Finnair itself operated 55 aircraft, of which 19 were wide-body and 36 narrow-body aircraft. Of the aircraft, 25 were owned by Finnair Aircraft Finance Oy, 23 were on operating leases and seven on finance leases.
At year-end, the average age of the fleet operated by Finnair was 8.9 years.
3 €42.6 million of the balance sheet value of the fleet relates to long-term lease contracts, which are reported on the balance sheet.
| Leased | ||||||||
|---|---|---|---|---|---|---|---|---|
| Seats | # | Change from 31.12.2016 |
Own** | (Operating lease) |
(Finance lease) |
Average age 31.12.2017 Ordered |
||
| Narrow-body fleet | ||||||||
| Airbus A319 | 138 | 8 | -1 | 7 | 1 | 16.6 | ||
| Airbus A320 | 165/174 | 10 | 7 | 1 | 2 | 15.4 | ||
| Airbus A321 | 209/196 | 18 | 7 | 4 | 12 | 2 | 6.9 | |
| Wide-body fleet | ||||||||
| Airbus A330 | 289/263 | 8 | 5 | 3 | 8.2 | |||
| Airbus A340 | 263/257 | 0 | -4 | |||||
| Airbus A350 | 297/336 | 11 | 4 | 7 | 4 | 1.3 | 8 | |
| Total | 55 | 6 | 25 | 23 | 7 | 8.9 | 8 |
* Finnair's Air Operator Certificate (AOC).
** Includes JOLCO-financed (Japanese Operating Lease with Call Option) A350 aircraft.
By the end of September 2017, Finnair had taken delivery of all four Airbus A350 XWB aircraft scheduled for delivery in 2017 and thus completed the first phase of its long-haul fleet renewal. Of the original 11 aircraft orders, three were delivered in 2015 and four in 2016. Following the successful delivery of the A350s, Finnair's Airbus A340 aircraft left the fleet and were sold back to Airbus as agreed in the trade agreement signed in 2014.
According to the current delivery schedule, Finnair will receive eight A350 aircraft during 2018–2022. Finnair's investment commitments for property, plant and equipment, totalling 1.013 million euros4 , include the upcoming investments in the wide-body fleet.
Finnair added seven new Airbus A321 narrow-body aircraft to its fleet in 2017, all on operating lease agreements. In 2017, one Airbus A319 aircraft left the fleet when its lease contract expired.
Finnair has the possibility to adjust the size of its fleet based on outlook due to the staggered maturities of its lease agreements.
Nordic Regional Airlines (Norra) operates a fleet of 24 aircraft for Finnair on a contract flying basis. All aircraft are leased from Finnair Aircraft Finance Oy.
| Seats | # | Change from 31.12.2016 |
Aircraft owned by Finnair |
Leased** (Operating lease) |
Average age 31.12.2017 |
Ordered | |
|---|---|---|---|---|---|---|---|
| ATR 72 | 68-72 | 12 | 6 | 6 | 8.4 | ||
| Embraer 190 | 100 | 12 | 9 | 3 | 9.5 | ||
| Total | 24 | 0 | 15 | 9 | 9.0 |
* Nordic Regional Airlines Oy's Air Operator Certificate (AOC).
** Aircraft owned by Finnair Aircraft Finance include one JOLCO-financed E190 aircraft.
The number of Finnair flights to Asia increased in 2017. The maximum weekly number of flights to Asia will be 89 in the winter season 2017/2018 (78 in the winter season 2016/2017) and it totalled 87 in the summer season 2017 (97 in the summer season 2018, 80 in summer season 2016). In Finnair's route network, new summer destinations in 2017 were San Francisco, Alicante, Ibiza, Korfu, Menorca and Reykjavik. Finnair also added capacity to Tokyo, Hong Kong, Copenhagen, Berlin and St. Petersburg. For winter 2017/2018, Finnair announced several new leisure-focused destinations, including Havana, Puerto Vallarta, Puerto Plata and Goa.
As an answer to growing demand for international travel to Finland and especially Lapland, Finnair increased capacity for winter season 2017/2018 from Helsinki to Finnish Lapland by more than 20 per cent. It also started direct flights to Finnish Lapland from London, Paris and Zurich in Q4 2017.
Finnair is part of the oneworld alliance and it also engages in closer cooperation with certain oneworld partners through participation in joint businesses, namely the Siberian Joint Business and the Atlantic Joint Businesses. The joint businesses are agreements covering revenue sharing and coordination of prices and capacity for the route areas in question.
In 2017, Finnair placed particular development focus on services related to booking and buying flight tickets and paying for tickets and ancillary services.
In January, Finnair was the first airline in the world to pilot Alipay on board as a payment method, which is widely used by Chinese customers. The Alipay system was rolled out on all China routes during 2017. In June, the sales system used on all Finnair flights was also replaced by a new user-friendly SkyPay system, which speeds up inflight purchasing and enables the use of contactless payment by customers.
In October, Finnair started a collaboration with JD.com, also known as Jingdong, one of the leading e-commerce companies in China. Finnair will be the first non-Chinese airline to open a flagship store for online flight bookings on the JD Travel platform, in the beginning of 2018. Finnair also was the first European airline to launch flight ticket sales directly via its official WeChat account in China. Finnair customers can search for Finnair flight tickets, book their flights and complete their purchase with WeChat Pay, all directly through
In December, Finnair enabled customers to pay via Apple Pay. Finnair customers can use Apple Pay for ticket and ancillary purchases on Finnair's mobile website and using the Finnair mobile application. Apple Pay is available for Finnair customers using iOS mobile devices globally in those markets where Apple has implemented the payment method.
Customers have been able to book Finnair flights and ancillary services through the Skyscanner website since March 2017. Finnair has also streamlined and smoothened the distribution and sales of its flights and flight related services both in its own and in partners' distribution channels in partnership with Amadeus, the IT service provider specialised in solutions for the global travel industry. In June, Finnair introduced a completely new mobile flight booking experience for its customers.
The WiFi installation for Finnair's A330 fleet was completed in Q2 ensuring that the entire Finnair widebody fleet now has WiFi connectivity. New A350 aircraft are delivered WiFi-capable. Installations on the Airbus narrow-body fleet began in 2017 and will continue in 2018.
The investments made in digital tools and channels were reflected in the number of passengers using these services and the sales created through these channels. During 2017, Finnair had on average 1.8 million visitors/month on its internet site (finnair.com), which is 17 per cent more than the prior year. In June, Finnair.com had a record number of visitors/month, 2.5 million. At year-end, the number of active Finnair mobile app users totalled 210,000, representing an 87 per cent increase year-on-year. Also during 2017, sales through digital channels increased by 18 per cent and represented 24 per cent of total ticket sales. Of ancillary sales, 30 per cent was created through digital channels.
Finnair also made other improvements to its products and services during 2017. The expansion of Finnair's hub, Helsinki Airport, is proceeding and the new south wing of Terminal 2 has been inaugurated. In addition, the Finnair lounge in the Schengen area was refurbished and Fazer was introduced as the new service provider in mid-summer. In the fourth quarter, Finnair announced several product renewals, which include new inflight meal concepts as well as a new business class service concept and a new family concept with Moomins, both to be launched during 2018. The inflight meal offering has been developed in-house since April 2017, when catering services, now Finnair Kitchen, returned under Finnair's control.
In the travel services business, Finnair launched a new product called Finnair Holidays, in June. Finnair Holidays combines the best of independent travelling and package holidays. Customers can tailor their holiday by choosing suitable Finnair and oneworld flights, a hotel and experiences selected by travel professionals. Finnair Holidays can be designed and purchased on Finnair's website (https://holidays.finnair.com).
Finnair performed well in several quality and customer satisfaction surveys conducted within the industry or among passengers during 2017.
In March, Finnair was named the best European airline operating in China at the TTG China Travel Awards for the second consecutive year. The award was based on votes cast by the readers of TTG's publications. In June, the Skytrax World Airline Awards chose Finnair as the best airline in Northern Europe for the eighth consecutive year. The award was based on an independent Skytrax survey conducted between August 2016 and May 2017 in 105 countries. Also in June, Finnair was awarded with the Future Travel Experience Ancillary Gold Award for its ancillary offering and makings its ancillary offering available for customers across its digital channels. Finnair ancillary services can be bought through its booking engine at Finnair.com, through the Finnair mobile app, as well as through the Nordic Sky Wi-Fi portal available on Finnair's long haul flights. In November, Finnair's mobile app won the German Design Award for Excellent Communications Design. The jury stated that the app provides Finnair passengers with invaluable support and information.
In September, Finnair was awarded a Four Star Global Airline rating by the Airline Passenger Experience Association (APEX). The APEX 2018 assessment covered 470 airlines worldwide, and its rating was also based on verified feedback given by customers.
In January 2018, OAG's Punctuality League publication ranked Finnair's arrival punctuality in 2017 as the fifteenth-highest among mainline airlines in the world. In January, FlightStats recognised the oneworld alliance as the most punctual airline alliance in 2017.
Finnair was also recognised for its sustainability efforts. In March, Aurinkomatkat-Suntours was again named Finland's most sustainable travel service company in the Sustainable Brands Index, which is the largest brand study focused on sustainability and corporate responsibility in the Nordics. The study is made annually by interviewing consumers in four Nordic countries and the Netherlands. The survey is based on the 10 principles of the UN Global Compact initiative. In September, Finnair was named "responsible company of the year" by the Association of Finnish Travel Agents in acknowledgement of Finnair's longstanding and comprehensive work in sustainable development.
Also, in spring the German ESG rating company oekom research AG confirmed its analysis of Finnair's responsibility, and the ESG rating was affirmed as C+, the highest rating in the category, comprising 69 companies in the transport and logistics sector. Finnair kept its Prime status indicating the suitability of Finnair's securities for responsible investors. In CDP reporting (Carbon Disclosure Project), that is closely followed by investors, Finnair scored B, which is a Management level score. The average score for the aviation industry is C. Companies at Management level (B) are taking further steps to effectively reduce emissions and thus indicating more advanced environmental stewardship. This achievement signals that Finnair is measuring and managing its environmental impact and has developed a policy and strategic framework within which to take action and reduce negative climate change impacts.
There were no changes in senior management during 2017.
Finnair employed an average of 5,526 (4,908)5 people during 2017, which is 12.6 per cent more than during the comparison period. The number of personnel in continuing operations grew by 5.2 per cent.
The number of employees on 31 December 2017 was 5,918 (4,838). During 2017, the number of personnel increased by 1,080. The change was due to the migration of LSG Finland personnel (approximately 500) to Finnair Kitchen Ltd, and growth in the number of cabin crew and pilots, in particular. In 2017, over 600 cabin crew members and pilots were recruited.
Terms of employment agreed between Finnair as represented by Service Sector Employers PALTA and office personnel, customer service personnel and technical personnel, represented by the trade union FINTO, the trade union PRO and the Finnish Aviation Union IAU respectively, on terms of employment in line with the national competitiveness pact, took effect in spring 2017. The collective labour agreement with IAU repre-
The principle of calculating the number of personnel was revised as of the beginning of 2017 so that personnel in basic training are not yet included.
senting ground customer service, ground handling, cargo, technical services and Finnair Kitchen employees was renewed in the end of 2017 and it is effective until mid-January 2020. Negotiation results for the extension of collective labour agreements of white collar workers and technical white-collar workers until the end of January 2020 were reached with PRO. These require still the approval of respective unions. It is possible to extend all aforementioned agreements by one year by separately agreeing on the salaries on the third agreement year. Collective bargaining for upper white-collar workers is under way with FINTO; the current collective agreement expires at the end of February 2018. Collective labour agreement with the pilots' union SLL was renewed in February 2017 and it is effective until the end of March 2020. Collective labour agreement with the cabin crew union SLSY was renewed in autumn 2016 and it is effective until the end of January 2019. The collective agreement between PALTA and Transport Workers' Union AKT concerning travel agencies and applicable to Aurinkomatkat – Suntours is in force until the end of January 2020 and it is possible to extend its validity between the unions.
The company invested in people development more than ever. Finnair sees that excellent customer experience is generated by competent, committed and healthy personnel. Thus, the employee experience development is focused on the resourcing, leadership, learning, ways of working and well-being at work.
In 2017, the employee experience index increased compared to the previous year. Finnair spent 10 million euros on personnel development and employees spent 370,000 hours in learning altogether. Investments in well-being were seen in lower sickness absences and lower injury rates measured by LTIF (Lost Time Injury Frequency).
Employee experience in Finnair is about working together. The SkyPay application and line management application was developed and implemented together with employees with the help of change agents. In addition, 750 employees were able to influence the development of their own work space and ways of working.
On 31 December 2017, the number of Finnair shares entered in the Trade Register was 128,136,115 and the registered share capital was 75,442,904.30 euros. The company's shares are quoted on Nasdaq Helsinki. Each share has one vote at the General Meeting.
At the end of 2017, the Finnish Government owned 55.8 per cent of Finnair's shares and votes. According to the decision made by the Finnish Parliament on 20 June 1994, the Government must own more than half of Finnair Plc's shares. Decreasing the ownership below this level would require revision of the Parliament's decision.
On 31 December 2017, members of the company's Board of Directors did not own any Finnair shares, while the CEO owned 122,562 shares. Members of the Executive Board, including the CEO, owned a total of 340,654 shares, representing 0.27 per cent of all shares and votes.
In 2017, Finnair did not exercise the authorisation granted by the AGM to acquire its own shares.
During the year Finnair transferred, using the authorisation granted by the AGM, a total of 355,597 own shares as incentives to the participants of the FlyShare employee share savings plan and as a reward to the key personnel included in Finnair's share-based incentive scheme 2014–2016.
On 31 December 2017, Finnair held a total of 433,367 of its own shares (788,964), representing 0.34 per cent of the total share capital.
| 01/01/2013 410,187 3,179,335.94 7.75 2013 600,000 1,684,650.10 2.81 2013 -731,019 -4,055,744.86 5.55 2014 33,864 85,801.22 2.53 2014 -940 -2,334.40 2.48 2015 14,893 37,734.40 2.53 2015 -1,780 -6,764.00 3.80 2016 800,000 4,327,860.54 5.41 2016 -336,241 -975,326.55 2.90 2017 -355,597 -1,962,443.86 5.52 31/12/2017 433,367 2,312,768.53 5.34 |
Period | Number of shares | Acquisition value, EUR | Average price, EUR |
|---|---|---|---|---|
No flagging notices were issued in 2017.
Finnair is not aware of any shareholder agreements pertaining to share ownership or the use of voting rights.
Some of Finnair's financing agreements include a change of control clause under which the financier shall be entitled to request prepayment of the existing loan or to cancel the availability of a loan facility in the event that a person other than the Finnish state acquires control of Finnair either through a majority of the voting rights or otherwise.
In December, Finnair's Board of Directors decided to launch a new 12-month savings period under the FlyShare Employee Share Plan. The objective of the plan, which was established in 2013 is to encourage employees to become shareholders in the company, and thereby strengthen the employees' interest in the development of Finnair's shareholder value and to reward them over the long-term. The share savings plan is described in a stock exchange release issued on 20 December 2017, in the Remuneration Statement 2017 and on the company's website.
In December, the Board of Directors of Finnair also approved a new individual performance share plan covering the years 2018–2020. Within the plan, the participants have the opportunity to earn Finnair shares as a long-term incentive reward, if the performance targets set by the Board of Directors for the plan are achieved. The potential share rewards will be delivered to the participants in the spring of 2021. The plan applies to some 70 people, and it is described in a stock exchange release issued on 20 December 2017, in the Remuneration Statement 2017 and on the company's website.
| Number of shares | % | Changes 2017 | ||
|---|---|---|---|---|
| 1 | State of Finland; Office Counsil Of State | 71,515,426 | 55.8 | 0 |
| 2 | KEVA | 6,200,875 | 4.8 | 0 |
| 3 | Kyöstilä Heikki | 3,070,000 | 2.4 | 120,000 |
| 4 | Tiiviste-Group Oy | 2,200,000 | 1.7 | 0 |
| 5 | State Pension Fund | 2,100,000 | 1.6 | 0 |
| 6 | Ilmarinen Mutual Pension Insurance Company | 1,967,271 | 1.5 | -734,119 |
| 7 | Varma Mutual Pension Insurance Company | 1,111,053 | 0.9 | -2,242,949 |
| 8 | Etra Invest Oy | 1,000,000 | 0.8 | 0 |
| 9 | Veritas Pension Insurance Company | 731,048 | 0.6 | -319,103 |
| 10 | Laakkonen Mikko | 640,000 | 0.5 | 140,000 |
| Nominee registered | 24,391,027 | 19.0 | 13,364,168 | |
| Others | 13,209,415 | 10.3 | ||
| Total | 128,136,115 | 100.0 |
| Number of shares | % Number of shareholders | % | ||
|---|---|---|---|---|
| 1–200 | 721,111 | 0.6 | 9,373 | 57.7 |
| 201–1,000 | 2,459,641 | 1.9 | 4,844 | 29.8 |
| 1,001–10,000 | 5,026,656 | 3.9 | 1,879 | 11.6 |
| 10,001–100,000 | 2,841,101 | 2.2 | 111 | 0.7 |
| 100,001–1,000,000 | 4,515,098 | 3.5 | 15 | 0.1 |
| 1,000,001–10,000,000 | 16,649,199 | 13.0 | 6 | 0.0 |
| 10,000,001– | 71,515,426 | 55.8 | 1 | 0.0 |
| Registered in the name of nominee | 24,391,027 | 19.0 | 10 | 0.1 |
| Not converted into the book entry system | 16,856 | 0.0 | - | - |
| Total | 128,136,115 | 100.0 | 16,239 | 100.0 |
| Number of shares | % Number of shareholders | % | ||
|---|---|---|---|---|
| Public bodies | 83,873,372 | 65.5 | 11 | 0.1 |
| Households | 13,406,075 | 10.5 | 15,762 | 97.1 |
| Private companies | 4,898,415 | 3.8 | 358 | 2.2 |
| Financial institutions | 893,528 | 0.7 | 16 | 0.1 |
| Associations | 463,759 | 0.4 | 33 | 0.2 |
| Finnish shareholders, total | 103,535,149 | 80.8 | 16,180 | 99.6 |
| Registered in the name of a nominee | 24,391,027 | 19.0 | 10 | 0.1 |
| Outside Finland | 193,083 | 0.2 | 49 | 0.3 |
| Nominee registered and foreign shareholders, total |
24,584,110 | 19.2 | 59 | 0.4 |
| Not converted into the book entry system | 16,856 | 0.0 | - | - |
| Total | 128,136,115 | 100.0 | 16,239 | 100.0 |
Shareholding by number of shares owned
| EUR mill. | 2017 | 2016 | 2015 | 2014 | 2013 | |
|---|---|---|---|---|---|---|
| Number of shares, end of the financial year |
pcs | 128,136,115 | 128,136,115 | 128,136,115 | 128,136,115 | 128,136,115 |
| Trading price highest | EUR | 13.52 | 5.92 | 5.50 | 3.01 | 3.25 |
| Trading price lowest | EUR | 3.98 | 3.80 | 2.49 | 2.30 | 2.40 |
| Market value of share capital Dec. 31 |
EUR mill. | 1,643 | 516 | 695 | 318 | 355 |
| No. of shares traded | pcs | 44,333,288 | 28,099,932 | 25,456,779 | 10,750,318 | 26,024,070 |
| No. of shares traded as % of average no. of shares |
% | 34.60% | 21.93% | 19.87% | 8.39% | 20.31 |
Finnair's market capitalisation increased by 218 per cent in 2017 to 1,642.7 million euros at year-end (516.4). The closing price of the share on 31 December 2017 was 12.82 euros (4.03). In 2017, the highest price for the Finnair Plc share on the Nasdaq Helsinki was 13.52 euros, the lowest price 3.98 euros and the average price 8.79 euros. Some 44.3 million company shares, with a total value of 389.4 million euros, were traded.
The aim of Finnair's dividend policy is to pay, on average, at least one-third of the earnings per share as a dividend during an economic cycle. The aim is to take into account the company's earnings trend and outlook, financial situation and capital needs in the distribution of dividends. In 2017, earnings per share was 1.23 euros (0.55).
Finnair Plc's distributable equity amounted to 424,036,052.14 euros on 31 December 2017. The Board of Directors proposes to the Annual General Meeting that a dividend of 0.30 euros per share be distributed for 2017.
Finnair is a network airline specializing in passenger and cargo traffic between Asia and Europe. Finnair's vision is to offer its passengers a unique Nordic experience, and its mission is to offer the smoothest, fastest connections in the northern hemisphere via Helsinki and the best network to the world from its home markets.
Corporate responsibility is integral to all of Finnair's operations. Finnair's responsibility strategy is outlined in its Corporate Responsibility Policy and its aim is to reduce Finnair's environmental impacts and generate financial and social utility for society. The key areas of corporate responsibility and sustainability strategy fall under the following themes: cleaner, caring and collaborative, and its measures are geared to contribute to cost containment and risk mitigation, as well as value creation. Finnair's most significant environmental aspects are the combustion of fuel, energy usage in corporate facilities and aircraft noise. The most important social responsibility areas concern safety, personnel and customers as well as ethical business conduct and responsible sourcing.
Average price
Finnair Bloomberg Europe Airline Index
Comparison Nasdaq Helsinki
Finnair Nasdaq Helsinki
In 2013, Finnair signed the United Nation's Global Compact initiative and undertook to comply with the Global Compact's ten principles of corporate responsibility. Finnair has been reporting on its corporate responsibility pursuant to the GRI G4 reporting guidelines since 2015.
| Performance 2017 |
Performance 2016 |
|
|---|---|---|
| 17% reduction in CO² emissions/RTK 2013–2020, cumulative compared to year 2013 |
-9,4% | -3.0% |
| Reduction of CO² emissions/ASK, change compared to previous year |
-3.2% | -1.7% |
| Arrival punctuality at least 89.5% | 83.2% | 85.3% |
| Customer satisfaction/NPS* 60 by the year 2020 | 47 | 43 |
| We Together @Finnair Personnel Experience overall grade of at least 3.75 (scale 1–5) | 3.78 | 3.69 |
| Absences due to illness decrease from the previous year, % | 4.1% | 4.6% |
| LTIF (Lost-time injury frequency) of less than 14.8** | 15.6 | 16.6 |
| Code of Conduct awareness grade in We Together @Finnair survey at least 4 (scale 1–5)*** | 4.22 | n/a |
* NPS = Net Promoter Score
** 2017 LTIF includes Finnair Kitchen, that was acquired in spring 2017. In 2016 figures Finnair Kitchen is excluded. 2017 LTIF without Finnair Kitchen was 13.8.
*** Code of Conduct awareness was first measured in 2017 and 2016 data is therefore not available.
Estimating the impacts of regulatory changes on airline's operational activities and/or costs is difficult, and key risks relate to regulatory changes in the areas of market-based emission reduction schemes, noise regulation and other environmental regulations and their impact on cost competitiveness.
Finnair's environmental and energy efficiency policy lays out the targets for environmental management. Finnair's environmental responsibility is managed with the company's environmental management system, IATA Environmental Assessment (IEnvA) program, which complies with ISO 14001:2005. In this management system, Finnair has identified the most significant environmental factors and risks relevant to its operations. Finnair's IEnvA program observes two perspectives: emissions from flight operations and energy usage in corporate facilities. It is assessed by third-party auditors authorized by IATA who are qualified to perform audits of environmental management systems.
Finnair's most significant environmental action has been investing in a modern fleet that is more energy efficient and quieter than previous-generation aircraft. Finnair now has 11 new Airbus A350 aircraft, and in 2017 seven new Airbus A321 joined the fleet. To further improve its fuel efficiency, in 2017 Finnair adopted new software that provides flight and aircraft specific fuel consumption information. Finnair is committed to the aviation sector's common goals of carbon-neutral growth from 2020 onwards, and cutting emissions from the 2005 level in half by 2050. On top of that Finnair has set an its own target to cut 17% of carbon dioxide emissions by year 2020 from year 2013 level.
Aircraft noise has an impact on the areas surrounding airports and under takeoff and approach flight paths. Advances in aerodynamics and engine technology help mitigate aircraft noise. The noise level of the Finnair
fleet has been significantly reduced thanks to the on-going fleet modernization and operational measures, such as CDA (Continuous Descent Approach) landings.
By joining a nation-wide energy efficiency agreement in the service sector, Finnair has committed to reduce its properties' energy consumption by 7 per cent from the 2016 level by 2025. In pursuit of this goal, Finnair has deployed solar power in its new COOL Nordic Cargo Terminal building and various other technological improvements in its facilities.
As Finnair is a significant employer, social responsibility is mainly related to the company's personnel and working conditions. A key risk relating to personnel is Finnair's inability to execute its strategy in the event of inadequate quality, commitment or resourcing of human capital.
Finnair's personnel action plans and policies cover all aspects of social responsibility that have been identified as material and Finnair's annual employee survey, We Together @Finnair, helps the company decide upon developments in this area. Risks and effects on society are also identified and assessed bi-annually by the people and culture, corporate responsibility and risk management services as a part of the company's general risk management process.
During 2017, Finnair has continued the development of a holistic management system for strategic workability, occupational safety and general wellbeing of its employees. The management system is expected to be fully in use by the end of 2018. The We Together @Finnair Personnel Experience overall grade includes measures for the overall wellbeing of Finnair's personnel.
In occupational safety, Finnair's long-term target is zero accidents both in its own operations as well as its partners and contractors' operations. The Finnair Group level Lost Time Injury Frequency (LTIF) rate for 2017 was 15.6, with steady improvement compared to previous years. Without Finnair Kitchen LTIF in 2017 was 13.8.
To enhance Finnair's strategic workability management, we have built processes to support workability and offer the best possible means to rehabilitate employees back to their prior work, to find a new profession within Finnair or to provide training and a new career outside of Finnair. Finnair's focus is on prevention and, to support that focus, Finnair decided to take the Sports ePassi into use for all employees in Finland from the beginning of year 2018.
Finnair has zero tolerance for bullying and any kind of harassment. In 2017 operating methods and procedures agreed upon together with the personnel to control harassment and inappropriate treatment were highlighted and efforts were made to enhance communication about these issues.
Finnair does not discriminate based on gender, age, ethnic or national origin, nationality, language, religion, conviction, opinion, health, disability, sexual orientation or other personal attributes or circumstances.
In 2017 Finnair signed the Finnish Government's Society's Commitment to Sustainable Development. Finnair committed to emphasize equality and diversity in its own activities, to promote equality and non-discrimination in customer processes and to promote diversity in different occupational groups. Finnair's Working Group for Equality reviewed and further defined the scope of the Equality Plan published in 2016 and more detailed questions related to non-discrimination and equality were added to the We Together @Finnair -survey in order to better detect possible issues.
Finnair also took measures to better accommodate different needs of passengers by changing its booking process and developing the Inflight Entertainment system to make services more accessible.
The second material theme for social responsibility at Finnair relates to our customers, and covers topics such as passenger well-being and safety, customer satisfaction and punctuality. The key risks in this area relate to Finnair being unable to ensure customer safety and well-being and drive increased customer satisfaction.
Finnair's Safety Management System (SMS) covers all aspects of flight safety: safety policy, operational risk management, safety training and communications, safety assurance including continuous auditing of operations and the assessment of the potential impact of changes in the operating environment. Official regulations and standards set the minimum requirements, which the company aims to exceed in all areas.
A strong safety culture, objective monitoring of the company's own operations, continuous improvement and implementing corrective measures, as well as open dialogue with the authorities, guarantee safe and high-quality airline operations. In 2017, new high-level objectives were set to improve even further Finnair's flight safety, operational risk management and safety culture. In 2017, Finnair conducted an extensive internal safety promotion campaign "Their safety. Our Priority."
Finnair collects customer satisfaction feedback continuously. Survey results and other customer feedback are reported to the unit concerned at least once per month. In 2017, Finnair's Net Promoter Score was 47. In 2017, customer feedback was utilized e.g., in defining the customer experience strategic targets and roadmaps for development.
Finnair's long-term goal for flight punctuality is 89 per cent. In 2017, Finnair's flight punctuality was 83.2 per cent. The OAG Punctuality League publication released in January 2018 ranked Finnair's arrival punctuality in 2017 as the 15th highest in the world among mainline airlines.
Finnair's own operations involve no significant direct human rights risks or impacts. However, indirect risks and implications may exist in relation to the supply chain and outsourced operations. In line with Finnair's endorsement of the Global Compact, Finnair aims to prevent any violations of human rights and the use of forced or child labor both within its own operations and its supply chain. Finnair has its own ethical guidelines for suppliers. All partners and subcontractors, moreover, are obliged to comply with the principles of the UN Universal Declaration of Human Rights as well as local legislation. Finnair's Supplier Code of Conduct was renewed during 2017, including its human rights aspects. Finnair's Responsible Sourcing Manual complements the Supplier Code of Conduct as internal instructions for implementation.
Finnair cooperates with several partners in order to improve assessment of risks and the realization of social responsibility and human rights in Finnair's operations and in the supply chain. Finnair has implemented the SEDEX supplier auditing tool, chosen together with the oneworld alliance, into its purchasing processes in order to improve risk management, the evaluation of social impacts and traceability in the supply chain. Finnair is actively involved with work of IOM (International Organisation for Migration) and IATA in order to combat and prevent human trafficking and advance human rights in the aviation sector. In 2017, Finnair launched a campaign to raise its flight crews' awareness of trafficking.
In 2017, Finnair continued the implementation of the SEDEX system by taking into use Maplecroft risk assessment instruments. Finnair also chose an external auditing partner for further, risk-based supplier audits from the responsible sourcing perspective. Finnair aims to bring its new suppliers to the SEDEX system already during the purchasing process and will continue to work with the oneworld alliance to expand the coverage of the SEDEX certification in the supply chain.
Anti-corruption policies are outlined in Finnair's Code of Conduct and Supplier Code of Conduct as well as in the Group Guidelines for Anti-Bribery, Corporate Hospitality and Hosting of Public Officials. Finnair's Code of Conduct includes an anti-corruption section, and the receiving and giving of bribes is strictly prohibited.
Finnair requires that its suppliers comply with ethical standards essentially similar to those which Finnair complies with in its own operations. Finnair's Supplier Code of Conduct provides clear principles to ensure ethical purchasing, including zero tolerance for corruption. Finnair's Responsible Sourcing Manual complements the Code as internal instructions for implementation. Finnair's Supplier Code of Conduct was renewed during 2017, and Finnair aims to include the renewed Supplier Code of Conduct in all new supply and subcontracting agreements, as well as to existing contracts as these are renewed.
Finnair does not support any political parties or persons.
The identification and assessment of risks related to corruption are part of the general risk assessment of the company and its business units, and Finnair's business units conduct an analysis of risks related to corruption as part of the company's general risk survey.
Although, based on these assessments, Finnair's own operations and services are not viewed as high risk from the perspective of corruption, Finnair aims to include responsible business practices in all elements of its operations. Preventing corruption is the responsibility of everyone at Finnair, including the heads of business operations, compliance and the internal audit.
During 2017, 4,360 Finnair employees participated in online training on Finnair's Code of Conduct. In addition, members of Finnair leadership teams and Finnair managers were educated on Finnair's Code of Conduct in interactive workshops. In the 2017 personnel survey (We Together @Finnair), the score for knowing and following the Finnair's Code of Conduct was on a good level at 4.22/5.
During 2017, no incidents of corruption were notified through Finnair Ethics Helpline nor were there any investigations on-going in the company.
Aviation is an industry that is sensitive to global economic cycles and reacts quickly to external disruptions, seasonal variation and economic trends. In the implementation of its strategy, Finnair is faced with various
risks and opportunities. Finnair has a comprehensive risk management process to ensure that risks are identified and mitigated as much as possible, although many risks are not within the company's full control. To exploit value creation opportunities, Finnair is also prepared to take and manage risks within the limits of its risk-bearing capacity.
The risks and uncertainties described below are considered as potentially having a significant impact on Finnair's business, financial result and future outlook within the next 12 months. This list is not intended to be exhaustive.
Exceptional variations in fuel price and how these are passed on to customers via ticket prices, or affect capacity growth in Finnair's main markets, pose a risk to Finnair's revenue development, as do sudden adverse changes in foreign exchange rates and slowing growth in demand.
Capacity increases and product improvements among Finnair's existing or new competitors may have an impact on the demand for, and yield of, Finnair's services. In addition, joint operations involving closer cooperation than airline alliances and joint businesses are expected to develop further.
The achievement of the additional revenue and efficiency improvements sought through Finnair's digital business transformation and new services involves risks as does the implementation of Finnair's strategy and fleet renewal. Finnair's growth plan and its resourcing could generate further cost pressure and operational challenges in the short term.
The aviation industry is affected by a number of regulatory projects at the EU and international levels. Estimating the impacts of the regulatory changes on airlines' operational activities and/or costs in advance is difficult. Examples of such regulatory projects include international regulation related to emission trading, noise regulation and other environmental regulation, EU regulations on privacy protection and the decision made by the Court of Justice of the European Union in October 2012 regarding flight passengers' rights. Interpretation of these decisions involves risks, for example relating to the injunction sought by the Finnish Consumer Ombudsman in September regarding Finnair's compensation practices. In addition, regulations on the reporting of non-financial information (corporate responsibility) and other stakeholder requirements have increased substantially.
Geopolitical uncertainty, the elevated threat of terrorism and other potential external disruptions may, if they materialize, significantly affect the demand for air travel and Finnair's operations. Potentially increasing protectionism in the political environment may also hinder the market access required for the implementation of Finnair's growth plan.
The construction work associated with the extension of Helsinki Airport, which will continue until 2020, may cause traffic disruptions. Finnair is engaged in close cooperation with Finavia to minimize the negative impacts of the expansion project on Finnair's operations. The expansion will facilitate the increase of the airport's annual passenger volume and enable the implementation of Finnair's growth strategy.
Finnair's risk management and risks related to the company's operations are described in more detail on the company's website at https://investors.finnair.com/en/governance/risk-management.
Due to the seasonal variation of the airline business, the Group's revenue and profit are generally at their lowest in the first quarter and at their highest in the third quarter of the year. The growing proportional share of Asian traffic increases seasonal fluctuation due to destination-specific seasons in Asian leisure and business travel.
In addition to operational activities and market conditions, fuel price development has a key impact on Finnair's result, as fuel costs are the company's most significant expense item. Finnair's foreign exchange risk arises primarily from fuel and aircraft purchases, divestments of aircraft, aircraft lease payments, aircraft maintenance, overflight royalties and foreign currency revenue. Significant dollar-denominated expense items are fuel costs and aircraft lease payments. The largest investments, namely the acquisition of aircraft and their spare parts, are also mainly denominated in US dollars. The most significant income currencies after the euro are the Japanese yen, the Chinese yuan and the Swedish krona.
The company hedges its currency, interest rate and jet fuel exposure using a variety of derivative instruments, such as forward contracts, swaps and options, in compliance with the risk management policy approved annually by the Board of Directors. Fuel purchases are hedged for 24 months forward on a rolling basis, and the degree of hedging decreases towards the end of the hedging period. The higher and lower limits of the degree of hedging are 90 and 60 per cent for the following six months.
| 1 percentage (point)change |
|
|---|---|
| Passenger load factor (PLF, %) | EUR 24 million |
| Average yield of passenger traffic | EUR 23 million |
| Unit cost (CASK ex. fuel) | EUR 22 million |
| 10% change | 10% change, taking hedging |
Hedging ratio | ||
|---|---|---|---|---|
| without hedging | into account | H1/2018 | H2/2018 | |
| Fuel | EUR 54 million | EUR 21 million | 74% | 53% |
| 2017 | 2016 | (rolling 12 months from date of cash flows) |
Currency sensitivities USD and JPY financial statements for operational |
Hedging ratio for operational cash flows (rolling 12 months from date of financial statements) |
|
|---|---|---|---|---|---|
| Sales currencies | 10% change without hedging |
10% change, taking hedging into account |
|||
| EUR | 55 | 56 | - | - | |
| USD* | 4 | 4 | see below | see below | see below |
| JPY | 10 | 9 | EUR 19 mill. | EUR 8 mill. | 66% |
| CNY | 7 | 7 | - | - | |
| KRW | 3 | 3 | - | - | |
| SEK | 4 | 5 | - | - | |
| Other | 17 | 16 | - | - | |
| Purchase currencies |
|||||
| EUR | 57 | 54 | - | - | |
| USD* | 35 | 38 | EUR 57 mill. | EUR 21 mill. | 67% |
| Other | 7 | 8 | |||
* Hedging ratio for and sensitivity analysis for USD basket, which consists of net cash flows in USD CNY and HKD. The sensitivity analysis assumes that the correlation of the Chinese yuan and the Hong Kong dollar with the US dollar is strong.
Finnair has decided to reschedule the delivery of one A350 aircraft from 2023 to 2019, which means that the remaining eight A350s will be delivered to Finnair between 2018–2022.
Global airline traffic is expected to grow strongly in 2018. Finnair expects increased competition as existing and new operators increase capacity, particularly on routes linking Europe with Asia and with North America.
Finnair plans on increasing its capacity by more than 15 per cent in 2018, with most of this growth coming in the first half of the year. Passenger volume is expected to grow broadly in line with capacity while revenue growth is expected to be slightly lower.
In line with its disclosure policy, Finnair will issue guidance on its full year comparable operating result as part of its half-year report in July.
Finnair Plc Board of Directors
| REVENUE AND RESULT | 2017 | 2016 | 2015 | 2014 | 2013 | |
|---|---|---|---|---|---|---|
| Revenue* | EUR mill. | 2,568 | 2,317 | 2,255 | 2,284 | 2,400 |
| change from previous year | % | 10.9 | 2.8 | -1.3 | -4.8 | -2.0 |
| Comparable operating result | EUR mill. | 170 | 55 | 24 | -36 | 12 |
| in relation to revenue | % | 6.6 | 2.4 | 1.1 | -1.6 | 0.5 |
| Operating result | EUR mill. | 225 | 116 | 122 | -72 | 8 |
| Comparable EBITDAR | EUR mill. | 436 | 270 | 231 | 177 | 210 |
| Net result | EUR mill. | 169 | 85 | 90 | -83 | 23 |
| BALANCE SHEET AND CASH FLOW | 2017 | 2016 | 2015 | 2014 | 2013 | |
| Gross capital expenditure | EUR mill. | 519 | 519 | 330 | 82 | 77 |
| in relation to revenue | % | 20.2 | 22.4 | 14.6 | 3.6 | 3.2 |
| Average capital employed | EUR mill. | 1,654 | 1,324 | 1,008 | 1,106 | 1,295 |
| Dividend for the financial year** | EUR mill. | 38 | 13 | 0 | 0 | 0 |
| Interest-bearing liabilities | EUR mill. | 719 | 718 | 346 | 428 | 593 |
| Liquid funds | EUR mill. | 983 | 797 | 708 | 426 | 459 |
| Interest-bearing net debt | EUR mill. | -246 | -96 | -362 | 1 | 134 |
| Adjusted interest-bearing net debt | EUR mill. | 710 | 671 | 333 | 553 | 537 |
| Net cash flow from operating activities | EUR mill. | 382 | 220 | 171 | 24 | 142 |
| KEY FIGURES | 2017 | 2016 | 2015 | 2014 | 2013 | |
|---|---|---|---|---|---|---|
| Basic and diluted earnings per share | EUR | 1.23 | 0.55 | 0.57 | -0.71 | 0.11 |
| Equity/share | EUR | 7.95 | 6.73 | 5.69 | 4.02 | 5.30 |
| Dividend/share** | EUR | 0.30 | 0.10 | 0.00 | 0.00 | 0.00 |
| Dividend/earnings** | % | 24.4 | 18.2 | 0.0 | 0.0 | 0.0 |
| Dividend yield** | % | 2.3 | 2.5 | 0.0 | 0.0 | 0.0 |
| Cash flow from operating activities/share | EUR | 3.00 | 1.73 | 1.34 | 0.19 | 1.12 |
| P/E ratio | 10.43 | 7.32 | 9.46 | -3.47 | 25.02 | |
| Adjusted net debt / Comparable EBITDAR | 1.6 | 2.5 | 1.4 | 3.1 | 2.6 | |
| Equity ratio | % | 35.2 | 33.9 | 35.5 | 27.3 | 32.0 |
| Net debt-to-equity (Gearing) | % | -24.2 | -11.2 | -49.8 | 0.3 | 19.9 |
| Adjusted gearing | % | 69.9 | 78.3 | 45.8 | 107.5 | 79.2 |
| Return on equity (ROE) | % | 18.1 | 10.7 | 14.4 | -13.8 | 3.2 |
| Return on capital employed (ROCE) | % | 13.6 | 8.9 | 12.2 | -6.5 | 3.6 |
| PERSONNEL | 2017 | 2016 | 2015 | 2014 | 2013 | |
| Average number of employees | 5,526 | 4,908 | 4,906 | 5,172 | 5,859 |
| NON-FINANCIAL PERFORMANCE INDICATORS | 2017 | 2016 | 2015 | 2014 | 2013 |
|---|---|---|---|---|---|
| 17% reduction in CO² emissions/RTK 2013–2020, cumulative compared to year 2013, % |
-9.4 | -3.0 | -0.8 | -1.0 | - |
| Reduction of CO² emissions/ASK, change compared to previous year, % |
-3.2 | -1.7 | -0.6 | +0.4 | - |
| Arrival punctuality at least 89.5% | 83.2 | 85.3 | 89.5 | 88.3 | 89.0 |
| Customer satisfaction/NPS*** 60 by the year 2020 | 47 | 43 | 39 | - | - |
| We Together @Finnair Personnel Experience overall grade of at least 3.75 (scale 1–5)*** |
3.78 | 3.69 | 3.65 | - | - |
| Absences due to illness decrease from the previous year, % |
4.1 | 4.6 | 4.8 | 4.6 | 4.6 |
| LTIF (Lost-time injury frequency) of less than 14.8**** | 15.6 | 16.6 | 18 | 13 | 10 |
| Code of Conduct awareness grade in We Together @ Finnair survey at least 4 (scale 1–5)* |
4.22 | - | - | - | - |
* Revenue from non-core businesses, is reclassified from revenue to other operating income from 2015 onwards.
** The dividend for year 2017 is a proposal of the Board of Directors to the Annual General Meeting.
*** NPS = Net Promoter Score. NPS and Personnel Experience were first measured in 2015, another measurement before that.
**** 2017 LTIF includes Finnair Kitchen, that was acquired in spring 2017. Finnair Kitchen is excluded in 2013–2016 figures. 2017 LTIF without Finnair Kitchen was 13.8.
***** Comparison figures are not available. Code of Conduct awareness was first measured in 2017.
Year 2017 was a success. Finnair's comparable operating result reached its long-term target level of 6% and EBITDAR its long-term target level of 17%. Financial position is strong and adjusted gearing remained at a low level 69.9%, clearly below the maximum 175% set by the Board of Directors. Return on capital employed 13.6% exceeded clearly the set target level of 7%.
The Board of Directors proposes to the Annual General Meeting that a dividend of 0.30 euros per share be distributed on the profit for the period.
Gearing
Finnair has made efforts to facilitate reading these financial statements and to clarify the overall picture that can derived from them. The notes of Finnair's financial statements have been combined to business related sections in order to give a more relevant and less complex picture of the whole. Each section sets out the accounting principles applied in producing these notes together with any critical accounting estimates and sources of uncertainty. Secondly, interesting figures have been highlighted by circling them, and these as well as other highlights are explained in a text box marked with a star. Thirdly, illustrating charts have been inserted in various sections of the financial statements so as to facilitate understanding the figures.
Notes to the financial statement have been combined into sections based on their context. The aim is to give a more relevant picture of the Finnair Group and its business. The content of each section is described and explained in the beginning of that section and marked with .
Specific accounting principles are attached to the relevant note. The accounting principles can be recognised from character .
Critical accounting estimates and sources of uncertainty have been presented together with the relevant note and specified with character .
Highlights related to the section are explained in a separate text box to underline significant matters.
Interesting figures have been highlighed with circle and explained in the highlights text box as described above.
| Consolidated income statement | 18 |
|---|---|
| Consolidated statement of comprehensive income | 18 |
| Consolidated balance sheet | 19 |
| Consolidated cash flow statement20 | |
| Consolidated statement of changes in equity21 | |
| 22 Notes to the consolidated financial statements |
|
| 23 1 Operating result |
|
| 23 1.1 Segment information |
|
| 24 1.2 Operating income |
|
| 1.2.1 Revenue by product and traffic area24 | |
| 25 1.2.2 Revenue by currency |
|
| 25 1.2.3 Trade and other receivables |
|
| 25 1.2.4 Deferred income and advances received |
|
| 1.3 Operating expenses26 | |
| 1.3.1 Operational expenses by currency26 | |
| 26 1.3.2 Leasing expenses |
|
| 1.3.3 Other expenses26 | |
| 1.3.4 Other liabilities26 | |
| 1.3.5 Provisions27 | |
| 1.3.6 Items excluded from comparable operating result27 | |
| 28 1.3.7 Employee benefits |
|
| 1.3.7.1 Employee benefit expenses and share-based payments28 | |
| 1.3.7.2 Pensions30 |
| 2 Aircraft and other intangible and | |
|---|---|
| tangible assets and leasing arrangements33 | |
| 2.1 Tangible assets33 | |
| 2.2 Leasing arrangements35 | |
| 36 2.3 Intangible assets |
| 36 3 Capital structure and financing costs |
|
|---|---|
| 36 3.1 Financial income and expenses |
|
| 3.2 Financial assets37 | |
| 3.2.1 Other current financial assets37 | |
| 3.2.2 Cash and cash equivalents37 | |
| 3.3 Financial liabilities38 | |
| 39 3.4 Contingent liabilities |
|
| 3.5 Management of financial risks39 | |
| 3.6 Classification of financial assets and liabilities42 | |
| 3.7 Offsetting financial assets and liabilities43 | |
| 3.8 Derivatives44 | |
| 3.9 Equity-related information45 | |
| 4 Consolidation47 | |
| 4.1 General consolidation principles47 | |
| 4.2 Subsidiaries47 | |
| 47 4.3 Acquisitions and disposals |
|
| 4.4 Investments in associates and joint ventures49 | |
| 4.5 Assets and liabilities held for sale49 | |
| 50 4.6 Related party transactions |
|
| 50 4.7 Changes in accounting principless |
|
| 52 5 Other notes |
|
| 52 5.1 Income taxes |
|
| 5.2 Disputes and litigation54 | |
| 5.3 Events after the closing date54 | |
| 6 Parent company financial statements55 | |
| 65 Calculation of key ratios |
|
| Board of Directors' proposal on the dividend66 | |
| Auditor's Report67 |
| EUR mill. | Note | 2017 | 2016 |
|---|---|---|---|
| Revenue | 1.1, 1.2 | 2,568.4 | 2.316.8 |
| Other operating income | 77.0 | 75.5 | |
| Operating expenses | |||
| Staff costs | 1.3.7 | -423.3 | -362.5 |
| Fuel costs | -472.2 | -491.5 | |
| Other rents | 1.3.2 | -157.9 | -167.4 |
| Aircraft materials and overhaul | -165.7 | -147.3 | |
| Traffic charges | -266.5 | -262.8 | |
| Ground handling and catering expenses | -252.2 | -258.9 | |
| Expenses for tour operations | -100.5 | -87.8 | |
| Sales and marketing expenses | -85.8 | -76.9 | |
| Other expenses | 1.3.3 | -285.1 | -266.6 |
| Comparable EBITDAR | 436.2 | 270.4 | |
| Lease payments for aircraft | 1.3.2 | -136.6 | -109.5 |
| Depreciation and impairment | 2.1, 2.3 | -129.2 | -105.8 |
| Comparable operating result | 170.4 | 55.2 | |
| Fair value changes in derivatives and changes in exchange rates of fleet overhauls |
1.3.6 | 11.1 | 32.0 |
| Items affecting comparability | 1.3.6 | 43.3 | 29.0 |
| Operating result | 224.8 | 116.2 | |
| Financial income | 3.1 | -0.3 | 1.0 |
| Financial expenses | 3.1 | -13.4 | -11.5 |
| Result before taxes | 211.1 | 105.8 | |
| Income taxes | 5.1 | -41.7 | -20.6 |
| Result for the financial year | 169.4 | 85.1 | |
| Attributable to | |||
| Owners of the parent company | 169.4 | 85.1 | |
| Earnings per share attributable to shareholders of the parent company. EUR (basic and diluted) |
1.23 | 0.55 |
2017 was a year of profitable growth. Revenue grew by almost 11% to 2.6 billion euros, exceeding the 9% capacity growth. Unit costs declined thanks to fuel hedges and the weakening of the USD, and Finnair made a record-high comparable operating result, 170 million euros, for 2017.
| EUR mill. | Note | 2017 | 2016 |
|---|---|---|---|
| Result for the financial year | 169.4 | 85.1 | |
| Other comprehensive income items | |||
| Items that may be reclassified to profit or loss in subsequent periods | |||
| Change in fair value of hedging instruments | -18.5 | 145.2 | |
| Tax effect | 3.7 | -29.0 | |
| Items that will not be reclassified to profit or loss in subsequent periods | |||
| Actuarial gains and losses from defined benefit plans | 1.3.7.2 | 35.9 | -18.1 |
| Tax effect | -7.2 | 3.6 | |
| Other comprehensive income items total | 14.0 | 101.7 | |
| Comprehensive income for the financial year | 183.4 | 186.9 | |
| Attributable to | |||
| Owners of the parent company | 183.4 | 186.9 |
Change in comparable operating result 2017
| EUR mill. | Note | 31 Dec 2017 | 31 Dec 2016 | |
|---|---|---|---|---|
| ASSETS | ||||
| Intangible assets | O | 2.3 | 15.5 | 12.4 |
| Tangible assets | O | 2.1 | 1,422.1 | 1,166.5 |
| Investments in associates and joint ventures | O | 4.4 | 2.5 | 2.5 |
| Loan and other receivables | O | 5.6 | 7.4 | |
| Non-current assets total | 1,445.7 | 1,188.7 | ||
| Inventories | O | 17.2 | 14.9 | |
| Trade and other receivables | O | 1.2.3 | 319.8 | 211.9 |
| Derivative financial instruments | O/IA* | 3.8 | 104.5 | 176.6 |
| Other financial assets | IA | 3.2.1 | 833.0 | 727.9 |
| Cash and cash equivalents | IA | 3.2.2 | 150.2 | 69.4 |
| Current assets total | 1,424.6 | 1,200.7 | ||
| Assets held for sale | O | 4.5 | 16.7 | 139.3 |
| Assets total | 2,887.1 | 2,528.7 |
In 2017, Finnair completed the first phase of its long-haul fleet renewal, when the last four A350 XWB aircraft of the original 11 aircraft order were delivered. Three were purchased onto own balance sheet and one was sold and leased back. A350s replaced the Airbus A340 wide-body aircraft, that had lower seat capacity. A340s were sold back to Airbus as agreed in the trade agreement signed in 2014.
| EUR mill. | Note | 31 Dec 2017 | 31 Dec 2016 | |
|---|---|---|---|---|
| EQUITY AND LIABILITIES | ||||
| Share capital | E | 75.4 | 75.4 | |
| Other equity | E | 940.3 | 781.6 | |
| Equity total | 1,015.7 | 857.0 | ||
| Deferred tax liabilities | O | 5.1 | 73.9 | 32.7 |
| Interest-bearing liabilities | IL | 3.3 | 586.2 | 617.3 |
| Pension obligations | O | 1.3.7.2 | 6.4 | 31.9 |
| Provisions | O | 1.3.5 | 79.0 | 63.6 |
| Other liabilities | O | 3.3 | 1.1 | 4.9 |
| Non-current liabilities total | 746.7 | 750.4 | ||
| Provisions | O | 1.3.5 | 21.1 | 22.2 |
| Interest-bearing liabilities | IL | 3.3 | 132.4 | 100.4 |
| Trade payables | O | 90.7 | 94.4 | |
| Derivative financial instruments | O/IL* | 3.8 | 81.3 | 25.2 |
| Deferred income and advances received | O | 1.2.4 | 475.3 | 424.6 |
| Liabilities related to employee benefits | O | 1.3.7.1 | 139.2 | 93.4 |
| Other liabilities | O | 1.3.4 | 173.4 | 161.1 |
| Current liabilities total | 1,113.4 | 921.3 | ||
| Liabilities related to assets held for sale | O | 4.5 | 11.2 | 0.0 |
| Liabilities total | 1,871.4 | 1,671.7 | ||
| Equity and liabilities total | 2,887.1 | 2,528.7 | ||
Finnair reports its interest-bearing debt, net debt and adjusted gearing to give an overview of Finnair's financial position. Balance sheet items included in interest-bearing net debt are marked with an "IA" or "IL". The calculation of capital employed includes items marked with an "E" or "IL". Other items are marked with an "O".
* Cross-currency interest rate swaps are used for hedging the currency and interest rate risk of interest-bearing loans, but hedge accounting is not applied. Changes in fair net value correlate with changes in the fair value of interest-bearing liabilities. Therefore, the fair net value of cross-currency interest rate swaps recognised in derivative assets/liabilities and reported in Note 3.8 Derivatives, is considered an interest-bearing liability in the net debt calculation. = Highlights
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Cash flow from operating activities | ||
| Result for the financial year | 169.4 | 85.1 |
| Depreciation and impairment | 129.2 | 102.9 |
| Other adjustments to result for the financial year | ||
| Financial income and expenses | 13.6 | 10.5 |
| Income taxes | 41.7 | 20.6 |
| EBITDA | 353.9 | 219.2 |
| Gains and losses on aircraft and other transactions | -44.1 | -30.4 |
| Non-cash transactions * | 33.4 | -19.6 |
| Changes in working capital | 56.8 | 55.5 |
| Financial expenses paid, net | -17.1 | -5.0 |
| Income taxes paid | -0.7 | 0.0 |
| Net cash flow from operating activities | 382.3 | 219.7 |
| Cash flow from investing activities | ||
| Investments in intangible assets | -11.3 | -10.3 |
| Investments in tangible assets | -393.6 | -475.7 |
| Investments in group shares | 7.5 | 0.0 |
| Divestments of fixed assets and group shares | 156.9 | 153.2 |
| Net change in financial assets maturing after more than three months | 82.9 | -168.4 |
| Change in non-current receivables | 0.0 | 1.6 |
| Net cash flow from investing activities | -157.5 | -499,6 |
| Cash flow from financing activities | ||
| Proceeds from loans | 199.3 | 377.4 |
| Loan repayments and changes | -130.0 | -115.1 |
| Hybrid bond repayments | 0.0 | -38.3 |
| Hybrid bond interests and expenses | -15.8 | -19.1 |
| Purchase of own shares | 0.0 | -4.3 |
| Dividends paid | -12.8 | 0.0 |
| Net cash flow from financing activities | 40.8 | 200.5 |
| Change in cash flows | 265.5 | -79,3 |
| Liquid funds, at beginning | 378.4 | 457.7 |
| Change in cash flows | 265.5 | -79.3 |
| Liquid funds, at end ** | 643.9 | 378.4 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Employee benefits | 14.5 | 15.1 |
| Fair value changes in derivatives | -0.3 | -34.0 |
| Other adjustments | 19.1 | -0.6 |
| Total | 33.4 | -19.6 |
Other adjustments mainly include changes in maintenance and other provisions.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Other financial assets | 833.0 | 727.9 |
| Cash and cash equivalents | 150.2 | 69.4 |
| Liquid funds in balance sheet | 983.2 | 797.3 |
| Maturing after more than three months | -339.2 | -418.9 |
| Total | 643.9 | 378.4 |
Changes in liabilities arising from financing activities, including both changes arising from cash flows and non-cash changes, are disclosed in the note 3.3 Financial liabilities.
Finnair's liquidity improved despite heavy investments and the cash funds at year-end amounted to 983.2 million euros (797.3). Strong cash position was boosted by strengthened operating cash flow driven by profit improvement, one sale-and-leaseback of A350 and issuance of a new 200-million euro senior unsecured bond. Finnair redeemed 85 million euros of its existing bond and purchased three new A350 aircraft to its own balance sheet.
| EUR mill. | Share capital |
Other restricted funds |
Hedging reserve and other OCI items |
Unrestricted equity funds |
Retained earnings |
Hybrid bond |
Equity total |
|---|---|---|---|---|---|---|---|
| Equity 31 Dec 2016 | 75.4 | 168.1 | 33.9 | 248.6 | 132.8 | 198.2 | 857.0 |
| Change in accounting principles (IFRS 9) | 15.2 | -16.1 | -0.9 | ||||
| Equity 1 Jan 2017 | 75.4 | 168.1 | 49.0 | 248.6 | 116.6 | 198.2 | 856.1 |
| Result for the financial year | 169.4 | 169.4 | |||||
| Change in fair value of hedging instruments | -14.8 | -14.8 | |||||
| Actuarial gains and losses from defined benefit plans | 28.7 | 28.7 | |||||
| Comprehensive income for the financial year | 0.0 | 0.0 | 14.0 | 0.0 | 169.4 | 0.0 | 183.4 |
| Hybrid bond interests and expenses | -12.6 | -12.6 | |||||
| Dividend | -12.8 | -12.8 | |||||
| Share-based payments | 1.6 | 1.6 | |||||
| Equity 31 Dec 2017 | 75.4 | 168.1 | 63.0 | 250.3 | 260.7 | 198.2 | 1,015.7 |
| Hedging reserve | |||||||
|---|---|---|---|---|---|---|---|
| Share | Other | and other | Unrestricted | Retained | Hybrid | Equity | |
| EUR mill. | capital | restricted funds | OCI items | equity funds | earnings | bond | total |
| Equity 1 Jan 2016 | 75.4 | 168.1 | -67.9 | 248.1 | 67.6 | 236.2 | 727.5 |
| Result for the financial year | 85.1 | 85.1 | |||||
| Change in fair value of hedging instruments | 116.2 | 116.2 | |||||
| Actuarial gains and losses from defined benefit plans | -14.4 | -14.4 | |||||
| Comprehensive income for the financial year | 0.0 | 0.0 | 101.7 | 0.0 | 85.1 | 0.0 | 186.9 |
| Hybrid bond repayments | -38.3 | -38.3 | |||||
| Hybrid bond interests and expenses | -15.7 | 0.3 | -15.3 | ||||
| Purchase of own shares | -4.3 | -4.3 | |||||
| Share-based payments | 0.6 | 0.6 | |||||
| Equity 31 Dec 2016 | 75.4 | 168.1 | 33.9 | 248.6 | 132.8 | 198.2 | 857.0 |
During 2016, Finnair repaid the old hybrid bond of 38.3 million euros issued in 2012.
Finnair's equity strengthened during the period from 857 million euro to 1,016 million euro primarily due to the profit for the period (169.4).
Retained earnings was adjusted due to implementation of IFRS 9 Financial instruments -standard. Under IFRS 9, Finnair can apply hedge accounting more widely. Due to the change, fair value changes of derivatives previously excluded from hedge accounting were reclassified from retained earnings to hedging reserve.
Finnair describes the accounting principles in conjunction with each note in the aim of providing enhanced understanding of each accounting area. Basis of preparation is described as part of this note (accounting principles), while the ones more directly related to a specific note are attached to the corresponding note. The Group focuses on describing the accounting choices made within the framework of the prevailing IFRS policy and avoids repeating the actual text of the standard, unless Finnair considers it particularly important to the understanding of the note's content. Refer to the table below to see which notes, accounting principles and IFRS standards are related.
| Accounting principle | Note | Nr. | IFRS |
|---|---|---|---|
| Segment reporting | Segment information | 1.1 | IFRS 8 |
| Revenue recognition, other income and trade receivables |
Operating income | 1.2 | IAS 18, IFRS 9, IFRS 7 |
| Provisions and contingent liabilities | Provisions | 1.3.5 | IAS 37 |
| Employee benefits and share-based payments Employee benefits | 1.3.7 | IAS 19, IFRS 2 | |
| Pensions | Pensions | 1.3.7.2 | IAS 19 |
| Tangible assets | Tangible assets | 2.1 | IAS 16, IAS 36 |
| Operating and finance lease arrangements | Leasing arrangements | 2.2 | IAS 17 |
| Intangible assets | Intangible assets | 2.3 | IAS 38 |
| Interest income and expenses | Financial income and expenses | 3.1 | IFRS 7, IAS 18, IAS 32 |
| Financial assets and impairment of financial assets |
Financial assets | 3.2 | IFRS 9, IFRS 7 |
| Cash and cash equivalents | Financial assets | 3.2 | IFRS 9, IFRS 7 |
| Financial liabilities | Financial liabilities | 3.3 | IFRS 9, IFRS 7 |
| Derivative contracts and hedge accounting | Derivatives | 3.8 | IFRS 9, IFRS 7 |
| Equity, dividend and treasury shares | Equity-related information | 3.9 | IAS 32, IAS 33 |
| Consolidation principles of subsidiaries | Subsidiaries | 4.2 | IFRS 10 |
| Non-controlling interests and transactions with non-controlling interests |
Subsidiaries | 4.2 | IFRS 10 |
| Investments in associates and joint ventures | Investments in associates and joint ventures | 4.4 | IFRS 11 |
| Assets held for sale | Assets and liabilities held for sale | 4.5 | IFRS 5 |
| Income and deferred taxes | Income taxes | 5.1 | IAS 12 |
The Finnair Group engages in worldwide air transport operations and supporting services. The Group's parent company is Finnair Plc, which is domiciled in Helsinki at the registered address Tietotie 9, Vantaa. The parent company is listed on the NAS-DAQ OMX Helsinki Stock Exchange. The Board of Directors of Finnair Plc has approved these financial statements for publication at its meeting on 15 February 2018. Under Finland's Limited Liability Companies Act, shareholders have the option to accept, change or reject the financial statements in the Annual General meeting of the shareholders, which will be held after the publication of the financial statements.
Finnair Plc's consolidated financial statements for 2017 have been prepared according to the International Financial Reporting Standards (IFRS) and IFRIC interpretations in effect on 31 December 2017 and as adopted by the European Union. The notes to the consolidated financial statements also comply with Finnish accounting and corporate law. New and amended standards applied in 2017 and future periods are described in the Note 4.7 Application of new and amended IFRS standards and IFRIC interpretations.
The 2017 consolidated financial statements have been prepared based on original acquisition costs, except for financial assets recognised through profit and loss at fair value, financial assets available-for-sale, and derivative contracts, which have been measured at fair value. Financial statement data is presented in millions of euros, rounded to the nearest one hundred thousand euro. This means that the sum of the individual figures may differ from the total shown.
IAS 1 Presentation of Financial Statements standard does not define 'operating result'. The Group has defined it as net amount of operating income and expenses, including revenue and other operating income, less operating expenses, such as employee benefits, fuel costs, maintenance expenses, lease payments for aircraft and depreciations. Exchange rate differences and realised changes in fair values of derivatives are included in operating result if they arise from items related to business operations; otherwise they are recognised in financial items. Operating result excludes financial items, share of results from associates and joint ventures and income taxes.
Consolidated income statement includes, in addition to operating result, comparable operating result and EBITDAR which are presented to better reflect the Group's business performance when comparing results to previous periods. Comparable operating result does not include capital gains and losses, changes in the value of foreign currency denominated fleet maintenance reserves, changes in the unrealised fair value of derivatives or restructuring costs. Comparable EBITDAR is a common measure in airline business which aims to reflect comparable operating result excluding capital cost, independent of whether aircraft are owned or leased. Therefore, comparable EBITDAR is calculated by excluding depreciations and operating lease payments for aircraft from comparable operating result.
In Consolidated balance sheet, assets and liabilities are classified as current when they are expected to realise within 12 months or when they are classified as liquid funds or financial assets or liabilities classified at fair value through profit or loss. Other assets and liabilities are classified as non-current assets or liabilities. Interest-bearing liabilities include bonds, loans taken for aircraft financing (JOLCO-loans), bank loans, finance lease liabilities, commercial papers and loans from internal bank ("huoltokonttori"). Interest-bearing net debt is the net amount of interest-bearing assets and liabilities and cross-currency interest rate swaps that are used for hedging the currency and interest rate risk of interest-bearing loans.
Finnair uses alternative performance measures referred to in the European Securities Markets Authority (ESMA) Guidelines on Alternative Performance Measures to describe its operational and financial performance, to provide a comparable view of its business and to enable better comparability relative to its industry peers. The alternative performance measures do not replace IFRS indicators. Finnair's main alternative performance measures are comparable operating result and EBITDAR (defined above) and adjusted net debt and gearing. Comparable operating result is reconciled in the note 1.3.6 Items excluded from comparable operating result. Adjusted gearing is used to measure Finnair's indebtedness. In addition to interest-bearing loans, adjusted gearing also takes into account off-balance sheet lease commitments to better reflect Finnair's financial position. Finnair reconciles the calculation of interest-bearing net debt and adjusted gearing by giving additional information to the balance sheet.
The preparation of financial statements in accordance with IFRS standards requires Group management to make certain estimates and judgements in applying the accounting principles. Information about the judgement exercised by management in applying the Group's accounting principles and the areas where estimates and judgements have biggest impact in the financial statements are presented in the following paragraph Critical accounting estimates and sources of uncertainty.
The preparation of financial statements requires the use of estimates and assumptions relating to the future, and the actual outcome may differ from the estimates and assumptions made. In addition, discretion has to be exercised in applying the accounting principles of the financial statements. Estimates are based on management's best estimate at the balance sheet date. Changes in estimates and assumptions effect the financial statements in the period the changes occur, and in all the subsequent financial periods.
The identified main critical estimates and sources of uncertainty are presented in connection to the items considered to be affected, attached to the corresponding note. The table below shows where to find more information about those presentations.
| Finnair Plus Customer Loyalty Program | 1.2 | Operating income |
|---|---|---|
| Maintenance reserves of the fleet | 1.3.5 | Provisions |
| Pension obligations | 1.3.7.2 | Pensions |
| Impairment testing | 2.1 | Tangible assets |
| Judgements of classifying lease arrangements | 2.2 | Leasing arrangements |
Operating result include notes related to revenue and operating result from the point of view of income statement and balance sheet.
Operating segments are reported in a manner consistent with the internal reporting provided to the chief operating decision maker. The chief operating decision maker, who is responsible for allocating resources and assessing performance of the operating segments, has been identified as the Group's Executive Board. Segments are defined based on Group's business areas. Group has one business and reporting segment: Airline business.
Finnair Executive Board, defined as the chief operative decision maker according to IFRS 8 Segment reporting, considers the business as one operating segment. Therefore, segment information is not reported.
The revenue by product and geographical area is presented in the note 1.2.1 Revenue by product and traffic area. The division is based on the destination of the Finnair flight. Finnair operates international and domestic routes, but the assets are almost solely owned in Finland. The fleet composes major part of the non-current assets (see note 2.1 Tangible assets). Fleet is owned or leased by Finnair's Finnish subsidiary and the aircraft are operated flexibly across different traffic (geographical) areas. More details about fleet management and ownership can be found in the management report in the section "Fleet".
Finnair transported 11.9 million passengers in 2017. Due to the large number of customers and nature of business, sales to any individual customer is not material compared to Finnair's total revenue.
Revenue and comparable operating result
* Comparable operating result -% * Comparable operating result -%
Operating income section includes both income statement and balance sheet notes that relate to revenue. The aim is to provide more coherent picture of income related items effecting Finnair's result and financial position. Trade receivables and deferred income containing mainly prepaid flight tickets and travel tour services are presented in connection with this section, because those are an essential part in revenue recognition.
Revenue is recognised when goods or services are delivered. Revenue is measured at fair value of the consideration received or receivable, net of discounts and indirect taxes.
Passenger revenue includes sale of flight tickets, and is recognised as revenue when the flight is flown in accordance with the flight traffic program. Unused tickets are recognised as revenue when the ticket expires and Finnair has no obligation to return the consideration to customer.
Passenger revenue is deducted with the costs resulting from Finnair Plus' Customer Loyalty Program. Finnair loyalty customers can earn Finnair Plus Points from tickets or services purchased, and use the earned points to buy services and products offered by Finnair or its cooperation partners. The points earned are fair valued according to IFRIC 13, and recognised as a decrease of revenue and debt at the time when the points-earning event (for example, flight is flown) is recognised as revenue. Fair value is measured by taking into account the fair value of those awards that can be purchased with the points and the customer selection between different awards based on historical customer behaviour. In addition, the fair valuation takes into account the expiring of the points. The debt is derecognised when the points are used to buy a service or a good (awards).
Ancillary revenue includes sale of ticket related services, like advance seat reservations, additional baggage fees as well as different service fees, and sale of goods in the aircraft. The service revenue is recognised when the service has been performed and the sale of goods when the goods are delivered to the customer.
Cargo revenue is recognised when the cargo has been delivered to the customer.
Tour operations revenue includes sale of travel packages and is recognised as revenue at the date of the departure.
Finnair Group recognises impairment provisions based on lifetime expected credit losses from trade receivables in accordance with IFRS 9. Finnair has chosen to apply a simplified credit loss matrix for trade receivables as trade receivables do not have a significant financing component. Accordingly, the credit loss allowance is measured at an amount equal to the lifetime expected credit losses. The expected credit loss model is forward-looking, and expected default rates are based on historical realised credit losses. The lifetime expected credit loss allowance is calculated using the gross carrying amount of outstanding trade receivables in each aging bucket and an expected default rate. The changes in expected credit losses are recognised in other operating expenses.
Valuation and revenue recognition related to Finnair Plus debt requires management judgment especially related to fair valuation of points and timing of revenue recognition related to points expected to expire. The fair value of the point is defined by allocating the point to award selection based on historical behaviour of customers, after which the fair value of each award is defined. The liability is calculated by taking the total amount of points earned by customers, decreased with the expected expiring of the points. These points are then fair valued as described above, and the result is recognised as liability at balance sheet.
| EUR mill. | Asia | North Atlantic |
Europe | Domestic | Unallocated | Total | Share, % of revenue by product |
|---|---|---|---|---|---|---|---|
| Passenger revenue | 881.7 | 118.8 | 839.0 | 174.1 | 7.2 | 2,020.8 | 78.7 |
| Ancillary and retail revenue | 34.9 | 5.6 | 41.4 | 4.4 | 58.3 | 144.6 | 5.6 |
| Cargo | 147.1 | 10.9 | 31.0 | 1.8 | 6.5 | 197.4 | 7.7 |
| Travel services | 34.7 | 13.0 | 159.3 | 0.5 | -1.9 | 205.6 | 8.0 |
| Total | 1,098.4 | 148.3 | 1,070.7 | 180.8 | 70.2 | 2,568.4 | |
| Share, % of revenue by traffic area |
42.8 | 5.8 | 41.7 | 7.0 | 2.7 |
The division of revenue by traffic area is based on the destination of the Finnair flight. At the end of 2016 Finnair sold a travel agency and a subsidiary, SMT Oy, after which Finnair does not have any travel agency operations.
2016
| EUR mill. | Asia | North Atlantic |
Europe | Domestic | Unallocated | Total | Share, % of revenue by product |
|---|---|---|---|---|---|---|---|
| Passenger revenue | 739.5 | 115.7 | 761.0 | 165.1 | 34.9 | 1'816.1 | 78.4 |
| Ancillary and retail revenue | 27.5 | 4.6 | 35.8 | 3.5 | 54.1 | 125.5 | 5.4 |
| Cargo | 134.5 | 11.1 | 15.8 | 4.0 | 8.4 | 173.8 | 7.5 |
| Travel services | 35.5 | 11.4 | 139.2 | 0.5 | 1.0 | 187.5 | 8.1 |
| Travel agencies | 13.8 | 13.8 | 0.6 | ||||
| Total | 937.0 | 142.7 | 951.8 | 173.0 | 112.2 | 2'316.8 | |
| Share, % of revenue by traffic area |
40.4 | 6.2 | 41.1 | 7.5 | 4.8 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| EUR | 1,404.8 | 1,308.0 |
| JPY | 245.5 | 202.0 |
| CNY | 181.9 | 158.5 |
| USD | 105.3 | 101.6 |
| SEK | 104.8 | 123.4 |
| KRW | 80.7 | 63.5 |
| Other currencies | 445.4 | 359.6 |
| Total | 2,568.4 | 2,316.8 |
Hedging policies of currency are described in the note 3.5 Management of financial risks.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Trade receivables | 225.0 | 98.6 |
| Prepaid expenses, accrued income and other receivables total | 94.8 | 113.4 |
| Accrued income | 43.6 | 55.8 |
| Employee benefit related receivables | 7.5 | 5.0 |
| Prepaid aircraft operating leases | 5.8 | 6.6 |
| VAT receivables | 3.2 | 4.2 |
| Interest and other financial items | 1.0 | 5.7 |
| Other items | 33.7 | 36.1 |
| Total | 319.8 | 211.9 |
The fair value of trade receivables do not materially differ from balance sheet value. Trade receivables have increased mainly due to four Airbus A340 aircraft, which were redelivered to Airbus during 2017 in accordance with a previous agreement. The remaining payment from this transaction, approximately 100 million euros, will be received in 2018.
| 2016 | ||||
|---|---|---|---|---|
| Aging analysis of trade receivables | Trade receivables, EUR mill. |
Probability of not collecting, % |
Expected uncollectible, EUR mill. |
EUR mill. |
| Not overdue | 215.1 | 0.4 % | 0.8 | 91.3 |
| Overdue less than 60 days | 5.5 | 1.4 % | 0.1 | 5.6 |
| Overdue more than 60 days | 4.5 | 2.5 % | 0.1 | 1.7 |
| Total | 225.0 | 0.4 % | 1.0 | 98.6 |
The Group has recognised total 1.2 million euros (1.3) of credit losses from trade receivables during the financial year. Trade receivables do not contain significant credit risk because of diversity in customer basis. The maximum exposure to credit risk at the reporting date is the carrying amount of trade receivables. The Group does not hold any collateral as security related to trade receivables.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| EUR | 74.1 | 60.5 |
| USD | 107.7 | 5.5 |
| JPY | 6.2 | 5.1 |
| CNY | 5.3 | 4.3 |
| SEK | 4.2 | 3,3 |
| KRW | 2.8 | 2,0 |
| Other currencies | 24.6 | 17,8 |
| Total | 225.0 | 98.6 |
Revenue by product Revenue by product Revenue by traffic area Revenue by traffic area
* Revenue of travel agencies has decreased due to sale of subsidiaries in 2015 and 2016. After October 2016 Finnair does * Revenue of travel agencies has decreased due to sale of * Revenue of travel agencies have decreased due to sale of subsidiaries. Finnair does not have any travel agency operations after these disposals.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Deferred revenue on ticket sales | 385.2 | 348.5 |
| Loyalty program Finnair Plus | 40.6 | 33.4 |
| Advances received for tour operations | 36.0 | 30.4 |
| Other items | 13.5 | 12.4 |
| Total | 475.3 | 424.6 |
Deferred income and advances received includes prepaid, yet unflown flight tickets and package tours, whose departure date is in the future. Finnair Plus liability is related to Finnair's customer loyalty program, and equals to the fair value of the earned unused Finnair Plus points.
Operating expenses section includes the income statement and balance sheet notes related to operating expenses, aiming to provide better overview of business operations and related expenses. Maintenance provisions of leased aircraft that inherently relate to aircraft overhaul costs are included in this operating expenses section. Accrued expenses, like liabilities related to jet fuel and traffic charges, are also presented in this section. All the income statement and balance sheet items related to employee benefits are also presented at the end of this section as a separate note. Employee benefits include the different forms of benefits, like share-based payments and pensions as well as their effect to staff costs and balance sheet, as well as information on management remuneration.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| EUR | 1 414.0 | 1 270.4 |
| USD | 878.1 | 892.7 |
| Other currencies | 183.0 | 173.9 |
| Total | 2 475.0 | 2 337.1 |
Hedging policies of currency are described in the note 3.5 Management of financial risks.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Leasing payments for cargo capacity | 9.9 | 10.3 |
| Payments for purchase traffic and wet leases | 113.0 | 123.2 |
| Office and other rents | 35.0 | 34.0 |
| Other rents total (included in operational EBITDAR) | 157.9 | 167.4 |
| Lease payments for aircraft (dry leases) | 136.6 | 109.5 |
| Total | 294.6 | 276.9 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| IT expenses and booking fees | 112.7 | 107.5 |
| Realised currency hedging | 0.0 | -13.8 |
| Other items | 172.4 | 172.9 |
| Total | 285.1 | 266.6 |
Currency hedging of operating cash flow, which was previously excluded from hedge accounting, is qualified for hedge accounting according to IFRS 9 adopted in the Group at the beginning of 2017. Therefore realised fair value changes are recognised in revenue and different cost categories from 2017 onwards.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| PricewaterhouseCoopers Oy | ||
| Auditor's fees | 0.3 | 0.2 |
| Tax advising | 0.1 | 0.1 |
| Other fees | 0.3 | 0.2 |
| Total | 0.7 | 0.5 |
PricewaterhouseCoopers Oy has provided non-audit services to entities of Finnair Group in total 380 000 euros during the financial year 2017. These services included auditors's statements (62 000 euros) and other services (318 000 euros).
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Jet fuels and traffic charges | 74.7 | 67.8 |
| Liabilities for tour operations | 13.2 | 11.2 |
| Aircraft materials and overhaul | 8.2 | 15.3 |
| Interest and other financial items | 8.2 | 5.4 |
| Other items | 69.2 | 61.5 |
| Total | 173.4 | 161.1 |
Other items consists of several items, none of which are individually significant.
Staff costs, change 17% Fuel costs, change -4% Other rents, change -6% Aircraft materials and overhaul, change 13% Traffic charges, change 1%
Ground handling and catering expenses, change -3%
Expenses for tour operations, change 14% Sales and marketing expenses, change 12% Other expenses, change 7% Lease payments for aircraft, change 25%
Depreciation and impairment, change 22%
USD 35% Other currencies 7% EUR 57% USD 35%
Other currencies 7%
Provisions are recognised when the Group has a present legal or constructive obligation as the result of a past event, the fulfilment of the payment obligation is probable, and a reliable estimate of the amount of the obligation can be made. The amount to be recognised as provision corresponds to the management's best estimate of the expenses that will be necessary to meet the obligation at the end of the reporting period.
The Group is obliged to return leased aircraft and their engines according to the redelivery condition set in the lease agreement. If at the time of redelivery, the condition of the aircraft and its engines differs from the agreed redelivery condition, Finnair needs to either maintain the aircraft so that it meets the agreed redelivery condition or settle the difference in cash to the lessor. To fulfil these maintenance obligations, the Group has recognised airframe heavy maintenance, engine performance maintenance and engine life limited part provisions. The provision is defined as the difference between the current condition and redelivery condition of these maintenance components. The provision is accrued based on flight hours flown until the next maintenance event or the redelivery and recognised in the aircraft overhaul costs in the income statement. The provision is reversed at the maintenance event or redelivery. The price for the flight hour depends on the market price development of the maintenance costs. Estimated future cash flows are discounted to the present value. The maintenance market prices are mainly denominated in US dollars, which is why the amount of maintenance provision changes due to currency fluctuation of the dollar. The unrealised changes in currencies are recognised in items affecting comparability in the Fair value changes in derivatives and changes in exchange rates of fleet overhauls.
Restructuring provisions are recognised when the Group has prepared a detailed restructuring plan and has begun to implement the plan or has announced it.
The measurement of aircraft maintenance provision requires management judgement especially related to timing of maintenance events and valuation of maintenance costs occurring in the future. The future maintenance costs and their timing are dependent on, for example, how future traffic plans actually realise, market price development of maintenance costs and the actual condition of the aircraft at the time of maintenance event.
| EUR mill. | Aircraft maintenance provision |
Other provisions |
2017 | Aircraft maintenance provision |
Other provisions |
2016 |
|---|---|---|---|---|---|---|
| Provision at the beginning of period | 81.6 | 4.2 | 85.8 | 86.8 | 7.1 | 94.0 |
| Provision for the period | 45.8 | 0.8 | 46.6 | 42.5 | 1.0 | 43.5 |
| Provision used | -20.8 | -2.3 | -23.2 | -50.4 | -3.9 | -54.3 |
| Unwinding of discount | 1.7 | 1.7 | 0.7 | 0.7 | ||
| Exchange rate differences | -10.9 | -10.9 | 2.0 | 2.0 | ||
| Total | 97.3 | 2.7 | 100.0 | 81.6 | 4.2 | 85.8 |
| Of which non-current | 78.0 | 1.0 | 79.0 | 61.5 | 2.1 | 63.6 |
| Of which current | 19.4 | 1.7 | 21.1 | 20.1 | 2.1 | 22.2 |
| Total | 97.3 | 2.7 | 100.0 | 81.6 | 4.2 | 85.8 |
Non-current aircraft maintenance provisions are expected to be used by 2029. Other provisions include items related to group's restructurings.
Comparable operating result aims to provide a comparable view on business development between periods. Therefore, unrealised exchange rate differences of foreign currency denominated aircraft maintenance provisions are not included in the comparable operating result. The maintenance provisions realise during a long period of time in the future, at the time of maintenance event or redelivery of the aircraft. Aircraft overhaul costs are mainly denominated in US dollars. The maintenance provision changes due to fluctuation of US dollar, but the changes are not included in the comparable operating result until the maintenance event or redelivery occurs and the exchange rate differences realise.
Further, unrealised fair value changes of derivatives where hedge accounting is not applied, are not included in the comparable operating result, as the business transactions which they are hedging are recognised to the comparable operating result only when they occur. The treatment of realised gains and losses on these derivatives is described in the note 3.8 Derivatives. After implementing IFRS 9 Financial Instruments -standard in 2017 hedge accounting can be applied more widely and therefore the amount in 2017 is minor.
In addition to above, items affecting comparability are not included in the comparable operating result. These items affecting comparability are divided into three categories: gains and losses on aircraft transactions, gains and losses on other transactions, and restructuring costs. Gains and losses on transactions include sales gains and losses as well as other items that can be considered to be directly related the sale of the asset. For example, a write-down that might occur when an asset is classified as "Assets held for sale" in accordance with IFRS 5, is included in gains and losses on the transactions. Restructuring costs include termination benefits and other costs that directly related to the restructuring of operations.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Unrealised changes in foreign currencies of fleet overhaul provisions | 10.9 | -2.0 |
| Fair value changes of derivatives where hedge accounting is not applied | 0.3 | 34.0 |
| Fair value changes in derivatives and changes in exchange rates of fleet overhauls |
11.1 | 32.0 |
| Gains and losses on aircraft transactions | 41.0 | 26.6 |
| Gains and losses on other transactions | 3.1 | 3.8 |
| Restructuring costs | -0.9 | -1.4 |
| Items affecting comparability | 43.3 | 29.0 |
1.3.7.1 Employee benefit expenses and share-based payments
Finnair provides a number of share-based compensation plans for its employees, under which the Group receives services from employees as consideration for share-based payments. Regarding share-based incentive plans for key personnel and pilots, the awards are paid only if performance criteria set by the Board of Directors is met. Share-based savings plan for employees (FlyShare) requires the employees to remain in Finnair's service for the defined period, but payment does not depend on any performance criteria.
The total expense for share-based payments is recognised over the vesting period, which is the period over which all of the specified vesting conditions are to be satisfied. The portion of the earned reward that the participants receive in shares is accounted for as an equity settled transaction, and the portion of the earned reward settled in cash covering the tax and other charges, is accounted for as cash settled transaction. The equity-settled share awards are valued based on the market price of the Finnair share as of the grant date, and recognised as an employee benefit expense over the vesting period with corresponding entry in the equity. The liability resulting from the cash-settled transactions is measured based on the market price of the Finnair share at the balance sheet date and accrued as an employee benefit expense for service period with corresponding entry in the liabilities until the settlement date.
Termination benefits are payable when employment is terminated by the Group before the normal retirement date, or whenever an employee accepts voluntary redundancy in exchange for these benefits. The Group recognises termination benefits when it is demonstrably committed to a termination. Group is demonstrably committed when it has a detailed formal plan to terminate the employment of current employees without possibility of withdrawal. In the case of an offer made to encourage voluntary redundancy, the termination benefits are measured based on the number of employees expected to accept the offer.
Accounting principles related to pension benefits are described in the note 1.3.7.2 Pensions.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Wages and salaries | 331.0 | 281.2 |
| Pension expenses | 70.1 | 61.0 |
| Defined contribution schemes | 59.2 | 50.6 |
| Defined-benefit schemes | 10.9 | 10.4 |
| Other social expenses | 22.2 | 20.3 |
| Total | 423.3 | 362.5 |
| Staff costs included in items affecting comparability | 0.8 | 1.7 |
| Total staff costs in income statement | 424.2 | 364.2 |
In Finnair, the total salary of personnel consists of fixed pay, allowances, short-and long-term incentives, fringe benefits and other personnel benefits. The total amount of short-term incentives excluding social security costs recognised for 2017 were 12.1 million euro (7.1). In addition, salaries include a special reward of 9.9 million euros (13 million euros including social security costs), related to Finnair's recent turnaround that is to be paid for the personnel.
Items affecting comparability include personnel related restructuring costs of 0.8 million euros (1.7) as agreed in the Group's statutory employer-employee negotiations. Including items affecting comparability, total staff costs amounted to 424.2 million euros (364.2).
Finnair has a Personnel Fund that is owned and controlled by the personnel. A share of Finnair's profits is allocated to the fund. The share of profit allocated to the fund is determined based on the targets set by the Board of Directors. The participants of the performance share plan (LTI) are not members of the Personnel Fund. Personnel Fund is obliged to invest part of the bonus in Finnair Plc's shares. In 2017, the comparable operating result exceeded the limit set by the board of directors. Therefore Finnair has recognised 6.7 million euro to the staff costs and liability, to be transferred to the personnel fund. In 2016 0.5 million euros were allocated to the fund.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Holiday payments | 70.0 | 62.0 |
| Other employee related accrued expenses | 69.2 | 31.4 |
| Liabilities related to employee benefits | 139.2 | 93.4 |
Other employee related accrued expenses mainly include witholding tax and accrued expenses related to social security costs and remunerations. The increase mainly relates to remunerations, such as transfer to personnel fund and extra reward to be paid to personnel. In addition, restructuring provisions related to termination benefits (see note 1.3.5 Provisions) amounted to 2.0 million euros (3.5).
The President and CEO and Executive Board remuneration
| Thousand euros | President and CEO Pekka Vauramo |
Executive Board |
Total 2017 |
President and CEO Pekka Vauramo |
Executive Board |
Total 2016 |
|---|---|---|---|---|---|---|
| Fixed pay | 649 | 1,677 | 2,326 | 649 | 1,687 | 2,336 |
| Short-term incentives | 294 | 809 | 1,103 | 196 | 552 | 748 |
| Fringe benefits | 3 | 73 | 76 | 2 | 79 | 82 |
| Termination benefits | 0 | 0 | 0 | 360 | 360 | |
| Share-based payments | 358 | 988 | 1,347 | 172 | 222 | 394 |
| Pensions (statutory)** | 160 | 444 | 604 | 159 | 410 | 570 |
| Pensions (voluntary, defined contribution) | 124 | 57 | 180 | 124 | 93 | 217 |
| Total | 1,588 | 4,048 | 5,636 | 1,303 | 3,404 | 4,707 |
* Short-term incentives for the financial year 2017 are estimates as at the balance sheet date the final review of targes has not been done. Short-term incentives for 2016 realised as presented in 2016 financial statements.
** Statutory pensions include Finnair's share of the payment to Finnish statutory "Tyel"-pension plan.
Management remuneration is presented on an accrual basis. Share-based payments include LTI-plans and employee share savings plans and are recognised over the vesting period until the end of lock-up period, according to IFRS 2. Therefore the costs accrued and recognised for the financial year include effects from several share-based payment plans independent of when the shares are delivered. Management has not been provided any other long-term incentives in addition to share-based payments.
The voluntary pension plans of the CEO and two members of the Executive Board have been arranged through Finnish pension insurance company. For the CEO, the retirement age is the earliest possible statutory retirement age, and for the two members of the Executive Board it is 63. The plans are defined contribution plans.
More information on share-based payment schemes can be found later in this note and in a separate Remuneration statement. Remuneration statement also includes information on remuneration policies and structures and compensation paid to senior management.
| Compensation paid for board service, EUR |
Total 2017 |
Fixed remuneration |
Meeting compensation |
Fringe benefits |
Total 2016 |
|---|---|---|---|---|---|
| Board of Directors | 375,497 | 249,600 | 106,200 | 19,697 | 422,895 |
| Barrington Colm, from 16 March 2017 onwards | 40,234 | 22,800 | 15,600 | 1,834 | |
| Du Mengmeng, from 16 March 2017 onwards | 44,839 | 22,500 | 19,200 | 3,139 | |
| Friman Maija-Liisa | 52,260 | 33,750 | 9,600 | 8,910 | |
| Itävuori Jussi | 47,412 | 33,750 | 13,200 | 462 | |
| Karvinen Jouko | 72,756 | 54,000 | 15,600 | 3,156 | |
| Mårtensson Jonas, from 16 March 2017 onwards |
33,900 | 22,500 | 11,400 | 0 | |
| Tuominen Jaana | 39,608 | 30,000 | 7,800 | 1,808 | |
| Heinemann Klaus, until 16th of March 2017 | 20,100 | 15,300 | 4,800 | 0 | |
| Kronman Gunvor, until 16th of March 2017 | 9,689 | 7,500 | 1,800 | 389 | |
| Turner Nigel, until 16th of March 2017 | 14,700 | 7,500 | 7,200 | 0 |
The compensation paid to the members of the Board of Directors include annual remuneration and meeting compensation. The members of the Board of Directors are entitled to a compensation for travel expenses in accordance with Finnair's general travel rules. In addition, the members of the Board of Directors and their spouses have a limited right to use staff tickets in accordance with Finnair's staff ticket rules. Under the rules, the Directors and their spouses are entitled to four return or eight one-way tickets on Finnair flights per calendar year in Economy or Business Class. The fare of these tickets is zero, exclusive of any airport taxes, fees and charges, which are payable by the Directors and their spouses. These tickets constitute taxable income in Finland and are reported as fringe benefits in the table above.
The note below provides description and information on effects of the Group's share-based incentive schemes. More information on share-based personnel bonus schemes can be found in Remuneration statement.
Finnair's share based incentive plan is a performance-based, annually commencing long-term incentive (LTI) arrangement, and the commencement of each new plan is subject to a separate decision made by Finnair's Board of Directors. The purpose of these plans is to encourage the management to work to increase long-term shareholder value. The Finnish Government's guidance regarding the remuneration of executive management and key individuals have been taken into consideration when designing the plans.
Plans launched during 2013–2016 are four-six-year share plans and there are four plans ongoing (2013–2015, 2014–2016, 2015–2017, 2016–2018). Each LTI plan contains a three-year performance period which is followed by a restriction period, during which the participant may not sell or transfer the shares received as a reward. The restriction period is three years for the members of Finnair's Executive Board and one year for other participants. In addition, the President and CEO, and members of Finnair's Executive Board are required to accumulate and, once achieved, to maintain, a share ownership in Finnair corresponding to his or her annual base salary as long as he or she holds a position as a member of Finnair's Executive Board.
In 2017, a new LTI arrangement was launched. The first plan from this arrangement covers the years 2017–2019. In the revised structure the annually commencing performance share plans include a three-year performance period like before. The potential share rewards will be delivered to the participants in one tranche after the performance period and they are at the participants' free disposal after delivery. The members of Finnair's Executive Board are expected to accumulate their share ownership in Finnair until it corresponds to their annual gross base salary and thereafter retain it for as long as they are members of the Executive Board.
The potential reward will be delivered in Finnair shares. The shares are delivered to the participants during the year following the performance period. The payout opportunity is defined in the beginning of each plan in relation to the participants annual base salary. For the plans commencing during 2013–2016, the payout opportunity is defined in a fixed euro amount. In the plan commencing in 2017, the payout opportunity is defined as a fixed share amount and therefore changes in the share price during the performance period impacts the value of the payout opportunity. If the performance criteria set for the plan are met at the target level, the incentive paid in Finnair shares to the President and CEO or other member of the Executive Board participating in the plans will be 30% of his or her annual base salary in the plans commencing 2013–2016 and 20% in the plan commencing in 2017. If the performance criteria set for the plan are met at the maximum level, the incentive paid in Finnair shares will be 60% of the participant's annual base salary. The maximum level for incentives for other key personnel is 25–50% of the person's annual base salary.
According to the rules of the 2017–2019 share plan, the maximum combined value of all variable compensation paid to an individual participant in any given calendar year may not exceed 120 per cent of the participant's annual gross base salary. The amounts of shares paid are stated before tax. The number of shares delivered will be deducted by an amount corresponding to the income tax and transfer tax payable for the incentive at the time of payment.
The performance criteria applied to the plans 2014–2016, 2015–2017 and 2016–2018 are Return on Capital Employed (ROCE, 50% weight) and Total Shareholder Return (TSR, 50 % weight). The performance criteria applied to the plan 2017–2019 are earnings per share (EPS, 50% weight) and revenue growth (50% weight). The target levels and maximum levels set for the criteria are based on the long-term strategic objectives set by the company's Board of Directors. Criteria are monitored against the performance on a quarterly basis. The performance criteria of the plan for 2014–2016 were met at 118% level while the target was at 100% and the maximum earning level at 200%. In the comparison period, the performance criteria applied to the 2013–2015 plan was met at 54% level.
The total expense for the share-based payments is recognised over the vesting period, which is 4–6 years in the plans commencing 2013–2016 and 3 years in the plan commencing 2017. For the plans commencing 2013–2016, the compensation is
Lock-up period
Lock-up period for Executive Board
Share delivery
measured during performance period in cash, and only after performance period at grant date translated into shares. Therefore the whole cost effect is recognised as debt until the end of performance period (grant date), and the debt is divided into equity settled and cash settled part only at grant date. At the same time, the equity settled part is recognised in equity. In the 2017–2019 plan the grant date is at the beginning of performance period and the compensation is measured in shares. The expense recognised for 2017 amounted to 3.1 million euros (1.2).
| 2013–2015 2014–2016 2015–2017 2016–2018 | 2017–2019 | Total | ||||
|---|---|---|---|---|---|---|
| Maximum earning, million euros | 3.4 | 2.5 | 2.8 | 3.3 | 7.9* | 19.8 |
| Maximum earning, million shares | 0.3 | 0.2 | 0.2 | 0.3 | 0.6* | 1.5 |
| Target earning, million euros | 1.7 | 1.2 | 1.4 | 1.6 | 3.2 | 9.1 |
| Target earning, million shares | 0.1 | 0.1 | 0.1 | 0.1 | 0.2 | 0.7 |
| Expenses recognised for the financial year, LTI's otal (million euros) |
0.1 | -0.1 | 0.7 | 0.7 | 1.7 | 3.1 |
| of which share-settled (recognised as debt until grant date for plans beginning between 2013–2016) |
0.3 | 0.3 | 0.4 | 1.0 | ||
| of which cash-settled | -0.1 | 0.5 | 0.4 | 1.3 | 2.1 | |
| Liability related to LTI's at closing the date | 0.0 | 0.7 | 0.5 | 1.3 | 2.5 | |
| Shares granted, million shares** | 0.3 | 0.6 | 0.9 |
* Maximum earnings for 2017-2019 plan are capped at 120% of participants' annual base salary.
**At the end of the performance period of 2014–2016 plan, the vested euros were translated into shares, and granted and delivered. In 2017–2019 program shares are earned during vesting period, from the beginning of the program.
Finnair offers an annually commencing share savings plan for its employees. Commencing of each plan is subject to the decision of Finnair's Board of Directors. First plan commenced in 2013, and for the time being there are three plans ongoing. The objective of the plan is to encourage employees to become shareholders in the company, and to thereby strengthen the employees' interest in the development of Finnair's shareholder value and reward them in the long-term.
Each plan consists of one year savings period followed by two year lock-up period. Through the plan, each eligible Finnair employee is offered the opportunity to save part of his or her salary to be invested in Finnair shares. The maximum monthly savings are 8 per cent and the minimum 2 per cent of each participant's gross base salary per month. Shares are purchased with the accumulated savings at the market price quarterly, after the release of Finnair's interim reports.
Finnair awards 20 bonus shares to each employee that participates in the plan for the first time, and continues savings at least the first three months of the plan. The bonus shares are delivered in October each year, and the effect is recognised as expense for the period. The plan lasts for three years, and Finnair awards each participating employee with one share for each two shares purchased and held at the end of three-year period. The awarded bonus and additional shares are taxable income for the recipient. The cost related to additional shares delivered is recognised as expense during vesting period.
| million euros | 2017 | 2016 |
|---|---|---|
| Total Income statement effect of share-based payments | 1.6 | 0.9 |
| of which, share-settled | 0.5 | 0.7 |
| of which, cash-settled | 1.1 | 0.1 |
| Liabiltity related to share-based payments at the closing date | 1.3 | 1.0 |
= Accounting principles = Critical accounting estimates
The Finnair Board of Directors approved in 2014 a long-term incentive plan for Finnair pilots as part of the savings agreement between Finnair and the Finnish Air Line Pilots' Association (SLL). The plan period is 2015–2018 and the prerequisite for rewarding pilots based on this plan is the materialisation of the agreed cost savings over this time period. In addition, the company share price must at least be 4 euros at the end of the incentive plan. If these conditions are met, the pilots are entitled to a cash payment based on the Finnair share price. The total reward to pilots amounts to 12 million euros if the share price is 4 euros or a maximum of 24 million euros, if the share price reaches at least 8 euros. Finnair has hedged against the additional cost effects above the 4 euro share price with a market-based call option.
The plan is considered as cash-settled share-based arrangement. The cost effects are accrued over the vesting period from grant date onwards (2014–2018), and the corresponding liability is fair valued at each reporting date. The 2017 closing rate of Finnair's share (12.82 euro) was above the minimum required level (4 euro). The liability accrued by the end of 2017 amounted to 17.5 million euro (6.1). Finnair has hedged against the cost effects above 4 euro share price. The cost recognised in comparable operating result for 2017, net of hedging effects, amounted to 2.9 million euro (2.9).
Pension plans are classified as defined benefit and defined contribution plans. Payments made into defined contribution pension plans are recognised in the income statement in the period to which the payment applies. Typically defined benefit plans define an amount of pension benefit that an employee will receive on retirement, usually dependent on one or more factors such as age, years of service and compensation. Current service cost is the present value of the post employment benefit, which is earned by the employees during the year and it is recognised as staff cost. The liability recognised in the balance sheet in respect of defined pension plans is the present value of the defined benefit obligation at the end of the reporting period less the fair value of plan assets. The defined benefit obligation is calculated annually by independent actuaries using the projected unit credit method. The present value of the defined benefit obligations is determined by discounting the estimated future cash flows using interest rates of high-quality corporate bonds that are denominated in the currency in which the benefits will be paid, and that have terms to maturity approximating to the terms of the related pension obligation. Actuarial gains and losses arising from experience adjustments and changes in actuarial assumptions are charged or credited to equity in other comprehensive income in the period in which they arise.
The present value of the pension obligations depends on a number of factors that are determined on an actuarial basis using a number of assumptions. Any changes in these assumptions will impact the carrying amount of pension obligations. The note below includes a description of exposure to most significant risks and a sensitivity analysis on impacts of changes in actuarial assumptions.
The statutory pension cover of the employees of the Group's Finnish companies has been arranged in a Finnish pension insurance company. The statutory pension cover is a defined-contribution plan. The Group's foreign sales offices and subsidiaries have various defined contribution plans that comply with local rules and practices. The voluntary pension plans of CEO and two members of the Executive Board are arranged in a pension insurance company. The retirement age of the CEO is the earliest possible statutory retirement age, and for the two members it is 63 years. These pension schemes are defined-contribution schemes. Other (voluntary) pension cover of the Group's domestic companies has been arranged mainly through Finnair Plc's Pension Fund, in which the pension schemes are defined-benefit plans. These pension plans cover old age pensions, occupational disability and survivors' pensions. The pension fund is fully funded in accordance with the provisions of Finnish law. 700 Finnair pilots have, in addition to voluntary pension arranged in Finnair Pension Fund, special defined-benefit pension scheme. This scheme applies only to pilots who work older than 58 years of age. Voluntary pensions of pilots recruited in 2015 or later are defined contribution schemes arranged through Finnish insurance company, except for the occupational disability benefit, which is a defined benefit plan arranged through the Finnair Pension Fund.
Volatility of plan assets: Some of the plan assets are invested in equities which causes volatility but is in the long run expected to provide higher returns than corporate bonds. The discount rate of plan obligations is defined based on the interest rates of corporate bonds.
Changes in bond yield: A decrease in corporate bond yields increases plan obligations due to the fact that the pension obligation is discounted to net present value with a rate that is based on corporate bond rates. This increase in plan obligations is partially mitigated by a corresponding increase in the value of corporate bonds in plan assets.
Life expectancy: The most significant part of the provided pension benefits relate to old age pensions. Therefore, an increase in life expectancy rate results in an increase of plan obligations.
Inflation risk: Pension obligations are linked to inflation which is why higher inflation leads to increased obligations. As only some of the plan assets increase with inflation, an increase in inflation will likely decrease the solvency of the pension plan.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Items recognised in the income statement | ||
| Current service costs | 9.9 | 9.7 |
| Past service cost | 1.0 | 0.7 |
| Service cost total, recognised in staff costs | 10.9 | 10.4 |
| The defined benefits related to acquisitions or disposals, net* | 0.2 | -0.6 |
| Net interest expenses | 0.5 | 0.1 |
| Total included in the income statement | 11.6 | 9.8 |
| Experience adjustment on plan obligation | -2.9 | 1.6 |
|---|---|---|
| Changes is financial actuarial assumptions | 6.8 | 19.1 |
| Net return on plan assets | -39.8 | -2.7 |
| Amounts recongnised trhough other comprehensive income total | -35.9 | 18.1 |
| Number of persons involved, pension fund | 4,689 | 4,732 |
Other defined benefit plans, persons involved 34 21
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Present value of funded obligations | 442.0 | 438.9 |
| Fair value of plan assets | -435.6 | -407.0 |
| Net defined benefit liability | 6.4 | 31.9 |
* Recognised in Items affecting comparability as gain or loss on sales or acquisition.
The net defined benefit liability in 2017 includes 4.1 million euro (29.7) related to defined benefit plans insured through the pension fund and 2.3 million euro (2.2) related to other defined benefit plans. In 2017, the pension obligation decreased mainly due to gains on plan assets. These positive returns on investment are included in the amount recognised through other comprehensive income as actuarial gains and losses. The amendment to the Finnish employee pension legislation, passed by Finnish Parliament in November 2015 and effective from 2017 onwards, did not have an effect to Finnair defined benefit plans and supplementary pensions.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Fair value of pension obligations at 1 January | 438.9 | 426.3 |
| Current service costs | 9.9 | 9.7 |
| Past service cost | 1.0 | 0.7 |
| Interest expense | 6.5 | 8.3 |
| Acquisitions and disposals* | 0.8 | -7.2 |
| Expense recognised in income statement | 18.2 | 11.4 |
| Changes in actuarial assumptions | 6.8 | 19.1 |
| Experience adjustment on plan obligation | -2.9 | 1.6 |
| Remeasurements recognised through OCI | 3.9 | 20.7 |
| Benefits paid | -18.9 | -19.7 |
| Net present value of pension obligations | 442.0 | 438.9 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Fair value of plan assets at 1 January | 407.0 | 422.0 |
| Interest income | 6.0 | 8.2 |
| Acquisitions and disposals* | 0.6 | -6.6 |
| Items recognised through profit and loss | 6.6 | 1.6 |
| Acturial gain (loss) on plan assets | 39.8 | 2.7 |
| Items recognised through OCI | 39.8 | 2.7 |
| Contributions paid | 1.0 | 0.4 |
| Benefits paid | -18.9 | -19.7 |
| Fair value of plan assets at 31 December | 435.6 | 407.0 |
*In 2017 Finnair acquired a new subsidiary, Finnair Kitchen Oy. The net liability related to defined pension plan was recognised as part of the gain related to items affecting comparability. In 2016 Finnair sold its subsidiary SMT Oy. The difference between amount of assets and liabilities transferred, 0.6 million euro, was recognised as adjustment of the sales gain and was included in the items affecting comparability.
| % | 2017 | 2016 |
|---|---|---|
| Listed shares | 22.2 | 21.0 |
| Debt instruments | 53.3 | 53.0 |
| Property | 17.8 | 18.4 |
| Other | 6.7 | 7.6 |
| Total | 100.0 | 100.0 |
Plan assets of the pension fund include Finnair Plc shares with a fair value of 1.8 million euros (0.6) and buildings used by the Group with a fair value of 19.7 million euros (2.0).
| 2017 | 2016 | |
|---|---|---|
| Discount rate % | 1.53% | 1.52% |
| Inflation % | 1.32% | 1.12% |
| Annual rate of future salary increases % | 1.47% | 1.70% |
| Future pension increases % | 1.62% | 1.36% |
| Estimated remaining years of service | 10 | 11 |
Sensitivity analysis describes the effect of change in actuarial assumptions to net defined benefit obligation. The analyses are based on a change in an assumption while holding all other assumptions constant. The method used is the same as that which has been applied when measuring the defined benefit obligation recognised in the balance sheet.
| Actuarial assumption | Change in assumption |
Impact when increase in assumption, EUR mill. |
% | Impact when decrease in assumption, EUR mill. |
% |
|---|---|---|---|---|---|
| Discount rate % | 0.25% | -15.7 | -3.6% | 16.7 | 3.8% |
| Annual rate of future salary increases % | 0.25% | 5.1 | 3.8% | -4.0 | -0.9% |
| Future pension increases % | 0.25% | 11.4 | 2.6% | -10.8 | -2.5% |
| Life expectancy at birth | 1 year | 13.7 | 3.1% | -14.5 | 3.3% |
According to Finnish legislation, pension fund needs to be fully funded. Expected contribution payments for the future five years are approximately 48 million euros. The amount of payments depends on future returns on plan assets.
The duration of defined benefit obligation is 15 years. The duration is calculated by using discount rate of 1.53 %.
Aircraft and other intangible and tangible assets, and leasing arrangements include particularly notes related to aircraft fleet. Notes related to the aircraft operated by the Group, both owned and leased aircraft under different kind of lease arrangements as well as aircraft classified as held for sale, are combined in this section so that the general view of the fleet would be easier to perceive.
The assets owned and leased by Finnair consist mostly of aircraft operated by Finnair and Norra. Approximately half of the fleet operated is owned by Finnair. More detailed information regarding owned aircraft is found in Note 2.1 and regarding leased aircraft in Note 2.2.
| Owned, 40 | Finance lease, 7 |
Operating lease, 32 | |
|---|---|---|---|
| w-body, 60 | |||
| Narro | |||
| Wide-body, 19 |
|||
| A350 (11) | A330 (8) A321 (18) |
A320 (10) | A319 (8) |
| E190 Norra operated (12) ATR Norra operated (12) |
| EUR mill. | 2017 | 2016 | Change |
|---|---|---|---|
| Advances paid for aircraft | 96.0 | 99.4 | -3.4 |
| Owned aircraft in use | 1,002.5 | 764.1 | 238.4 |
| Aircraft finance lease | 152.9 | 168.4 | -15.5 |
| Aircraft held for sale | 0.0 | 139.1 | -139.1 |
| Book value total | 1,251.4 | 1,171.0 | 80.4 |
| Depreciation for the period | 110.2 | 87.1 | 23.1 |
| Operating leases of aircraft | |||
| Operating lease commitments (nominal value) | 1,163.6 | 1,069.9 | 93.7 |
| Leasing expenses for the period (Lease payments for aircraft) | 136.6 | 109.5 | 27.1 |
Tangible assets are stated at historical cost less accumulated depreciation and impairment loss if applicable. Tangible assets include mainly aircraft. The acquisition cost of aircraft is allocated to the aircraft frame, engines and maintenace components as separate assets. Maintenance components include heavy maintenance of aircraft frames and performance restoration and maintenance of life-limited parts of aircraft engines, and they are depreciatied during the maintenance cycle. Aircraft frame and engines are depreciated over the useful life of the aircraft. Significant modifications of own or leased aircraft are capitalised as separate items and depreciated over the expected useful life, which in the case of leased aircraft cannot exceed the lease period. Replaced components are derecognised from the balance sheet. Rotable spare parts are capitalised and depreciated during their expected useful life.
Advance payments for aircraft are recorded as tangible assets. Interest costs related to advance payments are capitalised as acquisition cost for the period at which Finnair is financing the manufacturing of the aircraft. Fair value changes of derivatives used in hedging of currency exchange rate risk related to firm commitments of aircraft purchases are recognised in advance payments. Advance payments, realised fx hedges and capitalised interests are recognised as part of the aircraft acquisition cost once the aircraft is delivered and taken to commercial use.
Depreciations of tangible assets is based on the following expected economic lifetimes:
Diminishing balances method, that has been previously used in depreciating some buildings and other tangible assets, has been changed during 2017 to straight-line method. The change did not have significant impact to depreciation amounts of the financial year.
The residual values and estimated useful lives of the assets are assessed at each closing date and if they differ significantly from previous estimates, the depreciation periods and residual values are changed accordingly.
Gains and losses on disposal of tangible assets are included in the items affecting comparability.
On every closing date the Group reviews individual tangible asset items for any indication of impairment losses. An asset's carrying amount is written down immediately to its recoverable amount if it is greater than the recoverable amount.
The recoverable amount is defined for cash generating unit, and need for impairment is evaluated on the cash generating unit level. The recoverable amount is the higher of the asset's fair value less costs to sell or its value in use. The value in use is based on the expected discounted future net cash flows obtainable from the asset or cash-generating unit.
The recoverable amounts of cash generating units have been determined in calculations based either on the value in-use or on the sale price less the expenses of the sale. The preparation of these calculations requires the use of estimates. Estimates are based on budgets and forecasts, which inherently contain some degree of uncertainty. The main uncertainty factors in calculations are the USD/EUR and JPY/EUR exchange rates, unit revenue, estimated sales volumes and jet fuel price.
| EUR mill. | Aircraft | Buildings and land |
Other equipment |
Advances | Total |
|---|---|---|---|---|---|
| Acquisition cost 1 Jan 2017 | 1,648.8 | 29.4 | 48.9 | 167.3 | 1,894.5 |
| Additions from business acquisitions | 0.4 | 0.4 | |||
| Additions | 294.5 | 21.8 | 14.7 | 45.8 | 376.8 |
| Disposals | -103.9 | -3.0 | -106.9 | ||
| Currency hedging of aircraft acquisitions | 92.0 | 92.0 | |||
| Reclassifications | 127.1 | 38.0 | 6.7 | -181.0 | -9.2 |
| Transfer to assets held for sale | 6.3 | 6.3 | |||
| Acquisition cost 31 Dec 2017 | 1,973.0 | 89.2 | 67.6 | 124.1 | 2,253.9 |
| Accumulated depreciation and impairment 1 Jan 2017 | -699.8 | -4.2 | -20.8 | -3.1 | -728.0 |
| Disposals | 16.4 | 1.9 | 18.3 | ||
| Depreciation for the financial year | -115.2 | -1.6 | -5.2 | -122.1 | |
| Accumulated depreciation and impairment 31 Dec 2017 | -798.6 | -5.9 | -24.2 | -3.1 | -831.8 |
| Book value 31 Dec 2017 | 1,174.4 | 83.3 | 43.4 | 121.0 | 1,422.1 |
The carrying value of rotable parts included in aircraft is 19.0 million euros (16.4). In addition, inventories include non-rotable aircraft parts 13.3 million euros (12.9). Currency hedging of aircraft acquisitions are described in Notes 3.5 Management of financial risks and 3.8 Derivatives.
| EUR mill. | Aircraft | Buildings and land |
Other equipment |
Advances | Total |
|---|---|---|---|---|---|
| Acquisition cost 1 Jan 2016 | 1,350.3 | 25.9 | 50.4 | 80.6 | 1,507.1 |
| Additions | 395.9 | 3.6 | 5.7 | 187.2 | 592.4 |
| Disposals | -119.2 | -8.0 | -0.5 | -127.7 | |
| Currency hedging of aircraft acquisitions | 6.4 | 6.4 | |||
| Reclassifications | 94.8 | -0.1 | 0.8 | -106.4 | -10.9 |
| Transfer to assets held for sale | -73.0 | -73.0 | |||
| Acquisition cost 31 Dec 2016 | 1,648.8 | 29.4 | 48.9 | 167.3 | 1,894.4 |
| Accumulated depreciation and impairment 1 Jan 2016 | -667.5 | -3.3 | -21.7 | -3.1 | -695.6 |
| Disposals | 29.2 | -0.4 | 5.6 | 34.4 | |
| Depreciation for the financial year | -94.6 | -0.6 | -4.9 | -100.0 | |
| Depreciation in items affecting comparability | -2.3 | 0.1 | -2.2 | ||
| Reclassifications | -4.6 | 0.0 | 0.0 | -4.6 | |
| Transfer to assets held for sale | 40.1 | 40.1 | |||
| Accumulated depreciation and impairment 31 Dec 2016 | -699.8 | -4.2 | -20.8 | -3.1 | -728.0 |
| Book value 31 Dec 2016 | 949.0 | 25.1 | 28.0 | 164.2 | 1,166.5 |
| Aircraft | Advances | Total | ||||
|---|---|---|---|---|---|---|
| EUR mill. | 2017 | 2016 | 2017 | 2016 | 2017 | 2016 |
| Book value 1 Jan | 5.4 | 1.0 | 7.3 | 6.1 | 12.7 | 7.1 |
| Additions | 9.5 | 7.5 | 9.5 | 7.5 | ||
| Disposals | -1.8 | -3.0 | -3.0 | -1.8 | ||
| Reclassifications | 9.7 | 6.3 | -9.7 | -6.3 | ||
| Depreciation | -0.4 | -0.2 | -0.4 | -0.2 | ||
| Book value 31 Dec | 14.6 | 5.4 | 4.0 | 7.3 | 18.7 | 12.7 |
In 2017, borrowing costs of 9.5 million euros (7.5) were capitalised in tangible assets related to the Airbus A350 investment program. Disposal is related to the sale and leaseback of one A350 aircraft. Finnair uses quarterly effective interest rate to calculate the capitalised borrowing costs, that represents the costs of the loan used to finance the investment. Average yearly interest rate in 2017 was 9.63 % (5.0 %). The higher interest rate was mainly related to additional borrowing costs incurred from refinancing of the senior bond.
Finnair does not have tangible assets pledged as a security for bank loans. Finnair has three A350 aircraft financed with JOLCO-loans (see 3.3 Financial liabilities) and three finance leased A330 aircraft where the legal title is transferred to Finnair after loans are repaid. On top of that, Finnair has four finance leased aircraft in the balance sheet where the legal title will not transfer to Finnair at the end of the lease term (see 2.2 Leasing arrangements). The value of these aircraft at the end of 2017 amounted to 377.1 million euro (402.8).
The impairment test of the aircraft based on the fair value has been done on the closing date. It did not cause any need for impairment. The test is sensitive to the exchange rate EUR/USD. The weakening of USD decreases the fair value of the aircraft. The fair value of the aircraft would still be higher than the carrying value, if USD would weaken by 10 per cent.
At the end of financial year investment commitments totalled 1,013 million euros (1,601) and it includes firm aircraft orders. The total commitment fluctuates between the order and the delivery of the aircraft mainly due to exchange rate EUR/USD and the escalation clauses included in airline purchase agreements. The final amount of the commitment in relation to each aircraft is only known at the time of the delivery.
Lease agreements for tangible assets, where a substantial part of the risks and rewards of ownership are transferred to the Group, are classified as finance leases. Finance leases are capitalised at the commencement of the lease term at the lower of the fair value of the leased property and the present value of the minimum lease payments. A corresponding sum is recognised as a finance lease liability in the interest-bearing liabilities. The lease payments are allocated between interest expenses and the reduction of the outstanding liability. Assets acquired under finance lease arrangements are depreciated over the shorter of the useful life of the asset or the lease term.
Lease arrangements, where the lessor retains a substantial part of the risks and rewards of ownership, are classified as operating leases. Payments under operating leases are charged to the income statement over the lease term to lease payments for aircraft (not included in operational EBITDAR) or to other rents for facilities, purchased traffic, wet leases and temporary aircraft leases.
Agreements, where the Group is the lessor, are accounted for as operating leases, when a substantial part of the risks and rewards of ownership are not transferred to the lessee. The assets are included in the tangible assets and they are depreciated during their useful life. Depreciation is calculated using the same principles as the tangible assets for own use. Under the provisions of certain aircraft lease agreements, the lessee is required to pay periodic maintenance reserves which accumulate funds for aircraft maintenance. Advances received for maintenance are recognised as liability, which is charged, when maintenance is done. The rents for premises and aircraft are recognised in the income statement as other operating income over the lease term.
If a sale and leaseback transaction results in a finance lease agreement, the difference between the selling price and the carrying amount of the asset sold is deferred and amortised over the lease period. If a sale and leaseback transaction results in an operating lease agreement, the difference between the selling price and the carrying amount of the asset sold is recognised in the income statement when the selling price is based on fair value. Otherwise the sales gain or loss is deferred and amortised over the lease period.
The classification of aircraft lease arrangements in the Group to financial and other leases requires management discretion in interpretation and application of accounting standards. Those cases where the management has made a judgement that risks and rewards of ownership belong to Group the lease is handled as a financial lease otherwise as other lease.
| EUR mill. | Buildings | Aircraft Other equipment | Total | |
|---|---|---|---|---|
| Acquisition cost | 247.8 | 4.5 | 252.3 | |
| Additions | 13.5 | 1.1 | 14.6 | |
| Disposals | -2.0 | -2.0 | ||
| Accumulated depreciation | -0.7 | -94.9 | -1.6 | -97.2 |
| Book value 31 Dec 2017 | 12.8 | 152.9 | 2.0 | 167.6 |
| Acquisition cost | 197.2 | 8.5 | 205.7 | |
| Additions | 50.6 | 0.5 | 51.2 | |
| Disposals | -4.5 | -4.5 | ||
| Accumulated depreciation | -79.5 | -2.1 | -81.6 | |
| Book value 31 Dec 2016 | 168.4 | 2.3 | 170.7 |
Addition in the value of finance lease arrangements of buildings and other equipment is caused by finance lease contracts recognised in the business acquisition of Finnair Kitchen.
| Minimum lease payments | Future financial expenses | Present value of minimum lease payments |
||||
|---|---|---|---|---|---|---|
| EUR mill. | 2017 | 2016 | 2017 | 2016 | 2017 | 2016 |
| less than one year | 25.8 | 26.6 | 3.4 | 2.6 | 22.4 | 24.0 |
| 1–5 years | 92.0 | 97.2 | 9.1 | 6.3 | 82.9 | 90.9 |
| more than 5 years | 24.7 | 25.9 | 4.4 | 1.1 | 20.4 | 24.8 |
| Total | 142.4 | 149.7 | 16.8 | 10.1 | 125.6 | 139.6 |
Finance lease liabilities mainly include two Airbus A320, two Airbus A321 and three Airbus A330 aircraft, whose minimum lease payments are 117.7 million euros (147.3), future financial expenses 6.8 million euros (10.0) and present value of minimum lease payments 110.9 million euros (137.3). In addition, liability includes finance lease agreements of buildings and ground transportation equipment.
| Aircraft | Premises and land | Other equipment | ||||
|---|---|---|---|---|---|---|
| EUR mill. | 2017 | 2016 | 2017 | 2016 | 2017 | 2016 |
| less than one year | 146.6 | 125.6 | 23.0 | 22.4 | 6.8 | 5.7 |
| 1–5 years | 551.2 | 465.3 | 78.3 | 83.4 | 8.4 | 9.6 |
| more than 5 years | 465.9 | 478.9 | 149.4 | 168.9 | ||
| Total | 1,163.6 | 1,069.9 | 250.7 | 274.7 | 15.1 | 15.3 |
The Group has leased premises as well as aircraft and other fixed assets with irrevocable lease agreements. These agreements have different terms of renewal and other index-linked terms and conditions. The Group has leased 32 aircraft on leases of different tenors.
| Aircraft | Premises | ||||
|---|---|---|---|---|---|
| EUR mill. | 2017 | 2016 | 2017 | 2016 | |
| less than one year | 43.1 | 3.0 | 5.2 | ||
| 1–5 years | 166.5 | 11.4 | 20.3 | ||
| more than 5 years | 28.6 | 15.6 | 35.3 | ||
| Total | 238.2 | 30.1 | 60.8 |
The Group has leased premises with irrevocable lease agreements. These agreements have different terms of renewal and other index-linked terms and conditions. Lease agreements of 24 aircraft operated by Norra became internal leases when Norra transferred to the full ownership of Finnair in November 2017.
= Accounting principles
= Critical accounting estimates
Intangible assets are stated at historical cost less accumulated amortisation and impairment loss if applicable.
Intangible assets in Finnair's balance sheet at the end of 2017 amounted to 15.5 million euros (12.4) and the depreciation and impairments recognised in 2017 amounted to 7.1 million euros (3.8). Intangible assets mainly include computer software amounting to 12.5 million euros (9.4), and they are depreciated with straight-line method over a useful life of 3–8 years. Other intangible assets mainly include connection fees, which are not depreciated. The goodwill included in intangible assets amounted to 1.3 million euros (1.3) and based on impairment testing there was no indication of impairment at the end of 2017.
The notes related to financial assets, liabilities and equity have been gathered into the capital structure and financing costs-section in order to give a better overview of the Group's financial position. The note ´Earnings per share´ has been added to the equity section.
Interest income and expenses are recognised on a time-proportion basis using the effective interest method. Interest expenses related to the financing of significant investments are capitalised as part of the asset acquisition cost and depreciated over the useful life of the asset. More detailed information about financial assets can be found in Note 3.2 and about interest bearing liabilities in Note 3.3.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Net gains on investment instruments held at FVPL* | -0.7 | 0.7 |
| Other interest income | 0.3 | -0.1 |
| Other financial income | 0.1 | 0.4 |
| Financial income total | -0.3 | 1.0 |
| Interest expenses for financial liabilities measured at amortised cost | -6.6 | -4.8 |
| Interest on finance leases | -3.3 | -1.6 |
| Foreign exchange gains and losses | 0.1 | -2.0 |
| Other financial expenses | -3.5 | -3.1 |
| Interest rate swaps, fair value hedges | -3.0 | 3.6 |
| Fair value adjustment to bond book value attributable to interest rate risk | 3.0 | -3.6 |
| Financial expenses total | -13.4 | -11.5 |
| Financial expenses, net | -13.6 | -10.5 |
*Fair value through profit and loss
In the effectiveness testing of the Group's hedge accounting, both cash flow and fair value hedging were found to be effective. Thus, as in the comparison year 2016, no inefficiency is included in the financial items for 2017. Financial income and expenses includes an identical amount of profit and loss for fair value hedging instruments and for hedged items resulting from the hedged risk. In 2017, financial expenses include the recovered loan to Nordic Regional Airlines in the amount of 1.8 million euros that was written down in 2014.
In 2017, foreign exchange gains and losses recognised in financial expenses consist of net realised exchange losses of 12 million euro and net unrealised exchange gains of 12.1 million euro. During the year 2017, 9.5 million euros of interest expense was capitalised in connection with the A350 investment program (7.5). More information about the capitalised interest can be found in note 2.1 Tangible assets.
Other financial expenses include revolving credit facility and guarantee fees as well as interest and penalties related to taxes.
In the Group, financial assets have been classified into the following categories according to the IFRS 9 standard "Financial Instruments": amortised cost and fair value through profit and loss. The classification is made at the time of the original acquisition based on the objective of the business model and the characteristics of contractual cash flows of the investment, or by applying a fair value option. All purchases and sales of financial assets are recognised on the trade date.
Financial assets at fair value through profit and loss include such assets as investments in bonds and money market funds. Financial assets at fair value through profit and loss have mainly been acquired to obtain a gain from short-term changes in market prices. All those derivatives that do not fulfil the conditions for the application of hedge accounting are classified as financial assets at fair value through profit and loss and are valued at fair value in each financial statement. Realised and unrealised gains and losses arising from changes in fair value are recognised in the income statement in the period in which they arise. Financial assets recognised at fair value through profit and loss, as well as those maturing within 12 months, are included in current assets.
Investments in debt securities are measured at amortised cost, but only when the objective of the business model is to hold the asset to collect the contractual cash flows and the asset's contractual cash flows represent only payments of principal and interest. Financial assets recognised at amortised cost are valued using the effective interest method. Financial assets valued at amortised cost include trade receivables, deferred charges and security deposits for aircraft operating lease agreements. Due to the nature of short-term receivables and other receivables, their book value is expected to be equal to the fair value.
Derecognition of financial assets takes place when the Group has lost its contractual right to receive cash flows or when it has substantially transferred the risks and rewards outside the Group.
Finnair Group recognises impairment provisions based on lifetime expected credit losses from trade receivables in accordance with IFRS 9. Finnair has chosen to apply a simplified credit loss matrix for trade receivables as trade receivables do not have a significant financing component. Accordingly, the credit loss allowance is measured at an amount equal to the lifetime expected credit losses. The expected credit loss model is forward-looking, and expected default rates are based on historical realised credit losses. The lifetime expected credit loss allowance is calculated using the gross carrying amount of outstanding trade receivables in each aging bucket and an expected default rate. The changes in expected credit losses are recognised in other expenses in the consolidated income statement. More information on the credit loss provision on trade receivables can be found in the note 1.2.3 Trade and other receivables.
The impairment model does not apply to financial investments, such as bonds and money market funds, included in other financial assets as those are measured at fair value through profit and loss under IFRS 9, which already takes into account expected credit losses. With respect to the assets measured at amortised cost, Finnair is actively following such instruments and will recognise impairment through profit and loss if there is evidence of deterioration in credit quality.
Cash and cash equivalents consist of cash reserves and short-term bank deposits with maturity of less than three months. Foreign exchange-denominated items have been converted to euro using the mid-market exchange rates on the closing date.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Commercial paper, certificates and bonds | 98.0 | 261.2 |
| Money market funds | 735.0 | 466.6 |
| Total | 833.0 | 727.9 |
| Ratings of counterparties | ||
| Better than A | 0.0 | 22.6 |
| A | 23.0 | 79.9 |
| BBB | 24.5 | 83.5 |
| BB | 0.0 | 2.0 |
| B | 2.0 | 0.0 |
| Unrated | 783.5 | 539.9 |
| Total | 833.0 | 727.9 |
As of 31 December 2017, investments in instruments issued by unrated counterparties mostly included investments in money market funds (EUR 735 mill).
The Group's financial asset investments and risk management policy are described in more detail in Note 3.5 Management of financial risks. The IFRS classifications and fair values of the financial assets are presented in Note 3.6 Classification of financial assets and liabilities.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Cash and bank deposits | 150.2 | 60.0 |
| Deposits, maturing in less than 3 months | 0.0 | 9.4 |
| Total | 150.2 | 69.4 |
The items include cash and bank deposits realised on demand. Foreign currency cash and bank deposits have been valued using the closing date mid-market exchange rates. The reconciliation of cash and cash equivalents is illustrated in the notes of the consolidated cash flow statement.
Finnair Group's financial liabilities are classified into two different classes: amortised cost and fair value through profit and loss. Financial liabilities are initially recognised at fair value on the basis of the original consideration received. Transaction costs have been included in the original book value of financial liabilities. Thereafter, all non-derivative financial liabilities are valued at amortised cost using the effective interest method. Financial liabilities are included in long- and short-term liabilities, and they can be interest-bearing or non-interest-bearing. Loans that are due for payment within 12 months are presented in the short-term liabilities. Foreign currency loans are valued at the mid-market exchange rate on the closing date, and translation differences are recognised in the financial items. Accounts payable are initially recognised at fair value and subsequently measured at amortised cost using the effective interest method. Derecognition of financial liabilities takes place when the Group has fulfilled the contractual obligations.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| JOLCO loans | 283.6 | 346.2 |
| Bonds | 199.3 | 153.4 |
| Finance lease liabilities | 103.3 | 117.6 |
| Interest-bearing liabilities total | 586.2 | 617.3 |
| Non-interest-bearing liabilities | 1.1 | 4.9 |
| Total | 587.3 | 622.2 |
Non-interest-bearing liabilities mainly include leases and maintenance reserves related to the aircraft leased to other airlines.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| JOLCO loans | 36.4 | 70.8 |
| Bonds | 65.6 | 0.0 |
| Finance lease liabilities | 22.4 | 22.0 |
| Other loans | 8.0 | 7.7 |
| Total | 132.4 | 100.4 |
JOLCO loans include the JOLCO loans (Japanese Operating Lease with Call Option) for three A350 aircraft, as well as an interest-bearing loan for the E190 aircraft, whose call option has been exercised. The transactions are treated as loans and owned aircraft in Finnair's accounting.
| Short-term borrowings |
Long-term borrow ings |
Short-term finance lease liabilities |
Long-term finance lease liabil ities |
Total | |
|---|---|---|---|---|---|
| Total liabilities from financing activities, 1 Jan 2017 | 78.5 | 499.6 | 22.0 | 117.6 | 717.7 |
| Cash flows | 0.3 | 90.6 | -0.5 | -21.2 | 69.3 |
| Acquisitions | 15.9 | 0.0 | 1.6 | 13.0 | 30.4 |
| Disposals | -44.0 | 0.0 | -0.9 | 0.0 | -44.9 |
| Foreign exchange adjustments | -4.1 | -41.5 | 0.0 | -5.6 | -51.3 |
| Reclassification between short-term and long-term liabilities | 62.8 | -62.8 | 0.2 | -0.2 | 0.0 |
| Other non-cash movements | 0.7 | -3.0 | 0.0 | -0.3 | -2.7 |
| Total liabilities from financing activities, 31 Dec 2017 | 110.0 | 482.9 | 22.4 | 103.3 | 718.6 |
| Maturity dates of interest-bearing finan cial liabilities 31 Dec 2017 EUR mill. |
2018 | 2019 | 2020 | 2021 | 2022 | Later | Total |
|---|---|---|---|---|---|---|---|
| JOLCO loans, fixed interest | 13.2 | 0.0 | 0.0 | 0.0 | 0.0 | 40.7 | 53.9 |
| JOLCO loans, variable interest | 23.2 | 24.0 | 24.8 | 25.6 | 26.5 | 146.3 | 270.3 |
| Bonds, fixed interest | 64.9 | 0.0 | 0.0 | 0.0 | 200.0 | 0.0 | 264.9 |
| Finance lease liabilities, fixed interest | 6.8 | 6.4 | 6.3 | 6.4 | 6.7 | 20.4 | 53.1 |
| Finance lease liabilities, variable interest | 15.5 | 16.2 | 16.9 | 17.7 | 6.1 | 0.0 | 72.6 |
| Other loans | 8.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 8.0 |
| Interest-bearing financial liabilities total | 131.7 | 46.6 | 48.0 | 49.7 | 239.3 | 207.3 | 722.8 |
| Payments from currency derivatives | 717.9 | 340.9 | 0.0 | 0.0 | 0.0 | 0.0 | 1,058.9 |
| Income from currency derivatives | -695.7 | -330.3 | 0.0 | 0.0 | 0.0 | 0.0 | -1,026.0 |
| Commodity derivatives | -51.0 | -11.7 | 0.0 | 0.0 | 0.0 | 0.0 | -62.7 |
| Payments from interest rate derivatives | 18.8 | 95.5 | 13.3 | 130.5 | 0.0 | 0.0 | 258.1 |
| Income from interest rate derivatives | -18.0 | -87.2 | -12.5 | -122.5 | 0.0 | 0.0 | -240.2 |
| Equity derivatives | 0.0 | -11.3 | 0.0 | 0.0 | 0.0 | 0.0 | -11.3 |
| Trade payables and other liabilities | 878.7 | 1.1 | 0.0 | 0.0 | 0.0 | 0.0 | 879.8 |
| Interest payments | 20.0 | 15.4 | 14.2 | 13.0 | 11.7 | 24.1 | 98.4 |
| Total | 1,002.4 | 59.2 | 63.1 | 70.7 | 251.0 | 231.4 | 1,677.7 |
| Maturity dates of interest-bearing finan cial liabilities 31 Dec 2016 EUR mill. |
2017 | 2018 | 2019 | 2020 | 2021 | Later | Total |
|---|---|---|---|---|---|---|---|
| JOLCO loans, fixed interest | 29.7 | 0.0 | 0.0 | 0.0 | 0.0 | 44.5 | 74.2 |
| JOLCO loans, variable interest | 41.1 | 26.2 | 27.0 | 27.9 | 28.9 | 191.8 | 342.9 |
| Bonds | 0.0 | 150.0 | 0.0 | 0.0 | 0.0 | 0.0 | 150.0 |
| Finance lease liabilities, fixed interest | 7.1 | 7.9 | 6.2 | 6.1 | 6.2 | 18.8 | 52.1 |
| Finance lease liabilities, variable interest | 14.9 | 15.5 | 16.2 | 16.9 | 17.7 | 6.1 | 87.4 |
| Other loans | 7.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 7.7 |
| Interest-bearing financial liabilities total | 100.4 | 199.6 | 49.4 | 51.0 | 52.7 | 261.2 | 714.3 |
| Payments from currency derivatives | 867.5 | 285.7 | 0.0 | 0.0 | 0.0 | 0.0 | 1,153.2 |
| Income from currency derivatives | -966.2 | -295.9 | 0.0 | 0.0 | 0.0 | 0.0 | -1,262.2 |
| Commodity derivatives | -16.7 | -11.6 | -0.1 | 0.0 | 0.0 | 0.0 | -28.4 |
| Interest rate derivatives | 0.0 | -3.6 | -3.4 | 0.0 | -12.8 | 0.0 | -19.8 |
| Equity derivatives | 0.0 | 0.0 | -1.6 | 0.0 | 0.0 | 0.0 | -1.6 |
| Trade payables and other liabilities | 773.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 773.5 |
| Interest payments | 17.6 | 16.0 | 9.2 | 7.6 | 6.6 | 25.9 | 82.8 |
| Total | 776.1 | 190.1 | 53.5 | 58.5 | 46.6 | 287.0 | 1,411.9 |
The interest rate re-fixing period is three months for variable interest loans and six months for variable interest finance leases. The fixed interest rate bond maturing in 2018 does not include the 0.7 million euro fair value of the interest rate swap. Additionally, the bonds maturing in 2018 and 2022 do not include the amortised cost of 0.4 million euro and 0.7 million euro paid in 2013 and 2017, respectively. Therefore, the total amount of interest-bearing financial liabilities differs from the book value by the amount equal to the fair value of the interest rate swap and the amortised cost.
The minimum lease payments, discount values and present values of finance lease liabilities are presented in note 2.2 Leasing arrangements.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| EUR | 356.7 | 249.5 |
| USD | 290.5 | 383.7 |
| JPY | 71.4 | 84.5 |
| 718.6 | 717.7 |
The weighted average effective interest rate on interest-bearing long-term liabilities was 2.0% (2.7%).
| 2017 | 2016 | |
|---|---|---|
| Up to 6 months | 50.0% | 93.7% |
| 6–12 months | 9.0% | 2.2% |
| 1–5 years | 28.0% | 0.0% |
| More than 5 years | 13.0% | 4.1% |
| Total | 100.0% | 100.0% |
The increase in the share of interest-bearing liabilities with longer interest rate re-fixing periods can mainly be attributed to the bond issued in 2017 and maturing in 2022 that has a fixed coupon.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Guarantees on behalf of group companies | 71.0 | 69.0 |
| Total | 71.0 | 69.0 |
The nature of Finnair Group's business operations exposes the company to a variety of financial risks: foreign exchange, interest rate, credit, liquidity and commodity price risks. The Group's policy is to limit the uncertainty caused by such risks on cash flow, financial performance, balance sheet items and equity.
The management of financial risks is based on the risk management policy prepared by the Financial Risk Steering Committee and approved by the Board of Directors. The policy specifies the minimum and maximum levels permitted for each type of risk. Financial risk management is directed and supervised by the Financial Risk Steering Committee. Practical implementation of risk management policy and risk management have been centralised to the parent company's treasury department.
In the management of foreign exchange, interest rate, jet fuel and electricity price risk, the company uses different derivative instruments, such as forward contracts, swaps and options. At inception, derivatives are designated as hedges of highly probable cash flows (cash flow hedges), hedges of firm orders (hedges of the fair value of firm commitments) or as financial derivatives not qualifying for hedge accounting (economic hedges). Finnair Group implements cash flow hedging through foreign exchange hedging of highly probable forecasted sales and costs denominated in foreign currencies, foreign exchange hedging of lease payments, as well as through the hedging of electricity price and jet fuel price risk, in accordance with the hedge accounting principles of IFRS 9. Hedge accounting compliant fair value hedges of Finnair Group consist of interest rate hedges of the issued bond and fair value hedges of firm aircraft purchase commitments.
Fuel price risk means the cash flow and financial performance uncertainty arising from fuel price fluctuations.
Finnair hedges against jet fuel price fluctuations using jet fuel forward contracts and options. The Jet Fuel CIF Cargoes NWE index is used as the underlying asset of jet fuel derivatives, since over 60 per cent of Finnair's fuel purchase contracts are based on the benchmark price index for Northwest Europe jet fuel deliveries.
Finnair applies the principle of time-diversification in its fuel hedging. According to the risk management policy, the hedging horizon is two years. The risk management policy states that hedging must be increased during each quarter of the year, so that the hedge ratio is more than 60 per cent for the first six months, and thereafter a lower hedge ratio applies for each period. Due to hedging, the fuel cost per period is not as low as the spot-based price when prices fall, but when spot prices rise, the fuel cost rises more slowly.
The hedges of jet fuel consumption are treated as cash flow hedges in accounting, in accordance with the hedge accounting principles of IFRS 9. During 2017, Finnair has hedged the jet fuel price risk in its entirety, without separating it into underlying risk components, such as crude oil price risk. However, Finnair has used proxy hedging for certain layer components of its jet fuel consumption, as described below.
In the hedging of jet fuel price risk, Finnair Group designates layer components of its jet fuel consumption as hedged items. The layer components are defined as jet fuel consumption linked to different jet fuel price benchmarks. The first layer is defined as jet fuel purchases based on the Jet Fuel CIF Cargoes NWE index, with consumption linked to other price benchmarks, notably Cargoes FOB Singapore, representing other layers. Since the Jet Fuel CIF Cargoes NWE index is used as the underlying of all jet fuel derivatives, they are designated as proxy hedges for consumption based on other price benchmarks. Therefore, ineffectiveness may arise if the correlation between the NWE index and the price benchmark for the underlying consumption is not high enough for the fair value changes in the hedged item and the hedging instrument to be exactly offsetting. Any ineffectiveness resulting from overhedging or insufficient correlation is recognised in fair value changes in derivatives and changes in exchange rates of fleet overhauls.
| Timing of the notional and hedged price | Hedged price | Notional amount | Maturity | |
|---|---|---|---|---|
| 31.12.2017 | \$/tonne | (tonnes) | Under 1 year | 1 to 2 years |
| Jet fuel consumption priced with NWE index | 535.9 | 962,407 | 736,407 | 226,000 |
| Jet fuel consumption priced with SING index | 535.8 | 64,593 | 64,593 |
The average hedged price of the instruments hedging highly probable jet fuel purchases is calculated by taking into account only the hedging (bought) leg of collar option structures, and therefore represents the least favorable hedged rate. The most favorable rate, calculated by including only the sold leg of collar option structures, is 528.8 US dollars per tonne for NWE consumption, and 519.2 US dollars for SING consumption. Options excluded from hedge accounting are excluded in both cases.
At the end of the financial year, Finnair had hedged 74 per cent of its fuel purchases for the first six months of 2018 and 53 per cent of the purchases for the second half of the year. In the financial year 2017, fuel used in flight operations accounted for approximately one fifth of Group's turnover. At the end of the financial year, the forecast for 2018 is approximately one fifth of the Group's turnover. On the closing date, a 10 per cent rise in the market price of jet fuel – excluding hedging activity – increases annual fuel costs by an estimated 54 million euro. On the closing date – taking hedging into account – a 10 per cent rise in fuel lowers operating profit by around 21 million euro. The situation as of 31 December 2017 is a reasonable representation of conditions throughout the year given the current market environment.
Foreign exchange risk means the uncertainty in cash flows, financial performance and balance sheet arising from exchange rate fluctuations.
Finnair Group's foreign exchange risk mainly arises from fuel and aircraft purchases, divestments of aircraft, aircraft lease payments, aircraft maintenance, overflight royalties and foreign currency revenue. About 55 per cent of the Group's revenue is denominated in euros. The most important foreign revenue currencies are Japanese yen (10 per cent, percentage of revenue), Chinese yuan (7 per cent), Swedish krona (4 per cent) and US dollar (4 per cent). Approximately half of the Group's operating costs are denominated in foreign currencies. The most important purchasing currency is the US dollar, which accounts for almost 40 per cent of all operating costs. Significant dollar-denominated expenses are fuel costs and aircraft lease payments. The largest investments – aircraft and their spare parts – are also mainly made in US dollars.
The risk management policy divides the foreign exchange position into three parts, namely exposure to forecasted cash flows, balance sheet position and investment position.
The cash flow exposure mainly consists of sales denominated in a number of different currencies and dollar-denominated expenses. Forecasted jet fuel purchases, aircraft materials and overhaul expenses and traffic charges form a group of similar items that are hedged with the same hedging instrument. The purpose of currency risk hedging – for cash flow exposure – is to reduce the volatility of cash flows and comparable operating result due to fluctuating currency prices. This is done using a layered hedging strategy for the two biggest sources of currency risk and utilising diversification benefits of the portfolio of various currencies. The contracts are timed to mature when the cash flows from operating expenses are expected to be settled. The hedging limits are set only for the main contributors to currency risk: the Japanese yen and the US dollar basket consisting of the US dollar, the Chinese yuan and the Hong Kong dollar. For both of these, the hedging horizon is two years, which is divided into four six-month periods. In order to achieve time diversification, the minimum hedge ratio for the closest sixmonth period is 60 per cent with a decreasing slope ending at zero per cent for the fourth six-month period. Even though the policy does not require hedging of smaller currency flows, it is allowed, in which case the layered hedging strategy is partially applied, although no minimum hedging ratio is specified.
The investment position includes all foreign currency denominated aircraft investments for which a binding purchase agreement has been signed as well as commitments for sale and leaseback transactions in the next four years. According to its risk management policy, Finnair Group hedges 50-100% of its aircraft investment exposure. New hedges of investments in aircraft are made as an IFRS 9 fair value hedge of a firm commitment.
Balance sheet exposure consists of foreign currency denominated financial assets and liabilities, as well as other foreign currency denominated balance sheet items, such as provisions, trade receivables, trade payables and assets held for sale. Finnair Group hedges 75–100% of net positions in foreign currency denominated financial assets and financial liabilities exceeding 10 MEUR.
At the end of the financial year, Finnair had a hedge level for net operating cash flows of 67 per cent in the USD-basket and 66 per cent in JPY for the coming 12 months, and hedge levels of 23 per cent and 18 per cent for 2019, respectively. On the closing date – excluding hedges – a 10 per cent strengthening of the US dollar against the euro has a negative impact on the 24-month result of around 125 million euro and a 10 per cent weakening of the Japanese yen against the euro has a negative impact on 24-month of around 39 million euro. On the closing date – taking hedging into account – a 10 per cent strengthening of the US dollar weakens the result by around 75 million euro and a 10 per cent weakening of the Japanese yen weakens the result by around 24 million euro. In the above numbers, the USD-basket risk also includes the Chinese yuan and the Hong Kong dollar, whose historical correlation with the US dollar is high. The situation as of 31 December 2017 is a reasonable representation of conditions throughout the year given the current market environment.
| Timing of the notional | Notional amount | Maturity | ||
|---|---|---|---|---|
| EUR mill. 31.12.2017 | (gross) | Less than 1 year | 1 to 2 years | 2 to 4 years |
| USD | 1,320.9 | 694.8 | 491.2 | 134.9 |
| JPY | 349.4 | 285.0 | 64.4 |
Cross-currency interest rate swaps are included in the nominal amount calculation.
| Foreign exchange P&L exposure EUR mill. | JPY | USD-basket |
|---|---|---|
| 31 December 2017 | ||
| Net forecasted operating cash flows, next 24M | 386.6 | -1,245.6 |
| Net operating cash flow hedges, next 24M | -161.1 | 535.0 |
| Weighted average exchange rate of hedging instruments against the euro | 129.3 | 1.14 |
| Foreign exchange exposure from operating cash flows after hedging, next 24M | 225.5 | -710.6 |
The average exchange rate of the instruments hedging highly probable forecasted sales and purchases denominated in foreign currencies is calculated by taking into account only the hedging (bought) leg of collar option structures, and therefore represents the least favorable hedged rate. The most favorable rate, calculated by including only the sold leg of collar option structures, is 1.16 for USD contracts and 119.9 for JPY instruments.
| Foreign exchange balance sheet exposure EUR mill. | JPY | USD |
|---|---|---|
| 31 December 2017 | ||
| Net balance sheet items | -65.7 | -318.3 |
| Net hedges of balance sheet items | 71.8 | 170.5 |
| Weighted average exchange rate of hedging instruments against the euro | 134.4 | 1.13 |
| Foreign exchange exposure from balance sheet items after hedging | 6.1 | -147.8 |
| Foreign exchange investment exposure EUR mill. | USD |
|---|---|
| 31 December 2017 | |
| Net investment position | -625.8 |
| Net hedges of investment position | 316.2 |
| Weighted average exchange rate of hedging instruments against the euro | 1.17 |
| Foreign exchange exposure from investment position after hedging | -309.6 |
| Foreign exchange P&L exposure EUR mill. | JPY | USD-basket |
|---|---|---|
| 31 December 2016 | ||
| Net forecasted operating cash flows, next 24M | 391.5 | -1,201.5 |
| Net operating cash flow hedges, next 24M | -182.7 | 603.1 |
| Foreign exchange exposure from operating cash flows after hedging, next 24M | 208.8 | -598.4 |
| Foreign exchange balance sheet exposure EUR mill. | JPY | USD |
|---|---|---|
| 31 December 2016 | ||
| Net balance sheet items | -80.9 | -359.4 |
| Net hedges of balance sheet items | 83.9 | 193.4 |
| Foreign exchange exposure from balance sheet items after hedging | 3.0 | -166.0 |
| Foreign exchange investment exposure EUR mill. 31 December 2016 |
USD | |
| Net investment position | -662.2 | |
| Net hedges of investment position | 377.1 |
Interest rate risk means the cash flow, financial performance and balance sheet uncertainty arising from interest rate fluctuations.
In Finnair Group, the interest rate risk is measured using the interest rate re-fixing period. If necessary, interest rate derivatives are used to adjust the interest rate re-fixing period. According to the risk management policy, the mandate for the investment portfolio's interest rate re-fixing period is 0–12 months and for interest-bearing liabilities 0–24 months. On the closing date, the investment portfolio's interest rate re-fixing period was approximately 3 months and approximately 24 months for interest-bearing liabilities. On the closing date, a one percentage point rise in interest rates increases the annual interest income of the investment portfolio by approximately 7.3 million euros and the interest expenses of the loan portfolio by approximately 3.1 million euros. The situation as of December 31 2017 is a reasonable representation of conditions throughout the year given the current market environment.
Borrowings issued at fixed rates expose the group to fair value interest rate risk. The group is applying hedge accounting (fair value hedge) in order to hedge the fair value interest rate risk of its 150 million euro fixed rate unsecured bond issued in August 2013.
Future lease agreements expose the group to interest rate risk, as the interest rate is one component of the lease price. The interest rate is fixed when the lease payments start. If necessary, the group can hedge this exposure with cash flow hedges.
| Timing of the notional and hedged price range | Notional amount | Maturity | |||
|---|---|---|---|---|---|
| EUR mill. 31 Dec 2017 | (gross) | Less than 1 year | 1 to 2 years | 2 to 4 years | |
| Interest rate derivatives | 304.5 | 82.4 | 87.2 | 134.9 |
Cross-currency interest rate swaps are included in the nominal amount calculation. Finnair has not entered into any interest rate derivatives on which it is paying a fixed rate.
The Group is exposed to counterparty risk when investing its cash reserves and when using derivative instruments. The credit risk is managed by only making contracts with financially sound domestic and foreign banks, financial institutions and brokers, within the framework of risk management policy for counterparty risk limits. Liquid assets are also invested in money market funds, bonds and commercial papers issued by conservatively selected companies, according to company-specific limits. This way, risk exposure to any single counterparty is not significant. Change in the fair value of Group loans arises from changes in FX and interest rates, not from credit risk. The Group's credit risk exposure arises from other current financial assets presented in note 3.2.1, cash and cash equivalents presented in note 3.2.2, trade receivables presented in Note 1.2.3 and derivatives presented in note 3.8.
The goal of Finnair Group is to maintain good liquidity. Liquidity is ensured by cash reserves, bank account limits, liquid money market investments and committed credit facilities. Counterparties of groups' long term loans are solid financial institutions with good reputations.
The Group's liquid assets were 983.2 million euro at the end of financial year 2017. Finnair Plc has a domestic commercial paper program of 200 million euro, which was not in use as of the closing date. In addition, Finnair has an unused 175 million euro committed revolving credit facility. The credit facility includes a financial covenant based on adjusted gearing. The covenant level of adjusted gearing is 175 per cent, while at the closing date the figure was 69.9 per cent. The maximum level set by the Board of Directors is 175 per cent.
Aim of Finnair's capital management is to secure the access to capital markets at all times despite volatile business environment, as well as support future business development. Through optimal capital structure Group also aims to minimize the cost of capital and maximize the return on capital employed. The capital structure is influenced via, for example, dividend distribution and share issues. The Group can vary and adjust the level of dividends paid to shareholders, the amount of capital returned to them or the number of new shares issued. The Group can also decide on sales of asset items in order to reduce debt. The aim of Finnair´s dividend policy is to pay on average at least one third of the earnings per share as dividend during an economic cycle.
The development of the Group's capital structure is continuously monitored using the adjusted gearing. When calculating adjusted gearing, adjusted interest-bearing net debt is divided by the amount of shareholders' equity. The Group's adjusted gearing at the end of 2017 was 69.9 per cent (78.3).
If the price of Jet fuel CIF NWE had been 10 per cent higher, the balance of the reserve would have been 45.9 million euro (33.9) higher. Correspondingly, a 10 per cent weaker Jet fuel CIF NWE price would have reduced the reserve by 45.0 million euro (33.9). In terms of the US dollar, a 10 per cent weaker level would have lowered the balance of the fair value reserve by 51.1 million euro (47.9) and a 10 per cent stronger dollar would have had a positive impact of 49.3 million euro (47.9). In terms of the Japanese yen, a 10 per cent stronger yen would have had a negative impact of 10.0 million euro (0.0), and a 10 per cent weaker level would have increased the balance of the fair value reserve by 15.1 million euro (0.0). The effect of change in interests to the fair value reserve in own equity is not essential. The enclosed sensitivity figures do not take into account any change in deferred tax liability (tax assets).
| EUR mill. | Hedge accounting items |
Fair value through profit and loss |
Amortised cost | Book value |
|---|---|---|---|---|
| 31 Dec 2017 | ||||
| Financial assets | ||||
| Receivables | 5.6 | 5.6 | ||
| Other financial assets | 833.0 | 833.0 | ||
| Trade receivables and other receivables | 319.8 | 319.8 | ||
| Derivatives | 100.8 | 3.7 | 104.5 | |
| Cash and cash equivalents | 150.2 | 150.2 | ||
| Book value total | 100.8 | 836.7 | 475.6 | 1,413.0 |
| Fair value total | 100.8 | 836.7 | 475.6 | 1,413.0 |
| Financial liabilities | ||||
| Interest-bearing liabilities | 592.9 | 592.9 | ||
| Finance lease liabilities | 125,6 | 125.6 | ||
| Derivatives | 61.3 | 20.0 | 81.3 | |
| Trade payables and other liabilities | 879.8 | 879.8 | ||
| Book value total | 61.3 | 20.0 | 1,598.4 | 1,679.7 |
| Fair value total | 61.3 | 20.0 | 1,607.7 | 1,688.9 |
| EUR mill. | Hedge accounting items |
Financial assets at fair value through profit and loss |
Loans and receivables |
Valued at amortised cost |
Book value |
|---|---|---|---|---|---|
| 31 Dec 2016 | |||||
| Financial assets | |||||
| Receivables | 7.4 | 7.4 | |||
| Other financial assets | 727.9 | 727.9 | |||
| Trade receivables and other receivables | 211.9 | 211.9 | |||
| Derivatives | 133.2 | 43.3 | 176.6 | ||
| Cash and cash equivalents | 69.4 | 69.4 | |||
| Book value total | 133.2 | 771.2 | 288.7 | 1,193.1 | |
| Fair value total | 133.2 | 771.2 | 288.7 | 1,193.1 | |
| Financial liabilities | |||||
| Interest-bearing liabilities | 578.1 | 578.1 | |||
| Finance lease liabilities | 139.6 | 139.6 | |||
| Derivatives | 8.4 | 16.8 | 25.2 | ||
| Trade payables and other liabilities | 4.9 | 773.5 | 778.4 | ||
| Book value total | 8.4 | 16.8 | 4.9 | 1,491.2 | 1,521.3 |
| Fair value total | 8.4 | 16.8 | 4.9 | 1,491.2 | 1,521.3 |
In this note interest rate derivatives (currency and interest-rate swaps) are included in derivatives. Item Receivables mainly includes USD-denominated security deposits for leased aircraft. Trade payables and other liabilities include: trade payables, deferred expenses, pension obligations as well as other interest-bearing and non-interest-bearing liabilities.
Derivatives are valued at fair value, with further details in the fair value hierarchy. Financial assets valued at fair value are money market funds (fair value hierarchy level 1) and bonds, or commercial papers (fair value hierarchy level 2). Loans and receivables are mainly current and the book value is equivalent to the fair value, because the discount effect is not significant. The current portion of loans valued at amortised cost, excluding bonds, is 66.8 million euro, and the book value is equivalent to the fair value, because the discount effect is not significant. The issued bonds make the most significant part of the loans valued at amortised cost. The senior bond maturing in 2018 was quoted at 103.3 per cent as per 31 December 2017, and the senior bond maturing in 2022 was quoted at 103.6, which explains the difference between book value and fair value. The valuation principles of financial assets and liabilities are outlined in the accounting principles. The valuation principles of financial assets and liabilities are outlined in the accounting principles.
Fair values at the end of the reporting period
| EUR mill. | 31 Dec 2017 | Level 1 | Level 2 |
|---|---|---|---|
| Assets | |||
| Financial assets at fair value through profit and loss | |||
| Securities held for trading | 833.0 | 735.0 | 98.0 |
| Derivatives held for trading | |||
| Currency and interest rate swaps and options | 0.7 | 0.7 | |
| - of which in fair value hedge accounting | 0.7 | 0.7 | |
| Currency derivatives | 14.7 | 14.7 | |
| - of which in fair value hedge accounting | 0.1 | 0.1 | |
| - of which in cash flow hedge accounting | 10.9 | 10.9 | |
| Commodity derivatives | 63.1 | 63.1 | |
| - of which in cash flow hedge accounting | 63.1 | 63.1 | |
| Equity derivatives | 26.0 | 26.0 | |
| - of which in fair value hedge accounting | 26.0 | 26.0 | |
| Total | 937.5 | 735.0 | 202.5 |
| Liabilities | |||
| Financial liabilities recognised at fair value through profit and loss | |||
| Derivatives held for trading | |||
| Currency and interest rate swaps and options | 18.6 | 18.6 | |
| Currency derivatives | 47.6 | 47.6 | |
| - of which in fair value hedge accounting | 17.5 | 17.5 | |
| - of which in cash flow hedge accounting | 29.0 | 29.0 | |
| Commodity derivatives | 0.5 | 0.5 | |
| - of which in cash flow hedge accounting | 0.1 | 0.1 | |
| Equity derivatives | 14.7 | 14.7 | |
| - of which in fair value hedge accounting | 14.7 | 14.7 | |
| Total | 81.3 | 81.3 |
During the financial year, no significant transfers took place between fair value hierarchy Levels 1 and 2.
The fair values of hierarchy Level 1 are fully based on quoted (unadjusted) prices in active markets of the same assets and liabilities.
The fair values of Level 2 instruments are, to a significant extent, based on input data other than the quoted prices included in Level 1, but still mainly based on directly observable data (price) or indirectly observable data (derived from price) for the particular asset or liability.
On the other hand, the fair values of Level 3 instruments are based on asset or liability input data that is not based on observable market information (unobservable inputs). The fair values are based on confirmations supplied by counterparties, based on generally accepted valuation models.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Derivative assets gross amounts | 104.5 | 176.6 |
| Gross amounts of recognised financial liabilities set off in the balance sheet | 0.0 | 0.0 |
| Net amounts of financial assets presented in the balance sheet | 104.5 | 176.6 |
| Enforceable master netting agreement | -63.8 | -95.5 |
| Derivative assets net amount | 40.7 | 81.1 |
| EUR mill. | 2017 | 2016 |
| Derivative liabilities gross amounts | -81.3 | -25.2 |
| Gross amounts of recognised financial assets set off in the balance sheet | 0.0 | 0.0 |
| Net amounts of financial liabilities presented in the balance sheet | -81.3 | -25.2 |
| Enforceable master netting agreement | 63.8 | 95.5 |
| Derivative liabilites net amount | -17.5 | 70.3 |
For the above financial assets and liabilities, subject to enforceable master netting arrangements or similar arrangements, each agreement between the Group and the counterparty allows net settlement of the relevant financial assets and liabilities when both parties choose to settle on a net basis. In the absence of such mutual decision, financial assets and liabilities will be settled on a gross basis. However, each party of the master netting agreement, or similar agreement, will have the option to settle on a net basis in the event of default of the other party. Depending on the terms of each agreement, an event of default includes failure by a party to make a payment when due, failure by a party to perform any obligation required by the agreement (other than payment), if such failure is not remedied within periods of 30 to 60 days after notice of such failure is given to the party, or bankruptcy.
According to its risk management policy, Finnair Group uses foreign exchange, interest rate and commodity derivatives to reduce the exchange rate, interest rate and commodity risks which arise from the Group's balance sheet items, currency denominated purchase agreements, anticipated currency denominated purchases and sales as well as future jet fuel purchases. It is the Group's policy not to enter into derivative financial contracts for speculative purposes.
The derivatives are initially recognised as well as subsequently valued at fair value in each financial statement and interim report. The fair values of the derivatives are based on the value at which the instrument could be exchanged between knowledgeable, willing and independent parties, with no compulsion to sell or buy in the sales situation. The fair values of derivatives are determined as follows:
The fair values of all derivatives are calculated using the exchange rates, interest rates, volatilities and commodity price quotations on the closing date. The fair values of currency forward contracts are calculated as the present value of future cash flows. The fair values of currency options are calculated using the Black-Scholes option pricing model. The fair values of interest rate swap contracts are calculated as the present value of future cash flows. The fair values of cross-currency interest rate swap contracts are calculated as the present value of future cash flows. The fair values of interest rate options are calculated using generally accepted option valuation models. The fair values of commodity forward contracts are calculated as the present value of future cash flows. The fair values of commodity options are calculated using generally accepted option valuation models.
The Group uses credit valuation adjustment for cross-currency interest rate swaps as the maturities of these derivatives are long. The credit valuation adjustment is not done for the rest of the derivatives as the maturities for these are short and the impact would not be material. Credit risk management is described in more detail in note 3.5.
Gains and losses arising from changes in the fair value are presented in the financial statements according to the original classification of the derivative. Gains and losses on derivatives qualifying for hedge accounting are recognised in accordance with the nature of the risk being hedged. At inception, derivative contracts are designated as hedges of future cash flows, hedges of the fair value of recognised assets or liabilities and binding purchase contracts (cash flow hedges or fair value hedges) or as derivatives not meeting the hedge accounting criteria or to which hedge accounting is not applied (economic hedges). Hedging of the fair value of net investments of foreign units or embedded derivatives have not been used.
At the inception of hedge accounting, Finnair Group documents economic relationship and the hedge ratio between the hedged item and the hedging instrument, as well as the Group's risk management objectives and the strategy for the inception of hedging. At the inception of hedging, and at least at the time of each financial statement, the Group documents and assesses the effectiveness of hedge relationships by examining the past and prospective capacity of the hedging instrument to offset changes in the fair value of the hedged item or changes in cash flows. The values of derivatives in a hedging relationship are presented in the balance sheet items Short–term financial assets and liabilities.
Finnair Group implements the IFRS hedge accounting principles in the hedging of future cash flows (cash flow hedging). The principles are applied to the price risk of jet fuel, the price risk of electricity, the foreign currency risk of lease payments and the foreign currency risk of highly probable future sales and purchases denominated in foreign currencies. The IFRS fair value hedge accounting principles are applied to the hedging of foreign exchange and interest rate risk of aircraft purchases and the hedges of the pilot incentive plan.
The change in the fair value of the effective portion of derivative instruments that have been designated and qualify as cash flow hedges are recognised in comprehensive income and presented within equity in the fair value reserve, to the extent that the requirements for the application of hedge accounting have been fulfilled and the hedge is effective. The gains and losses, recognised in the fair value reserve, are transferred to the income statement in the period in which the hedged item is recognised in the income statement.
When a hedging instrument expires or is sold, terminated or exercised, or the criteria for cash flow hedge accounting are no longer fulfilled, but the hedged forecast transaction is still expected to occur, the cumulative gain or loss at that point remains in the hedge reserve and is recognised in accordance with the above policy when the transaction occurs. If the underlying hedged transaction is no longer expected to take place, the cumulative unrealised gain or loss recognised in the hedge reserve with respect to the hedging instrument is recognised immediately in the consolidated income statement.
The effectiveness of hedging is tested on a quarterly basis. The effective portion of hedges is recognised in the fair value reserve of other comprehensive income, from which it is transferred to the income statement when the hedged item is realised or, in terms of investments, as an acquisition cost adjustment.
Fair value hedging is implemented on firm orders of new aircraft, in order to hedge the fixed interest rate bond, and to hedge the incentive plan negotiated with pilots. The binding purchase agreements for new aircraft are treated as firm commitments under IFRS, and therefore, the fair value changes of the hedged part arising from foreign currency movements are recognised in the balance sheet as an asset item, and corresponding gains or losses recognised through profit and loss. Similarly, the fair value of instruments hedging these purchases is presented in the balance sheet as a liability or receivable, and the change in fair value is recognised in profit and loss.
In relation to the incentive plan negotiated with the pilots in October 2014, Finnair entered into an agreement where the market price of Finnair share has an effect at the end of the plan. Finnair Group has hedged the amount exceeding 12 million euros of the possible cost effect of this plan with stock options. Fair value hedging is applied to the hedges. The unrealised fair value changes of the options are recognised as a liability or receivable in the balance sheet, and in the income statement, the realised hedging results are recognised in the staff cost, and the unrealised hedging result is recognised in the fair value changes in derivatives. The premium and the intrinsic value of the stock options are accrued and recognised in the staff costs over the lifetime of the hedge instrument. The incentive plan is treated as a firm commitment under IFRS. When the stock price exceeds 4 euros, the cost of the incentive plan is also accrued and recognised in the staff costs. The unrealised and realised fair value changes of the incentive plan are recognised in the staff costs in the income statement, and its fair value is shown as a liability or receivable in the balance sheet.
The gain or loss related to the effective portion of the interest rate swap, which hedges the fixed interest rate bond, is recognised as financial income or expenses in the income statement. The gain or loss related to the ineffective portion is recognised within other operating income and expenses in the income statement. The change in the fair value attributable to the interest rate risk of the hedged fixed interest rate loans is recognised in the financial expenses in the income statement.
If the hedge no longer meets the criteria for hedge accounting, the adjustment to the carrying amount of a hedged item, for which the effective interest method is used, is amortized to profit or loss over the period to maturity.
Finnair Group uses cross-currency interest rate swaps in the hedging of the interest rate and foreign exchange risks of foreign currency denominated loans. Cross-currency interest rate swaps are excluded from hedge accounting, and therefore the fair value changes are recognised in derivative assets and liabilities in the balance sheet, as well as in the financial income and expenses in the income statement. The fair value changes of the loans are simultaneously recognised in the financial income and expenses. Realised foreign exchange rate differences, as well as interest income and expenses, are recognised in the financial income and expenses against the exchange rate differences and interest income and expenses of the loan.
Finnair Group uses jet fuel swaps (forward contracts) and options in the hedging of jet fuel price risk. Unrealised gains and losses on derivatives hedging jet fuel, which are designated as cash flow hedges and fulfil the requirements of IFRS hedge accounting, are recognised in the hedging reserve within other comprehensive income. Accrued derivative gains and losses, recognised in shareholders' equity, are recognised as income or expense in the income statement in the same financial period as the hedged item is recognised in the income statement. If a forecasted cash flow is no longer expected to occur, and as a result the IFRS hedge accounting criteria are not fulfilled, the fair value changes and the accrued gains and losses reported in shareholders' equity are transferred to the items affecting comparability in the income statement. Changes in the fair value of jet fuel swaps and options excluded from hedge accounting are recognised in fair value changes in derivatives in the income statement, while realised result is presented in fuel costs.
For forward and option contracts, economic relationship exists between the hedged item and the hedging instrument as hedging instrument and hedged item are expected to move in opposite directions because of the same underlying. This is true for all hedge relationships except for the SING consumption hedged with NWE hedges (as described in section 3.5). In that case, the underlying is different, but the underlying hedged item (SING) and the hedge (NWE) have a historical correlation of 0.99. Therefore, it can be classified as a relationship where the underlying and the hedge are economically closely related. Ineffectiveness on fuel derivatives can also arise from timing differences on the notional amount between the hedged instrument and hedged item, significant changes in credit risk of parties to the hedging relationship and changes in the total amount of the hedged item, for instance if the underlying fuel consumption forecast is not accurate enough, that can result in overhedging. However, as Finnair usually hedges less than 100%, the risk of overhedging is insignificant. Finnair has established a hedge ratio of 1:1 for hedging relationships.
Finnair Group uses electricity derivative contracts in the hedging of electricity price risk in its entirety. The electricity price risk hedges are recognised as cash flow hedges. Unrealised gains and losses on derivatives designated as cash flow hedges in accordance with IFRS, are recognised in the hedging reserve within other comprehensive income. Accrued gain or loss on the hedge is transferred to the income statement in the same period as the hedged transaction. Changes in the fair value of hedges excluded from hedge accounting (which do not fulfil the IFRS hedge accounting criteria) are recognised in the fair value changes in derivatives over the tenor time of the derivative, and realised gain or loss is presented in Other expenses at maturity.
Finnair uses forward contracts and options to hedge its exposure to foreign currency denominated cash flows. The hedges of cash flows denominated in foreign currencies are treated as cash flow hedges in accounting, in accordance with the hedge accounting principles of IFRS 9. Unrealised gains and losses on hedges of forecasted cash flows qualifying for hedge accounting are recognised in the hedging reserve in OCI, while the change in the fair value of such hedges not qualifying for hedge accounting is recognised in Fair value changes in derivatives and changes in exchange rates of fleet overhauls in the income statement. The change in fair value recognised in the hedging reserve in equity is transferred to the income statement when the hedged transaction is realised. Forward points are included in the hedging instrument and in the hedge relationship. Potential sources of ineffectiveness include changes in timing of the hedged item, significant changes in credit risk of parties to the hedging relationship and changes in the total amount of the hedged item, for instance if the underlying cash flow forecast is not accurate enough, that can result in overhedging. However, as Finnair usually hedges less than 100%, the risk of overhedging is insignificant. Realised profit or loss on derivatives hedging JPY, CNY and SEK-denominated operating cash flows is presented in revenue, realised profit or loss on derivatives hedging a group of similar USD costs is proportionally recognised in corresponding expense lines, while profit or loss on derivatives hedging cash flows denominated in other currencies is presented in Other expenses.
The hedge ratio is defined as the relationship between the quantity of the hedging instrument and the quantity of the hedged item in terms of their relative weighting. With currency hedging, hedge ratio is typically 1:1. For forward and option contracts, an economic relationship exists between the hedged item and the hedging instrument as there is an expectation that the value of the hedging instrument and the value of the hedged item would move in the opposite direction because of the common underlying.
Changes in the fair value of interest rate derivatives not qualifying for hedge accounting are recognised in financial income and expenses in the income statement. Changes in the fair value as well as realised gain or loss on forward contracts used to hedge foreign currency denominated balance sheet items of Finnair Group are recognised in financial expenses. Changes in the fair value and realised result of hedges of assets held for sale are recognised in Items affecting comparability.
At Finnair, the time value of an option is excluded from the designation of a financial instrument and accounted for as a cost of hedging. Upon initial recognition, Finnair defers any paid premium in the cost of hedging reserve within other comprehensive income. The fair value changes of the time value are recognised in the cost of hedging reserve within other comprehensive income. The premium will be transferred to the consolidated income statement in the same period that the underlying transaction affects the consolidated income statement for transaction-related hedges. As of 31 December 2017, Finnair has deferred premiums only on transaction-related hedges.
= Accounting principles
| 2017 | 2016 | |||||||
|---|---|---|---|---|---|---|---|---|
| EUR mill. | Nominal value |
Positive fair values |
Negative fair values |
Fair net value |
Nominal value |
Positive fair values |
Negative fair values |
Fair net value |
| Currency derivatives | ||||||||
| Jet fuel currency hedging | 307.3 | 16.6 | -0.1 | 16.5 | ||||
| Operational cash flow hedging (forward contracts) |
385.2 | 5.8 | -16.3 | -10.5 | ||||
| Operational cash flow hedging, bought options |
195.1 | 5.1 | 5.1 | |||||
| Operational cash flow hedging, sold options | 200.1 | -4.0 | -4.0 | |||||
| Fair value hedging of aircraft acquisitions | 316.2 | 0.1 | -17.5 | -17.4 | 377.1 | 74.6 | 74.6 | |
| Hedging of lease payments | 131.7 | 0.1 | -8.7 | -8.6 | 172.4 | 9.7 | -0.1 | 9.6 |
| Hedge accounting items total | 1,228.4 | 11.0 | -46.5 | -35.5 | 856.8 | 100.8 | -0.1 | 100.7 |
| Operational cash flow hedging (forward contracts) |
157.4 | 5.3 | -2.1 | 3.3 | ||||
| Operational cash flow hedging, bought options |
173.2 | 5.9 | 5.9 | |||||
| Operational cash flow hedging, sold options | 245.4 | -2.4 | -2.4 | |||||
| Hedging of aircraft divestments | 101.3 | 3.7 | -0.1 | 3.6 | 123.7 | -7.3 | -7.3 | |
| Balance sheet hedging (forward contracts) | 101.0 | -0.9 | -0.9 | 118.3 | 1.9 | -0.4 | 1.5 | |
| Items outside hedge accounting total | 202.3 | 3.7 | -1.0 | 2.6 | 818.0 | 13.1 | -12.2 | 0.9 |
| Currency derivatives total | 1,430.7 | 14.7 | -47.6 | -32.8 1,674.8 | 114.0 | -12.4 | 101.6 | |
| Commodity derivatives | ||||||||
| Jet fuel forward contracts, tonnes | 808,000 | 58.3 | 58.3 650,000 | 26.9 | -8.0 | 18.9 | ||
| Bought options, jet fuel, tonnes | 91,000 | 4.8 | 4.8 | |||||
| Sold options, jet fuel, tonnes | 91,000 | -0.1 | -0.1 | |||||
| Electricity derivatives, MWh | 13,140 | 0.0 | 0.0 | 0.0 | ||||
| Hedge accounting items total | 63.1 | -0.1 | 63.0 | 26.9 | -8.0 | 18.9 | ||
| Jet fuel forward contracts, tonnes | 24,000 | 0.7 | -0.2 | 0.6 | ||||
| Bought options, jet fuel, tonnes | 236,000 | 13.3 | 13.3 | |||||
| Sold options, jet fuel, tonnes | 37,000 | -0.4 | -0.4 472,000 | -4.4 | -4.4 | |||
| Items outside hedge accounting total | 0.0 | -0.4 | -0.4 | 14.0 | -4.6 | 9.4 | ||
| Commodity derivatives total | 63.1 | -0.5 | 62.7 | 41.0 | -12.6 | 28.4 | ||
| Interest rate derivatives | ||||||||
| Interest rate swaps | 64.9 | 0.7 | 0.0 | 0.7 | 150.0 | 3.7 | 0.0 | 3.6 |
| Hedge accounting items total | 64.9 | 0.7 | 0.0 | 0.7 | 150.0 | 3.7 | 0.0 | 3.6 |
| 2017 | 2016 | |||||||
|---|---|---|---|---|---|---|---|---|
| EUR mill. | Nominal value |
Positive fair values |
Negative fair values |
Fair net value |
Nominal value |
Positive fair values |
Negative fair values |
Fair net value |
| Cross-currency interest rate swaps | 239.6 | -18.5 | -18.5 | 291.8 | 16.1 | 16.1 | ||
| Items outside hedge accounting total | 239.6 | 0.0 | -18.5 | -18.5 | 291.8 | 16.1 | 0.0 | 16.1 |
| Interest rate derivatives total | 304.5 | 0.7 | -18.5 | -17.9 | 441.8 | 19.8 | 0.0 | 19.8 |
| Equity derivatives | ||||||||
| Bought options, millions | 3.0 | 26.0 | 26.0 | 3.0 | 1.8 | 1.8 | ||
| Sold options, millions | 3.0 | -14.7 | -14.7 | 3.0 | -0.2 | -0.2 | ||
| Hedge accounting items total | 6.0 | 26.0 | -14.7 | 11.3 | 6.0 | 1.8 | -0.2 | 1.6 |
| Equity derivatives total | 6.0 | 26.0 | -14.7 | 11.3 | 6.0 | 1.8 | -0.2 | 1.6 |
| Derivatives total * | 104.5 | -81.3 | 23.2 | 176.6 | -25.2 | 151.4 |
* Positive (negative) fair value of hedging instruments as of 31.12.2017 is presented in the statement of financial position in the item derivative financial instruments within current assets (derivative financial instruments within current liabilities).
| Carrying amount of the hedged item |
Accumulated amount of fair value hedge adjustments included in the carrying amount of the hedged item |
Line item in the statement of financial position in which the hedged item is |
Changes in fair value of the hedged item used for calculating hedge ineffective ness, previous 12 |
Changes in fair value of the hedg ing instrument used for calculat ing hedge ineffec tiveness, previous |
|||
|---|---|---|---|---|---|---|---|
| 31 Dec 2017 | Assets Liabilities Assets Liabilities | included | months | 12 months | |||
| Cash flow hedges | |||||||
| Jet fuel price risk | |||||||
| - Forecasted jet fuel purchases |
-121.4 | 53.6 | |||||
| Foreign exchange risk |
|||||||
| - Forecasted sales and purchases |
129.1 | -17.2 | |||||
| - Lease payments | 41.6 | -10.3 | |||||
| Fair value hedges | |||||||
| Foreign exchange risk |
|||||||
| - Aircraft acquisitions |
17.4 | 17.4 | Non-current assets |
92.0 | -92.0 | ||
| Interest rate risk | |||||||
| - Fixed rated loans |
65.5 | 0.7 | Interest-bearing liabilities |
-3.0 | 3.0 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Better than A | 2,3 | 105,3 |
| A | 10,2 | 42,0 |
| BBB | 10,7 | 4,1 |
| Total | 23,2 | 151,4 |
| EUR mill. | 2017 | 2016 | |
|---|---|---|---|
| Jet fuel hedging | Fuel costs | 2.1 | -90.4 |
| Hedging of lease payments | Lease payments for aircraft | 1.9 | 14.7 |
| Electricity derivatives | Other expenses | 0.0 | -0.2 |
| Interest rate swaps | Financial expenses | 3.6 | 2.1 |
| Operational cash flow hedging | Fuel costs | 0.1 | 0.0 |
| Operational cash flow hedging | Aircraft materials and overhaul | 0.3 | 0.0 |
| Operational cash flow hedging | Traffic charges | 0.9 | 0.0 |
| Operational cash flow hedging | Revenue | 4.1 | 0.0 |
| Expenses of hedge accounting items total | 13.0 | -73.8 | |
| Jet fuel hedging | Fuel costs | 0.1 | -24.8 |
| Operational cash flow hedging | Other expenses | 0.0 | 14.0 |
| Operational cash flow hedging | Revenue | 0.0 | -12.3 |
| Hedging of aircraft sales transactions | Items affecting comparability | 1.4 | -2.0 |
| Balance sheet hedging | Financial expenses | -10.6 | 0.5 |
| Cross-currency interest rate swaps | Financial expenses | 4.3 | 1.9 |
| Expenses of items outside hedge accounting total | -4.7 | -22.8 |
The nominal value of shares had been recognised in the share capital before an amendment to the Articles of Association registered on 22 March 2007. Share issue profit and gains on sale of own shares had been recognised in other restricted funds before the change in the Limited Liability Company Act in 2006.
The subscription proceeds from the 2007 share issue less transaction costs after taxes as well as share-based payments according to IFRS 2 have been recognised in the unrestricted equity funds.
Hedging reserve and other OCI items include changes in the fair value of derivative instruments used in cash flow hedging, actuarial gains and losses related to defined benefit pension plans and translation differences.
The acquisition cost of repurchased owned shares less transaction costs after taxes is charged to equity until the shares are cancelled or reissued. The consideration received for sale or issue of own shares is included in equity.
The dividend proposed by the Board of Directors is not deducted from distributable equity until decided at the Annual General Meeting. The hybrid bond is recognised in equity. It is unsecured and subordinated to all senior debt. The hybrid bond does not confer shareholders' rights, nor does it dilute the holdings of shareholders. Interest expenses are debited from retained earnings on cash basis net of tax. In the calculation of earnings per share, interest expenses of the hybrid bond are included in the earnings for the financial year.
| Number of shares | 2017 | 2016 |
|---|---|---|
| Number of outstanding shares in the beginning of the financial year | 127,347,151 | 127,810,910 |
| Purchase of own shares | 0 | -800,000 |
| Shares granted from the share-bonus scheme | 180,904 | 55,105 |
| Shares granted from FlyShare employee share savings plan | 174,693 | 281,136 |
| Number of outstanding shares at the end of the financial year | 127,702,748 | 127,347,151 |
| Own shares held by the parent company | 433,367 | 788,964 |
| Total number of shares at the end of the financial year | 128,136,115 | 128,136,115 |
Finnair Plc's share capital, paid in its entirety and registered in the trade register, was at 75,442,904.30 euros at the end of 2016 and 2017. The shares have no nominal value. During the year 2017, Finnair transferred a total of 174,693 shares to FlyShare participants and a total of 180,904 shares to participants in Finnair's share-based incentive scheme 2014–2016.
| EUR mill. | 2017 | Amounts reclassified to profit or loss |
Unrealised gains and losses recog nised in OCI |
Change in accounting principles |
2016 | Line item affected in profit or loss because of the reclassification |
|---|---|---|---|---|---|---|
| Jet fuel price hedging | 63.7 | -2.1 | 38.0 | 8.9 | 18.9 | Fuel costs |
| Jet fuel currency hedging | -16.5 | 16.5 | Fuel costs | |||
| Hedging of lease payments | -8.6 | -1.9 | -16.3 | 9.6 Lease payments for aircraft | ||
| Operating cash flow hedging | -9.8 | -5.4 | -26.7 | 22.3 | 0.0 | Revenue and cost lines* |
| Hedging of interest related to future lease payments |
-7.1 | 0.7 | -7.7 Lease payments for aircraft | |||
| The actuarial gains and losses of defined benefit plan |
40.1 | 35.9 | 4.1 | |||
| Translation differences | 0.7 | 0.7 | ||||
| Cost of hedging reserve | -0.5 | -4.7 | 4.3 | 0.0 | ||
| Tax effect | -15.6 | -3.5 | -3.8 | -8.3 | ||
| Total | 63.0 | -8.8 | 22.7 | 15.2 | 33.9 |
*Forward and option contracts hedging forecasted sales and purchases denominated in foreign currencies are hedges of a group of similar hedged items, and the amounts reclassified from OCI to P&L are allocated to revenue and different cost lines based on the realised cost amounts. Amounts reclassified to revenue and different cost lines are specified in the table "Derivatives realised through profit or loss" in section 3.8.
| EUR mill. | 2018 | 2019 | 2020 | 2021 | 2022 | Later | Total |
|---|---|---|---|---|---|---|---|
| Jet fuel price hedging | 52.0 | 11.7 | 63.7 | ||||
| Hedging of lease payments | -7.5 | -1.1 | -8.6 | ||||
| Operating cash flow hedging | -7.1 | -2.7 | -9.8 | ||||
| Hedging of interest related to future lease payments |
-0.7 | -0.7 | -0.7 | -0.7 | -0.7 | -3.6 | -7.1 |
| The actuarial gains and losses of defined benefit plan |
40.1 | 40.1 | |||||
| Translation differences | 0.7 | 0.7 | |||||
| Cost of hedging reserve | -0.5 | -0.5 | |||||
| Tax effect | -15.3 | -1.4 | 0.1 | 0.1 | 0.1 | 0.7 | -15.6 |
| Total | 61.1 | 5.7 | -0.5 | -0.5 | -0.5 | -2.3 | 63.0 |
Shareholders' equity (after equity belonging to the owners) includes a 200 million euro hybrid bond issued in 2015. The hybrid bond coupon is fixed at 7.875 per cent per year for the first five years, and thereafter floating, at least 12.875 per cent per year. Finnair can postpone interest payment if it does not distribute dividends or any other equity to its shareholders. The bond has no maturity date, but the company has the right to redeem it in five years and on every interest payment date thereafter. The overall hybrid bond net position recognised in equity is 198.2 million euro, due to issuing expenses. The hybrid bonds are unsecured and in a weaker preference position than promissory notes. A holder of hybrid bond notes has no shareholder rights.
The basic earnings per share figure is calculated by dividing the result for the financial year attributable to the parent company's shareholders by the weighted average number of shares outstanding during the financial year. The result for the financial year is adjusted for the after-tax amounts of hybrid bond interests regardless of payment date, transaction costs of the new hybrid bond issued and premium paid, when a hybrid bond is redeemed. When calculating the earnings per share adjusted by dilution, the weighted average of the number of shares takes into account the diluting effect resulting from changing into shares all potentionally diluting shares.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Result for the financial year, EUR mill. | 169.4 | 85.1 |
| Hybrid bond interest, EUR mill. | -15.8 | -18.8 |
| Tax effect | 3.2 | 3.8 |
| Adjusted result for the financial year | 156.8 | 70.1 |
| Weighted average number of shares, mill. Pcs | 127.7 | 127.3 |
| Undiluted and diluted earnings per share, EUR | 1.23 | 0.55 |
| Effect of own shares | 0.0 | 0.0 |
The Board of Directors proposes to the Annual General Meeting that a dividend of EUR 0.30 per share be paid for 2017. The annual general meeting on 16 March 2017 decided that EUR 0.10 per share is paid as dividend for 2016.
| EUR mill. | 31 Dec 2017 |
|---|---|
| Retained earnings at the end of financial year | 101.7 |
| Unrestricted equity | 253.7 |
| Result for the financial year | 68.6 |
| Distributable equity total | 424.0 |
Notes under Consolidation section include description of general consolidation principles and methods of consolidation. Aim of the section is to provide an overall picture of the group's structure and principles applied in preparing consolidated financial statements and classifying ownership interests. In addition, notes include information about subsidiaries, associated companies and joint ventures held, acquired or sold by the group as well as information about assets held for sale.
Consolidation, consolidation method and classification of ownership interests depends on whether group has power to control or jointly control the entity or have significant influence or other interests in the entity. When group has power to control the entity, it is consolidated as subsidiary in the group according to principles described in the note 4.2 Subsidiaries. When group has joint control or significant influence over an entity but does not have power to control, entity is accounted for by using equity method according to principles set in note 4.6 Investments in associates and joint ventures. If group does not have power to control nor significant influence in the entity, its ownership interests are classified as financial assets available for sale and accounted for according to principles described in the note 3.2 Financial assets.
Items included in each subsidiary's financial statements are measured in the currency that is the main currency of operating environment of each subsidiary ("functional currency"). The consolidated financial statements have been presented in euro, which is the parent company's functional and presentation currency. Transactions denominated in foreign currencies in group companies are translated into functional currency by using the exchange rate at the date of the transaction Receivables and liabilities that are denominated in foreign currencies and are outstanding on the closing date are translated using the exchange rate of the closing date. Exchange rate differences are recognised in the income statement.
Foreign subsidiaries whose functional currency is not euro are translated into euro by using average rate for the financial year. Balance sheets are translated by using the closing rate for the financial period. Translation differences arising from the elimination of acquisition costs of foreign subsidiaries are recognised in other comprehensive income. When foreign subsidiary is sold, the differences are recognised as part of the sales gain or loss.
Finnair Plc's consolidated financial statements include the parent company Finnair Plc and all its subsidiaries. Subsidiaries are defined as companies in which Finnair has control. Control exists when Finnair has rights to variable returns from its involvement with the entity and has the ability to affect those returns through its power over the entity. Usually Finnair has power over the entity when it owns more than 50% of the votes or where Finnair otherwise has the power to govern the financial and operating policies. The acquired subsidiaries are included in the consolidated financial statements from the day the Group has control, and disposed subsidiaries until the control ceases.
Acquired and established companies are accounted for using the acquisition method of accounting. Accordingly, the acquired company's identifiable assets, liabilities and contingent liabilities are measured at fair value on the date of acquisition. The excess between purchase price and fair value of the Group's share of the identifiable net assets is recognised as goodwill.
All inter-company transactions, balances and unrealised gains on transactions between group companies are eliminated. Unrealised losses are also eliminated unless there is evidence of impairment related to the transferred asset. The accounting principles of subsidiaries have been changed to correspond Group's accounting policies.
Non-controlling interests are presented within the equity in the Consolidated Balance Sheet, separated from equity attributable to owners of the parent. For each acquisition the non-controlling interest can be recognised either at fair value or at the non-controlling interest's proportionate share of the acquirer's net assets. The carrying amount of non-controlling interests is the amount of the interests at initial recognition added with the non-controlling interests' share of subsequent changes in equity.
| Name of the company | Group | ownership % Name of the company | Group ownership % |
|---|---|---|---|
| Finnair Cargo Oy, Finland | 100.0 Balticport Oü, Estonia | 100.0 | |
| Finnair Aircraft Finance Oy, Finland | 100.0 Finnair Kitchen Oy, Finland | 100.0 | |
| Finnair ATR Finance Oy, Finland | 100.0 Amadeus Finland Oy, Finland | 95.0 | |
| Finnair Technical Services Oy, Finland | 100.0 Oy Aurinkomatkat - Suntours Ltd Ab, Finland | 100.0 | |
| Finnair Engine Services Oy, Finland | 100.0 Aurinko Oü, Estonia | 100.0 | |
| Finnair Travel Retail Oy, Finland | 100.0 Matkayhtymä Oy, Finland | 100.0 | |
| Finnair Flight Academy Oy, Finland | 100.0 OOO Aurinko, Russia | 100.0 | |
| Kiinteistö Oy Lentokonehuolto, Finland | 100.0 FTS Financial Services Oy, Finland | 100.0 | |
| Northport Oy, Finland | 100.0 Finnair Business Services Oü, Estonia | 100.0 | |
| Nordic Regional Airlines AB, Sweden* | 100.0 |
*Nordic Regional Airlines AB (Norra) transferred to Finnair full ownership on an interim basis in November 2017. Finnair aims to find a new industrial partner to develop Norra's business further with Finnair. More information can be found in the notes 4.3, 4.4, 4.5 and 4.6.
At the first half of 2017, Finnair announced the signing of an agreement with LSG Sky Chefs based on which the catering company operating at Helsinki Airport, LSG Sky Chefs Finland Oy, returned to Finnair's control. The arrangement became effective as of 21 April, when the preparation and development of in-flight meals became part of Finnair's operations again. The company employs approximately 500 people. The change did not have significant effect on Finnair's financial position or results.
During the latter part of the year Finnair announced that it will acquire 60% of Nordic Regional Airlines AB (Norra) from Staffpoint Holding Oy and Kilco Oy. Finnair owned 40% of the company prior the transaction, that was closed in November. Norra transferred to the full ownership of Finnair on an interim basis, and Finnair aims to find a new, industrial partner to develop Norra's business further with Finnair. The transaction had no impact on Norra's operations or personnel. It neither had a significant effect on Finnair's financial position or results. In Finnair balance sheet, Norra has been classified as assets held for sale. More information related to transaction and cooperation with Norra can be found in the notes 4.4, 4.5 and 4.6.
At the first half of 2016 the Group acquired ATR maintenance business from Nordic Regional Airlines Oy and divested its ownership in associated company Amadeus Eesti. During the latter part of the financial year Finnair sold its subsidiary SMT to American Express Global Business Travel (GBT).
Associates are companies in which the Group generally holds 20–50 per cent of the voting right or in which the Group has significant influence but in which it does not exercise control. Companies where the Group has joint control with another entity are considered as joint ventures. The Group's interests in associated companies and jointly controlled entities are accounted for using the equity method. The investment in associates and joint ventures include goodwill recognized at the time of acquisition. The Group recognises its share of the post-acquisition results in associates and joint ventures in the income statement. When the Group's share of losses in an associate or a joint venture equals or exceeds its interest in the associate or joint venture, the Group does not recognise further losses, unless it has incurred obligations on behalf of the associate or joint venture.
Results from the transactions between the Group and its associates are recognised only to the extent of unrelated investor's interests in the associates. The Group determines at each reporting date whether there is any objective evidence that the investment in the associates is impaired. In case of such indications, Group calculates the amount of impairment as the difference between the recoverable amount of the associate and its carrying value. The impairment is recognised in share of results in associates and joint ventures.
Accounting policies of associates or joint ventures have been changed where necessary to correspond with the accounting policies adopted by the Group. If financial statements for the period are not available, the share of the profit of certain associated or joint venture companies is included in the consolidated accounts based on the preliminary financial statements or latest available information.
The Group's share of the result, asset items and liabilities of associates and joint ventures is presented below.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| At the beginning of the financial year | 2.5 | 2.6 |
| Disposals | 0.0 | -0.2 |
| At the end of the financial year | 2.5 | 2.5 |
More information on transactions with associated companies and joint ventures can be found in the note 4.6 Related party transactions.
| Profit/ | ||||||
|---|---|---|---|---|---|---|
| EUR mill. | Domicile | Assets | Liabilities | Revenue | Loss Holding % | |
| Suomen Ilmailuopisto Oy* | Finland | 19.2 | 1.5 | 9.5 | 0.2 | 49.50 |
*The presented figures for 2017 are preliminary and unaudited.
| Profit/ | ||||||
|---|---|---|---|---|---|---|
| EUR mill. | Domicile | Assets | Liabilities | Revenue | Loss Holding % | |
| Nordic Regional Airlines AB | Sweden | 34.8 | 34.1 | 107.9 | 0.1 | 40.00 |
| Suomen Ilmailuopisto Oy | Finland | 18.8 | 1.1 | 8.8 | 0.2 | 49.50 |
| Total | 53.6 | 35.2 | 116.7 | 0.3 |
The associated company owned by Finnair, Suomen Ilmailuopisto Oy, is an unlisted company and is not considered material compared to Finnair's operations. Continuous result of associated companies and joint ventures for 2017 was 0,2 (0,3) million euro, of which Finnair's share was 0,0 (0,0) million euro.
Suomen Ilmailuopisto Oy (the Finnish Aviation Academy) is a vocational special purpose aviation school owned by Finnair Oyj (49.5%), Finnish Government (49.5%) and the City of Pori (1%). Finnair is not entitled to company's results nor net assets, but possible results need to be used for developing school's activities.
Nordic Regional Airlines AB (Norra) has during 2017 and 2016 operated mainly purchase traffic for Finnair. Until end of 2017, Norra has been a joint venture of StaffPoint Oy and Kilco Oy where owners had a joint control over the entity. In November, Norra was transferred to Finnair's full ownership on an interim basis. The transaction had no significant effect on Finnair's financial position or results. In Finnair balance sheet, Norra has been classified as assets held for sale. More information can be found in the notes 4.3 Acquisitions and disposals, 4.5 Assets and liabilities held for sale and 4.6 Related party transactions.
Assets held for sale or disposal groups are classified as assets held for sale when their carrying amount is to be recovered principally through a sale transaction and sale is considered highly probable, during the following twelve months.
Immediately before classification, assets held for sale or assets and liabilities of disposal groups are valued at the lower of the carrying amount or their fair value less cost to sell. Depreciation of these assets is discontinued at the moment of classification.
Assets and liabilities held for sale include Finnair's ownership in Nordic Regional Airlines AB, which was acquired to Finnair's full ownership on an interim basis during November 2017. Previously Finnair owned 40% share and it was classified as joint venture. Finnair expects to sell the 60% share to new partners in the near future. See more in the notes 4.3, 4.4 and 4.6.
At the end or 2016, aircraft classified as held for sale included four Airbus A340 aircraft, of which three were redelivered to Airbus during the first half of 2017 and one during the second half of 2017, in accordance with a previous agreement. The remaining payment from this transaction, approximately 100 million euros, will be received in 2018 and is included in trade and other receivables. These wide-body aircraft have been replaced by new A350 aircraft. The sale of one ATR 72 aircraft, that was classified as assets held for sale at the end of 2016, was cancelled and therefore reclassified to tangible assets.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Tangible assets | 0,1 | 139,3 |
| Assets from subsidiary held for sale | 16,6 | |
| Assets total | 16,7 | 139,3 |
| Liabilities from subsidiary held for sale | 11,2 | |
Related party of Finnair group includes its subsidiaries, management, associated companies and joint ventures and Finnair pension fund. Subsidiaries are listed in the note 4.2 and associates and joint ventures in note 4.4. Related party transactions include such operations that are not eliminated in the group's consolidated financial statement.
Finnish government owns 55.8% (55.8%) of Finnair's shares. All the transactions with other government owned companies are with arms length basis.
The following transactions have taken place with associated companies and joint ventures:
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Sales of goods and services | ||
| Associates and joint ventures | 42.2 | 42.9 |
| Pension fund | 0.0 | 0.1 |
| Purchases of goods and services | ||
| Associates and joint ventures | 105.6 | 106.8 |
| Pension fund | 3.5 | 3.2 |
| Receivables | ||
| Current receivables from associates and joint ventures | 9.3 | |
| Liabilities | ||
| Non-current liabilities to pension fund | 4.1 | 29.7 |
| Current liabilities to associates and joint ventures | 0.2 |
Transactions with related parties are with arms length, and are with similar terms than transactions carried out with independent parties. Management remuneration is presented in note 1.3.7. Management has not been granted any loans and there has not been any other transactions with management.
Nordic Regional Airlines AB was acquired to Finnair Group during fourth quarter, with 100% ownership interest. Before the acquisition, the Group was Finnair's, Staffpoint Holding Oy's and Kilco Oy's joint venture, and transactions before the acquisition are disclosed as related party transactions. Norra is classified as an asset held for sale, and the transactions related to the purchase traffic arrangement between the parties are not eliminated from Finnair's results from continuing operations, as the arrangement is expected to continue after the sale of the 60% share. Assets and liabilities between Finnair and Norra have been eliminated. Therefore, those sales and purchase transactions have been included in the 2017 related party transactions, but not disclosed as receivables and liabilities.
More information on associated companies and joint ventures can be found in the note 4.4.
The Finnair pension fund in Finland is a stand-alone legal entity which mainly provides additional pension coverage to Finnair's personnel in the form of defined benefit plan, and manages related pension assets. The assets include Finnair's shares representing 0.1% (0.1%) of the company's outstanding shares. Real estate and premises owned by the pension fund have been mainly leased to Finnair. In 2017 and 2016 Finnair did not pay any contributions to the fund. Pension obligation was 4.1 million euros (29.7) at the end of the financial year.
Finnair Group early adopted IFRS 9: Financial Instruments (2014), endorsed by the EU on 22.11.2016, with a date of initial application on 1 January 2017.
IFRS 9 replaces IAS 39 and addresses the classification, measurement and derecognition of financial assets and liabilities, introduces new rules for hedge accounting and a new impairment model for financial assets. The new hedge accounting rules have aligned the accounting for hedging instruments more closely with Finnair's risk management practices. Under IFRS 9, more hedge relationships are eligible for hedge accounting. The change has decreased volatility in Finnair's operating result, because unrealised fair value changes of a larger amount of derivatives are recognised in other comprehensive income instead of operating result. Changes related to the classification and impairment of financial instruments did not have any significant effects on Finnair.
The key changes that have impacted Finnair's financial statements are described in more detail below.
The new impairment model requires the recognition of impairment provisions based on expected credit losses (ECL), rather than only incurred credit losses as is the case under IAS 39. The only aspect affecting Finnair is related to the credit risk from trade receivables, and the change resulted in earlier recognition of credit losses on trade receivables. There was no impact on Finnair's credit risk position when moving from IAS 39 to IFRS 9.
Credit risk from trade receivables – According to IFRS 9, Finnair can use a simplified credit loss matrix for trade receivables as trade receivables do not have a significant financing component. Accordingly, the credit loss allowance is measured at an amount equal to the lifetime expected credit losses. The expected credit loss model is forward-looking, and expected default rates are based on historical realised credit losses. The lifetime expected credit loss allowance is calculated using the gross carrying amount of outstanding trade receivables and an expected default rate. The lifetime expected credit loss allowance total was recognised as an adjustment of 1.2 million euros to the opening balance of retained earnings in the year 2017, and thereafter the changes in expected credit losses will be recognised in profit and loss. However, the yearly recognition of credit losses in profit and loss is expected to be low due to nature of the business; flight tickets and other services provided by Finnair are usually paid before the service is delivered.
The impairment model does not affect investments in bonds and money market funds included in other financial assets as those are measured at fair value through profit and loss both under IAS 39 and IFRS 9, which already takes into account expected credit losses. With respect to the assets measured at amortised cost, Finnair is actively following such instruments and will recognise impairment through profit and loss if there is evidence of deterioration in credit quality.
The new business-model driven classification of financial assets contains three different classes: amortised cost (replaces Finnair's previous classification "Loans and trade receivables" and "Held-to-maturity investments"), fair value through profit and loss (replaces "Held for trading") and fair value through other comprehensive income (replaces "Available for sale financial assets").
Based on Finnair's analysis, the application of IFRS 9 did not have any significant impact on the recognition or measurement of the Group's financial assets. Investments in debt securities, such as commercial paper and deposits, are measured at amortised cost, but only when the objective of the business model is to hold the asset to collect the contractual cash flows and the asset's contractual cash flows represent only payments of principal and interest. Due to the nature of short-term receivables and other receivables, their book value is expected to be equal to the fair value. Other financial assets, such as investments in bonds and money market funds, are measured at fair value. The changes in the fair values of financial assets are recognised in the income statement.
Liabilities are classified into two different classes: amortised cost (replaces "Loans and receivables" and "Valued at amortised cost") and fair value through profit and loss. Finnair's liabilities are mainly classified as amortised cost, except for derivative liabilities. IFRS 9 did not bring any changes to company's previous classification and measurement of financial liabilities.
IFRS 9 introduced a new hedge accounting model to simplify hedge accounting outcomes and more closely align hedge accounting with risk management strategy and objectives.
The key changes impacting Finnair Group's hedge accounting include:
Risk components – IFRS 9 allows derivatives that are hedging a non-financial component of a price risk that is separately identifiable and measurable to be designated in a hedge relationship for that risk component only. Previously, non-financial components were prohibited from being designated as hedged items under IAS 39. The Group uses options and swaps on jet fuel, and could potentially use, for example, gasoil and Brent oil to hedge exposure to movements in the price of jet fuel. The change will allow Finnair to apply hedge accounting to such instruments under IFRS 9, which would not have been possible under IAS 39.
Cost of hedging – IFRS 9 allows the time value of options to be excluded from the designation of a hedging instrument and accounted for as a cost of hedging. The fair value changes of the time value are recognised in other comprehensive income, and depending on the nature of the hedged item will either be transferred to the Income Statement in the same period that the underlying transaction affects the Consolidated Income Statement or will be capitalised into the initial carrying value of a hedged item. Under IAS 39, Finnair did not apply hedge accounting when options were used for hedging future cash flows, and all the unrealised fair value changes of options were recognised in operating result as "Fair value changes in derivatives and changes in exchange rates of fleet overhauls". Finnair may use options when hedging against foreign currency exchange and fuel price risk, and the ability to apply hedge accounting for those will reduce the fair value changes of derivative instruments being recognised in the Consolidated Income Statement as non-designated derivatives.
Hedge effectiveness – Under IFRS 9, IAS 39 requirements for retrospective effectiveness testing as well as for hedge effectiveness of 80 to 125 per cent are removed. The ineffectiveness of hedges previously used by Finnair was minor or non-existent. Finnair expects that the hedge ineffectiveness will also be minor for hedge relationships that become eligible for hedge accounting under IFRS 9.
IFRS 9 requires that the hedge effectiveness assessment is forward-looking and does not prescribe defined effectiveness parameters for the application of hedge accounting. Under IAS 39, an entity had to test effectiveness both retrospectively and prospectively, and hedge accounting could only be applied if the relationship was 80 to 125 per cent effective. Under IFRS 9, hedge effectiveness is defined as the extent to which changes in the fair value or cash flows of the hedging instrument offset changes in the fair value or cash flows of the hedged item.
IFRS 9 introduces three hedge effectiveness requirements for the application of hedge accounting, the first of which is an economic relationship between the hedged item and the hedging instrument. Therefore, there must be an expectation that the value of the hedging instrument and the value of the hedged item will move in opposite directions as a result of the common underlying or hedged risk. The second criterion relates to the fact that the change in the credit risk of the hedging instrument or the hedged item must not be of such magnitude that it dominates the value changes that result from that economic relationship. The third criterion is that the hedge ratio is defined as the relationship between the quantity of the hedging instrument and the quantity of the hedged item in terms of their relative weighting. IFRS 9 requires that the hedge ratio used for hedge accounting purposes is the same as that used for risk management purposes. This change has not had a material impact on the Consolidated Income Statement.
Finnair Group has applied the hedge accounting principles of IFRS 9 on a prospective basis. Accordingly, there was no transitional restatement of the Group results.
Transition adjustment to retained earnings: The opening balance of retained earnings is adjusted to take into account the jet fuel hedges (options and swaps) and operative cash flow hedges (forwards and options), which were previously excluded from hedge accounting, but are included in hedge accounting according to IFRS 9. The adjustment due to the reclassification of certain types of derivatives from profit and loss to the hedging reserve resulted in a reduction of retained earnings by 19 million euros (15 million euros net of taxes).
On the date of initial application, 1 January 2017, the financial instruments of the company were as follows, with any reclassifications noted:
| Measurement category | Carrying amount, 1 January 2017 | |||||
|---|---|---|---|---|---|---|
| Original (IAS 39) | New (IFRS 9) | New EUR mill. |
Original | EUR mill. Difference | ||
| Non-current financial assets |
||||||
| Loan and other receivables | Loans and receivables | Amortised cost | 7.4 | 7.4 | - | |
| Current financial assets | - | |||||
| Cash and cash equivalents | Loans and receivables | Amortised cost | 69.4 | 69.4 | - | |
| Commercial paper, certificates and bonds |
Financial assets at fair value through profit and loss |
FVPL* | 261.2 | 261.2 | - | |
| Money market funds | Financial assets at fair value through profit and loss |
FVPL* | 466.6 | 466.6 | - | |
| Trade receivables and other receivables |
Loans and receivables | Amortised cost | 211.9 | 211.9 | - | |
| Derivatives | Hedge accounting items | Hedge accounting items | 158.5 | 133.2 | 25.3 | |
| Derivatives | Financial assets at fair value through profit and loss |
FVPL* | 18.0 | 43.3 | -25.3 | |
| Non-current liabilities | - | |||||
| Interest-bearing liabilities | Financial liabilities valued at amortised cost |
Amortised cost | 499.6 | 499.6 | - | |
| Finance lease liabilities | Financial liabilities valued at amortised cost |
Amortised cost | 117.6 | 117.6 | - | |
| Trade payables and other liabilities |
Loans and receivables | Amortised cost | 4.9 | 4.9 | - | |
| Current liabilities | - | |||||
| Interest-bearing liabilities | Financial liabilities valued at amortised cost |
Amortised cost | 78.5 | 78.5 | - | |
| Finance lease liabilities | Financial liabilities valued at amortised cost |
Amortised cost | 22.0 | 22.0 | - | |
| Derivatives | Hedge accounting items | Hedge accounting items | 14.7 | 8.4 | 6.3 | |
| Derivatives | Financial liabilities at fair value through profit and loss |
FVPL* | 10.5 | 16.8 | -6.3 | |
| Trade payables and other liabilities |
Financial liabilities valued at amortised cost |
Amortised cost | 773.5 | 773.5 | - |
* FVPL = financial assets or liabilities measured at fair value through profit or loss
On the date of initial application, 1 January 2017, the derivative contracts of the company were as follows, with any change in the application of hedge accounting noted:
| Carrying amount, 1 January 2017 | ||
|---|---|---|
| New EUR mill. |
Original EUR mill. |
|
| Currency derivatives | ||
| Jet fuel currency hedging | 16.5 | 16.5 |
| - of which in cash flow hedge accounting | 16.5 | 16.5 |
| Fair value hedging of aircraft acquisitions | 74.6 | 74.6 |
| - of which in fair value hedge accounting | 74.6 | 74.6 |
| Currency hedging of lease payments | 9.6 | 9.6 |
| - of which in cash flow hedge accounting | 9.6 | 9.6 |
| Operational cash flow hedging (forward contracts) | 3.3 | 3.3 |
| - of which in cash flow hedge accounting | 3.3 | |
| Operational cash flow hedging (options) | 3.5 | 3.5 |
| - of which in cash flow hedge accounting | 3.5 | |
| Hedging of assets held for sale | -7.3 | -7.3 |
| Balance sheet hedging (forward contracts) | 1.5 | 1.5 |
| Commodity derivatives | ||
| Jet fuel forward contracts | 19.5 | 19.5 |
| - of which in cash flow hedge accounting | 19.5 | 18.9 |
| Jet fuel options | 8.9 | 8.9 |
| - of which in cash flow hedge accounting | 11.6 | |
| Currency and interest rate swaps and options | ||
| Interest rate swaps | 3.6 | 3.6 |
| - of which in fair value hedge accounting | 3.6 | 3.6 |
| Cross currency Interest rate swaps | 16.1 | 16.1 |
| Equity derivatives | ||
| Stock options | 1.6 | 1.6 |
| - of which in fair value hedge accounting | 1.6 | 1.6 |
| Derivatives total | 151.4 | 151.4 |
| -Items in cash flow hedge accounting total* | 64.0 | 45.0 |
| -Items in fair value hedge accounting total | 79.9 | 79.9 |
*The change in the carrying amount of items in cash flow hedge accounting resulting from the application of IFRS 9 was recognised as an adjustment to the opening balance of retained earnings on the date of initial application.
Finnair will adopt the new standard on revenue recognition in the beginning of 2018. Under IFRS 15, revenue is recognised at an amount that reflects the consideration to which an entity expects to be entitled in exchange for transferring goods or services to a customer. The standard will supersede all current revenue recognition requirements under IFRS. Finnair applies cumulative catch-up method in the transition.
Finnair has finalized its evaluation of the effects of the new standard for different revenue streams (products). Finnair has worked with other airlines through the IATA (International Air Transport Association) Industry Accounting Working Group (IAWG) in coordination with the Airlines Revenue Recognition Task Force of the AICPA (American Institute of Certified Public Accountants) to agree harmonised accounting treatment for issues requiring clarity under the new standard. Finnair applies these published industry papers in its interpretations. Based on evaluation, IFRS 15 will change the timing of revenue recognition mainly in passenger revenue (ticket sales) and ancillary revenue. The changes in recognition are described below and impact is minor.
In passenger revenue, customers usually pay their tickets upfront but do not always exercise their rights and tickets remain unused (breakage). According to IFRS 15, if the airline expects to be entitled to breakage, the airline should recognise the expected breakage amount as revenue in proportion to the pattern of rights exercised by the passenger. Currently ticket revenue is recognised when the tickets are used or when the rights expire. In practice the recognition of breakage means that revenue is recognised earlier but the impact will be insignificant. Finnair Plus loyalty program accounting treatment or point valuation will not change due to implementation of IFRS 15.
In ancillary sales, the revenue related to change fees will be recognised later than currently, since it is considered as a contract modification instead of separate revenue transaction. In travel services, flight and hotel are considered separate performance obligations and are recognised as service is delivered. Previously travel services have been considered as one performance obligation. The impact will be minor.
In the beginning of 2018, Finnair will make an adjustment of -4.7 million euros to its retained earnings related to these changes in these accounting principles. The adjustment consists of decrease in revenue -8.7 million euros, decrease in expenses for tour operations +2.8 million euros and changes in deferred taxes +1.2 million euros.
The new leasing standard, published in January 2016 and endorsed by EU, will be effective from 2019 onwards. Finnair expects to adopt the standard from 2019 onwards, and plans to apply the full retrospective method. IFRS 16 replaces the previous standard (IAS 17 Leases).
Finnair expects that the new standard will have a significant impact on its financial statements and key ratios. The present value of the future operating lease payments for aircraft, real estate and other operating lease arrangements will be recognised as right-of-use assets and interest-bearing liabilities in the balance sheet. Currently, future lease payments are presented in the notes as operating lease commitments at their nominal value. The currently reported lease commitments at the end of 2017 amounted to 1,429 million euros (see note 2.2 Leasing arrangements for more detail). Based on Finnair's preliminary evaluation, service contracts that relate to the usage of airports and terminals (HEL hub) do not qualify as lease arrangements for IFRS 16 purposes.
The leasing standard will also impact Finnair's income statement. In the future, operating lease cost will be divided into the depreciation of the right-of-use asset (affecting the comparable operating result) and interest cost associated with the liability (affecting finance net). The interest cost for the liability is at its highest in the beginning of the lease term, decreasing towards the end of the term as the lease liability is amortised. Currently, lease expenses are accrued over the lease term primarily on a straight line basis and recognised in the operating result as lease payments for aircraft and other rents, according to the lease contract terms. In addition to impact on operating result and EBITDA, also cash flow from operating activities will increase, as the amortisation of lease liabilities is transferred from operating activities to financing activities in cash flow.
The new standard will have significant impact on Finnair's balance sheet -related KPIs, such as the equity ratio and gearing. On the other hand, Finnair currently discloses a key ratio called "Adjusted gearing", which takes future operating lease payments into account in the following way: aircraft lease costs for the last twelve months are multiplied by 7 and added to the interest-bearing net debt (see Balance sheet: "Additional information to Balance sheet: Interest-bearing net debt and adjusted gearing").
Although the assets associated with operating leases will be denominated in Euros when converted into right of use assets, the majority of Finnair's aircraft lease contracts are payable in US dollars. This will result in an increase of the foreign exchange exposure in Finnair's balance sheet. The company is investigating options to mitigate the effects of this volatility.
Other notes include all such notes that do not specifically relate to any previous subject matters.
The tax expense for the period includes current and deferred tax and adjustments to previous years' taxation. Tax is recognised in the income statement, except to the extent that it relates to items recognised in other comprehensive income or other equity items.
Deferred taxes are calculated for temporary differences between accounting and taxation using the valid tax rates for future years at the closing date. Deferred tax asset is recognised to the extent that realisation of the related tax benefit through future profits is probable. Temporary differences arise mainly from sales of tangible assets, depreciation and unused tax losses. Deferred tax is recognised for foreign subsidiaries' undistributed earnings only when related tax effects are probable.
Deferred tax assets and liabilities are set off when they are levied by same taxing authority and Finnair has legally enforceable right to set off the balances.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Taxes for the financial year | ||
| Current tax | -0.6 | -0.5 |
| Adjustments recognised for current tax of prior periods | 0.0 | 0.1 |
| Deferred taxes | -41.1 | -20.2 |
| Total | -41.7 | -20.6 |
The table below explains the difference between theoretical tax cost calculated with Finnish nominal tax rate 20.0% (20.0%) and tax expense in the consolidated income statement:
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Result before taxes | 211.1 | 105.8 |
| Taxes calculated using the Finnish tax rate | -42.2 | -21.2 |
| Different tax rates of foreign subsidiaries | 0.1 | 0.1 |
| Tax-exempt income | 0.7 | 1.5 |
| Non-deductible expenses | -0.4 | -1.2 |
| Adjustments recognised for taxes of prior periods | 0.0 | 0.1 |
| Income taxes, total | -41.7 | -20.6 |
| Effective tax rate | 19.8% | 19.5% |
Effective tax rate was 19.8% (19.5%). Current tax relates to tax cost accrued in Finnair Kitchen Oy whose control was transferred to Finnair Group during the financial year.
The Group has evaluated the nature and classification of deferred tax assets. Based on the evaluation, deferred tax assets and liabilities levied by the same taxing authority met the requirements for offset eligibility in accordance with IAS12. The deferred tax assets and liabilities are shown net on the balance sheet.
Changes in deferred taxes during 2017:
| EUR mill. | 2016 | Change in accounting principles (IFRS 9, Financial Instruments) |
Recognised in the income statement |
Recognised in shareholders' equity |
2017 |
|---|---|---|---|---|---|
| Deferred tax assets and liabilitities | |||||
| Confirmed losses | 29.3 | 3.8 | -22.6 | 3.2 | 13.7 |
| Employee benefits | 6.0 | 2.1 | -7.2 | 0.9 | |
| Property, plant and equipment | -53.4 | -16.3 | -69.7 | ||
| Finance leasing | -4.7 | -2.6 | -7.2 | ||
| Other temporary differences | -2.5 | -1.7 | -4.2 | ||
| Valuation of derivatives at fair value | -7.5 | -3.8 | 3.7 | -7.6 | |
| Total | -32.7 | 0.0 | -41.1 | -0.3 | -73.9 |
| Deferred tax assets that can be used after more than 12 months |
0.6 | 0.5 | |||
| Deferred tax liabilities that are expected to realise after 12 months or more |
-54.4 | -70.4 |
The estimated amount of confirmed tax losses after the 2017 taxable result is approximately 68 million euros. Confirmed tax losses expire earliest within 5–10 years.
Distributing retained earnings of foreign subsidiaries as dividends would cause a tax effect of 0.4 million euros (0.3).
| Recognised in the income |
Recognised in shareholders' |
|||
|---|---|---|---|---|
| EUR mill. | 2015 | statement | equity | 2016 |
| Deferred tax assets and liabilities | ||||
| Confirmed losses | 51.7 | -26.2 | 3.8 | 29.3 |
| Employee benefits | 0.5 | 1.8 | 3.6 | 6.0 |
| Property, plant and equipment | -59.2 | 5.8 | -53.4 | |
| Finance leasing | -3.4 | -1.2 | -4.7 | |
| Other temporary differences | -2.1 | -0.4 | -2.5 | |
| Valuation of derivatives at fair value | 21.6 | -29.0 | -7.5 | |
| Total | 9.1 | -20.2 | -21.6 | -32.7 |
| Deferred tax assets that can be used after more than 12 months | 0.5 | 0.6 | ||
| Deferred tax liabilities that are expected to realise after 12 months or more |
-60.2 | -54.4 |
Finnair reports only cases of which the interest is material and that are not insured. On 31 December 2017 there were no such disputes pending.
Finnair has decided to reschedule the delivery of one A350 aircraft from 2023 to 2019, which means that the remaining eight A350s will be delivered to Finnair between 2018-2022.
| EUR mill. | Note | 2017 | 2016 |
|---|---|---|---|
| Revenue | 6.2 | 2,419.4 | 2,102.8 |
| Other operating income | 6.3 | 78.0 | 88.0 |
| Operating income | 2,497.5 | 2,190.8 | |
| Materials and services | 6.4 | 1,128.5 | 1,055.5 |
| Staff expenses | 6.5 | 327.7 | 287.1 |
| Depreciation and reduction in value | 6.6 | 9.1 | 12.0 |
| Other operating expenses | 6.7 | 950.9 | 834.3 |
| Operating expenses | 2,416.3 | 2,188.9 | |
| Operating profit/loss | 81.2 | 2.0 | |
| Financial income and expenses | 6.8 | -25.9 | 1.2 |
| Profit/loss before appropriations and taxes | 55.3 | 3.2 | |
| Appropriations | 6.9 | 29.9 | 128.4 |
| Income taxes | 6.10 | -16.5 | -22.4 |
| Profit/loss for the financial year | 68.6 | 109.2 |
| ASSETS Non-current assets |
Note | 2017 | 2016 |
|---|---|---|---|
| Intangible assets | 6.11 | 24.0 | 18.2 |
| Tangible assets | 6.12 | 63.4 | 56.1 |
| Investments | |||
| Holdings in group undertakings | 447,6 | 448.6 | |
| Participating interests | 2,5 | 2.5 | |
| Other shares and similar rights of ownership | 0,4 | 0.4 | |
| Loan and other receivables | 6.14 | 21,1 | 223.6 |
| Total investments | 6.13 | 471,6 | 675.0 |
| Deferred tax assets | 6.15 | 0,0 | 12.3 |
| Total non-current assets | 559.0 | 761.6 | |
| Current assets | |||
| Current receivables | 6.16 | 787.3 | 443.1 |
| Marketable securities | 6.17 | 833.0 | 727.9 |
| Cash and bank equivalents | 6.18 | 146.4 | 66.5 |
| Total current assets | 1,766.6 | 1,237.5 | |
| TOTAL ASSETS | 2,325.6 | 1,999.1 | |
| EQUITY AND LIABILITIES | |||
| Equity | |||
| Share capital | 75.4 | 75.4 | |
| Share premium account | 24.7 | 24.7 | |
| Other reserves | |||
| Unrestricted equity funds | 253.7 | 252.2 | |
| Legal reserve | 147.7 | 147.7 | |
| Hedging reserve | 42.8 | 28.3 | |
| Retained earnings | 101.7 | 20.5 | |
| Profit/loss for the financial year | 68.6 | 109.2 | |
| Total equity | 6.19 | 714.7 | 658.0 |
| Accumulated appropriations | 6.20 | 20.5 | 20.4 |
| Provisions | 6.21 | 98.4 | 83.5 |
| Liabilities | |||
| Non-current liabilities | 6.22 | 406.4 | 357.2 |
| Current liabilities | 6.23 | 1,085.8 | 880.1 |
| Total liabilities | 1,492.1 | 1,237.3 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Cash flow from operating activities | ||
| Result before appropriations | 55.3 | 3.2 |
| Depreciation | 9.1 | 12.0 |
| Other non-cash transactions | 21.9 | -37.9 |
| Financial income and expenses | 28.6 | -1.2 |
| Changes in working capital | 82.3 | 59.2 |
| Interest and other financial expenses paid | -30.6 | -27.8 |
| Received interest and other financial income | 2.2 | 9.9 |
| Cash flow from operating activities | 168.6 | 17.5 |
| Cash flow from investing activities | ||
| Investments in intangible and tangible assets | -32.6 | -38.7 |
| Proceeds from sales of tangible assets | 0.4 | 3.6 |
| Change in long-term receivables | -195.0 | 67.3 |
| Investments in subsidiaries | 2.4 | 0.0 |
| Proceeds from sales of subsidiaries | 0.0 | 8.0 |
| Received dividends | 0.0 | 17.1 |
| Cash flow from investing activities | -224.7 | 57.3 |
| Cash flow from financing activities | ||
| Purchase of own shares | 0.0 | -4.3 |
| Proceeds from loans | 200.0 | 0.0 |
| Loan repayments and changes | -74.9 | -81.7 |
| Hybrid bond repayments | 0.0 | -38.3 |
| Dividends paid | -12.8 | 0.0 |
| Received and given group contributions | 128.7 | 139.2 |
| Cash flow from financing activities | 241.0 | 14.8 |
| Change in cash flows | 184.9 | 89.6 |
| Change in liquid funds | ||
| Liquid funds, at beginning | 794.4 | 704.8 |
| Change in cash flows | 184.9 | 89.6 |
| Liquid funds, at end | 979.4 | 794.4 |
Business transactions in foreign currencies have been valued using the exchange rate at the date of transaction. Receivables and liabilities on the balance sheet date are valued using the exchange rate on the balance sheet date. Advances paid and re ceived are valued in the balance sheet using the exchange rate at the date of payment. Exchange rate differences on trade re ceivables and payables are treated as the adjustments to turnover and other operating expenses. Exchange rate differences on other receivables and liabilities are entered under financial income and expenses.
According to its risk management policy, Finnair uses foreign exchange, interest rate and commodity derivatives to reduce the exchange rate, interest rate and commodity risks which arise from Finnair's balance sheet items, currency denominated pur chase agreements, anticipated currency denominated purchases and sales as well as future jet fuel purchases. The balance sheet exposure is hedged only at the Group level. The combined entity-level exposure for all Group companies differs from the Group-level exposure by the amount of intercompany items. Therefore, the balance sheet position and contracts hedging it are presented only in note 3.5. of the Group financial statements. Similarly, the foreign currency cash flow exposure is only hedged at the Group level to take advantage of the netting effect, and is presented in note 3.5 of the Group financial statements. Deriv ative contracts are valued using the rates on the balance sheet date according to Accounting Act 5:2 a §.
The derivatives are initially recognized at original acquisition cost (fair value) in the balance sheet and subsequently valued at fair value in each financial statement and interim report. The fair values of the derivatives are based on the value at which the instrument could be exchanged between knowledgeable, willing and independent parties, with no compulsion to sell or buy in the sales situation. The fair values of derivatives are determined as follows:
The fair values of all derivatives are calculated using the exchange rates, interest rates, volatilities and commodity price quotations on the closing date. The fair values of currency forward contracts are calculated as the present value of future cash flows. The fair values of currency options are calculated using the Black-Scholes option pricing model. The fair values of inter est rate and currency swap contracts are calculated as the present value of future cash flows. The fair values of interest rate options are calculated using generally accepted option valuation models. The fair values of commodity forward contracts are calculated as the present value of future cash flows. The fair values of commodity options are calculated using generally ac cepted option valuation models.
Gains and losses arising from changes in the fair value are presented in the financial statements according to the original classification of the derivative. Gains and losses on derivatives qualifying for hedge accounting are recognized in accordance with the underlying asset being hedged. At inception, derivative contracts are designated as future cash flows hedges, hedges of binding purchase contracts (cash flow hedges or fair value hedges) or as derivatives not meeting the hedge accounting cri teria or to which hedge accounting is not applied (economic hedges). Hedging of the fair value of net investments of foreign units or embedded derivatives has not been used.
At the inception of hedge accounting, Finnair documents the economic relationship and the hedge ratio between the hedged item and the hedging instrument, as well as the company's risk management objectives and the strategy for the inception of hedging. At the inception of hedging, and at least at the time of each financial statement, Finnair documents and assesses the effectiveness of hedge relationships by examining the past and prospective capacity of the hedging instrument to offset changes in the fair value of the hedged item or changes in cash flows. The values of derivatives in a hedging relationship are presented in the balance sheet items current assets and current liabilities.
Finnair implements the IFRS hedge accounting principles in the hedging of future cash flows (cash flow hedging). The prin ciples are applied to the foreign currency risk of foreign currency denominated purchases and sales, the price risk of jet fuel purchases and the price risk of electricity.
The change in the fair value of the effective portion of derivative instruments that fulfil the terms of cash flow hedging are directly recognised in the fair value reserve of other comprehensive income, to the extent that the requirements for the ap plication of hedge accounting have been fulfilled. The gains and losses, recognised in fair value reserve, are transferred to the income statement in the period in which the hedged item is recognised in the income statement. When an instrument acquired for the hedging of cash flow matures or is sold, or when the criteria for hedge accounting are no longer fulfilled, the gain or loss accrued from hedging instruments remains in equity until the forecast transaction takes place. However, if the forecasted hedged transaction is no longer expected to occur, the gain or loss accrued in equity is immediately recognised in the income statement.
Financial assets have been classified into the following categories: amortised cost and fair value through profit and loss. The classification is made at the time of the original acquisition based on the objective of the business model and the contractual cash flows of the investment. All purchases and sales of financial assets are recognised on the trade date. Liabilities are recognised at acquisition cost. Financial assets at fair value through profit and loss as well as assets and liabilities maturing within 12 months are included in current assets and liabilities. Investments in debt securities are measured at amortised cost, but only when the objective of the business model is to hold the asset to collect the contractual cash flows and the asset's contractual cash flows represent only payments of principal and interest. Financial assets recognised at amortised cost are valued using the effective interest method. Financial assets valued at amortised cost include trade receivables, deferred charges and security deposits for aircraft operating lease agreements. Due to the nature of short-term receivables and other receivables, their book value is expected to be equal to the fair value. Derecognition of financial assets takes place when Finnair has lost its contractual right to receive cash flows or when it has substantially transferred the risks and rewards outside the company.
Finnair recognises impairment provisions based on lifetime expected credit losses from trade receivables in accordance with IFRS 9. Finnair has chosen to apply a simplified credit loss matrix for trade receivables as trade receivables do not have a significant financing component. The expected credit loss model is forward-looking, and expected default rates are based on historical realised credit losses. The lifetime expected credit loss allowance is calculated using the gross carrying amount of outstanding trade receivables in each aging bucket and an expected default rate. The changes in expected credit losses are recognised in other expenses in the consolidated income statement. The impairment model does not apply to financial investments, such as bonds and money market funds, included in other financial assets as those are measured at fair value through profit and loss under IFRS 9, which already takes into account expected credit losses. With respect to the assets measured at amortised cost, Finnair is actively following such instruments and will recognise impairment through profit and loss if there is evidence of deterioration in credit quality.
Buildings, over 50 years from the time of acquisition to a residual value of 10%.
Other tangible assets, over 3–15 years.
Diminishing balances method, that has been previously used in depreciating some buildings and other tangible assets, has been changed during 2017 to straight-line method. The change did not have significant impact to depreciation amounts of the financial year.
Except for major software development costs, research and development costs are expensed as they occur. Research and development of aircraft, systems and operations is conducted primarily by the manufacturers.
Lease payments for aircraft are significant. Annual lease payments are treated as rental expenses. Lease payments due in future years under aircraft lease contracts are presented as off-balance sheet items.
The difference between total and planned depreciation is shown as accumulated appropriations in the balance sheet and the change during the financial year in the income statement. Appropriations contain also given and received group contributions.
Income taxes in the income statement include taxes calculated for the financial year based on Finnish tax provisions, adjustments to taxes in previous financial years and the change in deferred taxes.
The mandatory pension cover of the company's domestic employees has primarily been arranged through a Finnish pension insurance company and other additional pension cover through the Finnair pension fund or a Finnish pension insurance company. Since 1992, the pension fund has no longer accepted employees other than pilots for additional pension coverage. The Finnair pension fund's pension obligation is fully covered with respect to additional coverage. Pension fund liabilities are presented in the notes to the financial statements.
Provisions in the balance sheet and entered as expenses in the income statement comprise those items which the company is committed to covering through agreements or otherwise in the foreseeable future and which have no corresponding revenue and whose monetary value can be reasonably assessed.
The company is obliged to return leased aircraft at the required redelivery condition. To fulfil these maintenance obligations the company has recognised provisions based on flight hours flown during the maintenance period.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Revenue by division | ||
| 2,419.4 | 2,102.8 | |
| Passenger revenue | 2,109.0 | 1,891.4 |
| Ancillary services | 108.5 | 103.2 |
| Other | 201.9 | 108.2 |
| Distribution of turnover by market areas based on flight routes, % of turnover | ||
| Finland | 7% | 17% |
| Europe | 39% | 40% |
| Other countries | 53% | 43% |
| Total | 100% | 100% |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Aircraft lease income | 26.0 | 28.0 |
| Other rental income | 27.3 | 31.9 |
| Capital gains on sales of tangible assets | 0.0 | 0.2 |
| Other income | 24.8 | 27.8 |
| Total | 78.0 | 88.0 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Materials and supplies | ||
| Ground handling and catering expenses | 283.8 | 203.5 |
| Fuel costs | 472.2 | 491.5 |
| Aircraft materials and overhaul | 235.5 | 231.1 |
| IT expenses | 72.8 | 68.0 |
| Other items | 64.3 | 61.4 |
| Total | 1,128.5 | 1,055.5 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Wages and salaries | 254.4 | 227.2 |
| Pension expenses | 48.4 | 42.1 |
| Other social expenses | 25.0 | 17.7 |
| Total | 327.7 | 287.1 |
| Salary and bonus expenses of Chief Executive Officer and Members of the Board of Directors |
||
| Chief Executive Officer and his deputy | 1.6 | 1.3 |
| Board of Directors | 0.4 | 0.4 |
| Personnel on average | 3,761 | 3,569 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| On other long-term expenditure | 8.4 | 4.5 |
| On buildings | 0.3 | 6.6 |
| On other equipment | 0.5 | 0.9 |
| Total | 9.1 | 12.0 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Lease payments for aircraft | 306.9 | 249.6 |
| Other rents for aircraft capacity | 117.1 | 123.3 |
| Office and other rents | 35.6 | 34.0 |
| Traffic charges | 266.5 | 262.8 |
| Sales and marketing expenses | 76.4 | 67.1 |
| Other expenses | 148.6 | 97.5 |
| Total | 950.9 | 834.3 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Dividend income | ||
| From group companies | 0.0 | 17.1 |
| Total | 0.0 | 17.1 |
| Interest income | ||
| From group companies | 5.5 | 5.9 |
| From other companies | ||
| Net gains on debt instruments held mandatorily at FVPL | -0.7 | 0.7 |
| Other interest income | 0.3 | 0.1 |
| Total | 5.1 | 6.7 |
| Gains on disposal of shares | 2.8 | 4.1 |
| Interest expenses | ||
| To group companies | 0.0 | -0.2 |
| To other companies | -28.5 | -25.6 |
| Total | -28.6 | -25.9 |
| Other financial expenses | ||
| To group companies | -0.1 | -1.6 |
| To other companies | 0.0 | -0.3 |
| Total | -0.1 | -1.9 |
| Exchange gains and losses | -5.1 | 1.1 |
| Financial income and expenses total | -25.9 | 1.2 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Change in depreciation difference | -20.1 | -0.3 |
| Change in reinvestment provision | 20.0 | 0.0 |
| Received group contribution | 30.0 | 128.7 |
| Total | 29.9 | 128.4 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Change in deferred taxes | -16.5 | -22.4 |
| Total | -16.5 | -22.4 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Other long-term expenditure | ||
| Acquisition cost 1 January | 41.8 | 37.5 |
| Additions | 14.1 | 11.1 |
| Disposals | -3.0 | -6.8 |
| Acquisition cost 31 December | 52.9 | 41.8 |
| Accumulated depreciation 1 January | -23.6 | -25.4 |
| Disposals | 1.7 | 6.3 |
| Depreciation and reduction in value | -7.0 | -4.5 |
| Accumulated depreciation 31 December | -28.9 | -23.6 |
| Book value 31 December | 24.0 | 18.2 |
| EUR mill. | Land | Buildings | Other equipment |
Advances paid |
Total |
|---|---|---|---|---|---|
| Acquisition cost 1 January | 0.7 | 8.4 | 6.4 | 47.4 | 63.0 |
| Additions | 0.0 | 46.0 | 1.8 | 4.7 | 52.5 |
| Disposals | 0.0 | 0.0 | -0.3 | -44.3 | -44.6 |
| Acquisition cost 31 December | 0.7 | 54.4 | 7.9 | 7.7 | 70.8 |
| Accumulated depreciation 1 January | 0.0 | -3.1 | -3.7 | 0.0 | -6.8 |
| Disposals | 0.0 | 0.0 | 0.3 | 0.0 | 0.3 |
| Depreciation and reduction in value | 0.0 | -0.3 | -0.5 | 0.0 | -0.8 |
| Accumulated depreciation 31 December | 0.0 | -3.4 | -3.9 | 0.0 | -7.4 |
| Book value 31 December | 0.7 | 51.0 | 4.0 | 7.7 | 63.4 |
| The share of machines and equipment in the book value of tangible assets 31 Dec 2017 |
1.3% |
| Other | Advances | ||||
|---|---|---|---|---|---|
| EUR mill. | Land | Buildings | equipment | paid | Total |
| Acquisition cost 1 Jan 2016 | 0.7 | 24.5 | 7.2 | 19.1 | 51.5 |
| Additions | 0.0 | 0.6 | 1.6 | 28.6 | 30.8 |
| Disposals | 0.0 | -16.7 | -2.3 | -0.3 | -19.3 |
| Acquisition cost 31 Dec 2016 | 0.7 | 8.4 | 6.4 | 47.4 | 63.0 |
| Accumulated depreciation 1 Jan 2016 | 0.0 | -11.4 | -4.2 | 0.0 | -15.5 |
| Disposals | 0.0 | 14.9 | 1.4 | 0.0 | 16.2 |
| Depreciation for the financial year | 0.0 | -6.6 | -0.9 | 0.0 | -7.5 |
| Accumulated depreciation 31 Dec 2016 | 0.0 | -3.1 | -3.7 | 0.0 | -6.8 |
| Book value 31 Dec 2016 | 0.7 | 5.3 | 2.7 | 47.4 | 56.1 |
| The share of machines and equipment in the book value of tangible assets 31 Dec 2016 |
7.3% |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Group companies | ||
| Acquisition cost 1 January | 448.6 | 452.6 |
| Additions | 0.3 | 0.0 |
| Disposals | -1.3 | -4.0 |
| Book value 31 December | 447.6 | 448.6 |
| Associates and joint ventures | ||
| Acquisition cost 1 January | 2.5 | 2.5 |
| Book value 31 December | 2.5 | 2.5 |
| Shares in other companies | ||
| Acquisition cost 1 January | 0.4 | 0.4 |
| Book value 31 December | 0.4 | 0.4 |
| Associates and joint ventures | Share of parent company % |
|
|---|---|---|
| Suomen Ilmailuopisto Oy, Finland | 49.50 |
| Group companies | Share of parent company % |
Share of parent company % |
|
|---|---|---|---|
| Finnair Cargo Oy, Finland | 100.00 Finnair Travel Retail Oy, Finland | 100.00 | |
| Finnair Aircraft Finance Oy, Finland | 100.00 Finnair Kitchen Oy, Finland | 100.00 | |
| Northport Oy, Finland | 100.00 Kiinteistö Oy Lentokonehuolto, Finland | 100.00 | |
| Finnair Technical Services Oy, Finland | 100.00 Amadeus Finland Oy, Finland | 95.00 | |
| Finnair Engine Services Oy, Finland | 100.00 Oy Aurinkomatkat - Suntours Ltd Ab, Finland | 100.00 | |
| Finnair Flight Academy Oy, Finland | 100.00 FTS Financial Services Oy, Finland | 100.00 | |
| *Nordic Regional Airlines AB, Sweden | 100.00 Finnair Business Services OÜ, Estonia | 100.00 |
* Finnair owned 40% of Nordic Regional Airlines AB prior to the transaction, that was closed in November, in which it was transferred to the full ownership of Finnair on an interim basis.
Kiinteistö Oy LEKO 8, Finland and Kiinteistö Oy Air Cargo Center 1, Finland were merged to Finnair Oyj on 31st December 2017. Finnair took a control of LSG Sky Chefs Finland Oy and changed a name to Finnair Kitchen Oy. A/S Aero Airlines, Estonia was removed from the Estonian Business Register on 29th August 2017.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| From group companies | 19.6 | 222.1 |
| From other companies | 1.5 | 1.5 |
| Total | 21.1 | 223.6 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Change in accounting principles | 3.8 | 0.0 |
| Deferred tax assets 1 January | 12.3 | 65.3 |
| From result for the financial year | -16.5 | -22.1 |
| From temporary differences | 0.0 | -0.2 |
| Taxes from previous periods | 0.0 | -0.1 |
| From valuation of derivates at fair value | -3.6 | -30.6 |
| Offset against deffered tax liabilities | 4.0 | 0.0 |
| Deferred tax assets 31 December | 0.0 | 12.3 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Short-term receivables from group companies | ||
| Trade receivables | 27.4 | 26.6 |
| Received Group contribution | 30.0 | 128.7 |
| Accrued income and prepaid expenses | 2.6 | 4.4 |
| Other receivables | 426.2 | 25.6 |
| Total | 486.2 | 185.2 |
| Short-term receivables from associates and joint ventures | ||
| Trade receivables | 0.0 | 8.7 |
| Total | 0.0 | 8.7 |
| Short-term receivables from others | ||
| Trade receivables | 123.5 | 85.6 |
| Prepaid expenses | 68.8 | 54.3 |
| Derivative financial instruments | 100.7 | 74.3 |
| Other receivables | 8.1 | 34.9 |
| Total | 301.1 | 249.1 |
| Short-term receivables total | 787.3 | 443.1 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Short-term investments at fair value | 833.0 | 727.9 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Funds in bank accounts and deposits maturing in three months | 146.4 | 66.5 |
| EUR mill. | Share capital |
Share premium account |
Legal reserve |
Hedging reserve |
Un - restricted equity funds |
Retained earnings |
Equity total |
|---|---|---|---|---|---|---|---|
| Equity 31 Dec 2016 | 75.4 | 24.7 | 147.7 | 28.3 | 252.2 | 129.6 | 658.0 |
| Change in accounting principles | 15.2 | -15.2 | 0.0 | ||||
| Equity 1 Jan 2017 | 75.4 | 24.7 | 147.7 | 43.5 | 252.2 | 114.5 | 658.0 |
| Change in fair value of equity instruments |
-0.7 | -0.7 | |||||
| Share-based payments | 1.6 | 1.6 | |||||
| Dividend | -12.8 | -12.8 | |||||
| Result for the financial year | 68.6 | 68.6 | |||||
| Equity 31.12.2017 | 75.4 | 24.7 | 147.7 | 42.8 | 253.7 | 170.3 | 714.7 |
| EUR mill. | Share capital |
Share premium account |
Legal reserve |
Hedging reserve |
Un - restricted equity funds |
Retained earnings |
Equity total |
|---|---|---|---|---|---|---|---|
| Equity 1 Jan 2016 | 75.4 | 24.7 | 147.7 | -94.1 | 250.4 | 24.8 | 428.9 |
| Change in fair value of hedging instruments |
122.5 | 122.5 | |||||
| Share-based payments | 1.7 | 1.7 | |||||
| Purchase of own shares | -4.3 | -4.3 | |||||
| Result for the financial year | 109.2 | 109.2 | |||||
| Equity 31 Dec 2016 | 75.4 | 24.7 | 147.7 | 28.3 | 252.2 | 129.6 | 658.0 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Unrestricted equity funds | 253.7 | 252.2 |
| Retained earnings | 101.7 | 20.5 |
| Profit/loss for the financial year | 68.6 | 109.2 |
| Total | 424.0 | 381.8 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Accumulated depreciation difference 1 January | 0.3 | 0.0 |
| Change in depreciation difference | 20.1 | 0.3 |
| Accumulated depreciation difference 31 December | 20.5 | 0.3 |
| EUR mill. | 2017 | 2016 |
| Accumulated reinvestment provision 1 January | 20.0 | 20.0 |
| Change in reinvestment provision | -20.0 | 0.0 |
| Accumulated reinvestment provision 31 December | 0.0 | 20.0 |
| Accumulated appropriations total | 20.5 | 20.4 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Provisions 1 January | 83.5 | 89.8 |
| Provision for the period | 42.6 | 42.6 |
| Provision used | -16.0 | -50.8 |
| Exhange rate differences | -11.8 | 2.0 |
| Provisions 31 December | 98.4 | 83.5 |
| Of which long-term | 78.3 | 62.0 |
| Of which short-term | 20.1 | 21.5 |
| Total | 98.4 | 83.5 |
Long-term aircraft maintenance provisions are expected to be used by 2029.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Loans from group companies | 0.0 | 1.0 |
| Bonds | 200.0 | 153.6 |
| Hybrid loan | 200.0 | 200.0 |
| Deferred tax liability total | 4.0 | 0.0 |
| Other liabilities | 2.4 | 2.5 |
| Total | 406.4 | 357.2 |
| Maturity of interest-bearing liabilies | ||
| 1–5 years | 200.0 | |
| after 5 years | 200.0 | |
| Total | 400.0 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Current liabilities to group companies | ||
| Trade payables | 40.5 | 37.9 |
| Accruals and deferred income | 20.6 | 4.5 |
| Group bank account liabilities | 130.6 | 119.8 |
| Total | 191.7 | 162.2 |
| Current liabilities to others | ||
| Loans from financial institutions | 65.6 | 0.0 |
| Advance payments received | 0.1 | 0.1 |
| Trade payables | 73.5 | 82.8 |
| Accruals and deferred income | 739.3 | 616.4 |
| Other liabilities | 15.7 | 18.6 |
| Total | 894.1 | 717.9 |
| Current liabilities total | 1,085.8 | 880.1 |
| Accruals and deferred income | ||
| Unflown air transport revenues | 384.9 | 348.3 |
| Jet fuels and traffic charges | 74.7 | 67.8 |
| Holiday payment liability | 56.7 | 52.8 |
| Loyalty program Finnair Plus | 40.9 | 33.6 |
| Derivative financial instruments | 35.5 | 17.4 |
| Other items | 146.6 | 101.1 |
| Total | 739.3 | 620.9 |
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Guarantees and contingent liabilities | ||
| On behalf of group companies | 71.0 | 69.0 |
| On others companies | 0.0 | 0.0 |
| Total | 71.0 | 69.0 |
| Aircraft lease payments | ||
| Within one year | 364.2 | 297.7 |
| After one year and not later than 5 years | 1,618.7 | 1,399.1 |
| Later than 5 years | 420.9 | 355.6 |
| Total | 2,403.8 | 2,052.4 |
Parent company has leased the aircraft fleet from the fully owned subsidiary.
| EUR mill. | 2017 | 2016 |
|---|---|---|
| Other lease payments | ||
| Within one year | 27.9 | 27.7 |
| After one year and not later than 5 years | 55.4 | 92.5 |
| Later than 5 years | 180.9 | 168.9 |
| Total | 264.3 | 289.1 |
| Pension obligations | ||
| Total obligation of pension fund | 334,1 | 331.0 |
| Non-mandatory benefit covered | -334,1 | -331.0 |
| Total | 0.0 | 0.0 |
| 2017 | 2016 | |||||||
|---|---|---|---|---|---|---|---|---|
| EUR mill. | Nominal value | Positive fair values |
Negative fair values |
Fair net value | Nominal value | Positive fair values |
Negative fair values |
Fair net value |
| Currency derivatives | ||||||||
| Jet fuel currency hedging | 307.3 | 16.6 | -0.1 | 16.5 | ||||
| Operational cash flow hedging (forward contracts) | 385.2 | 5.8 | -16.3 | -10.5 | ||||
| Operational cash flow hedging, bought options | 195.1 | 5.1 | 5.1 | |||||
| Operational cash flow hedging, sold options | 200.1 | -4.0 | -4.0 | |||||
| Hedge accounting items total | 780.4 | 10.9 | -20.3 | -9.4 | 307.3 | 16.6 | -0.1 | 16.5 |
| Operational cash flow hedging (forward contracts) | 157.4 | 5.3 | -2.1 | 3.3 | ||||
| Operational cash flow hedging, bought options | 173.2 | 5.9 | 0.0 | 5.9 | ||||
| Operational cash flow hedging, sold options | 245.4 | 0.0 | -2.4 | -2.4 | ||||
| Items outside hedge accounting total | 576.0 | 11.2 | -4.5 | 6.7 | ||||
| Currency derivatives total | 780.4 | 10.9 | -20.3 | -9.4 | 883.3 | 27.8 | -4.6 | 23.2 |
| Commodity derivatives | ||||||||
| Jet fuel forward contracts, tonnes | 808,000 | 58.3 | 58.3 | 650,000 | 26.9 | -8.0 | 18.9 | |
| Bought options, jet fuel, tonnes | 91,000 | 4.8 | 4.8 | |||||
| Sold options, jet fuel, tonnes | 91,000 | -0.1 | -0.1 | |||||
| Electricity derivatives, MWh | 13,140 | 0.0 | 0.0 | 0.0 | ||||
| Hedge accounting items total | 63.1 | -0.1 | 63.0 | 26.9 | -8.0 | 18.9 | ||
| Jet fuel forward contracts, tonnes | 24,000 | 0.7 | -0.2 | 0.6 | ||||
| Bought options, jet fuel, tonnes | 236,000 | 13.3 | 13.3 | |||||
| Sold options, jet fuel, tonnes | 37,000 | -0.4 | -0.4 | 472,000 | -4.4 | -4.4 | ||
| Electricity derivatives, MWh | 0 | 0.0 | 0.0 | 0.0 | ||||
| Items outside hedge accounting total | 0.0 | -0.4 | -0.4 | 14.0 | -4.6 | 9.4 | ||
| Commodity derivatives total | 63.1 | -0.5 | 62.7 | 41.0 | -12.6 | 28.4 | ||
| Interest rate derivatives | ||||||||
| Interest rate swaps | 64.9 | 0.7 | 0.0 | 0.7 | 150.0 | 3.7 | 0.0 | 3.6 |
| Hedge accounting items total | 64.9 | 0.7 | 0.0 | 0.7 | 150.0 | 3.7 | 0.0 | 3.6 |
| Interest rate derivatives total | 64.9 | 0.7 | 0.0 | 0.7 | 150.0 | 3.7 | 0.0 | 3.6 |
| Equity derivatives | ||||||||
| Bought options, millions | 3.0 | 26.0 | 26.0 | 3.0 | 1.8 | 1.8 | ||
| Sold options, millions | 3.0 | -14.7 | -14.7 | 3.0 | -0.2 | -0.2 | ||
| Hedge accounting items total | 6.0 | 26.0 | -14.7 | 11.3 | 6.0 | 1.8 | -0.2 | 1.6 |
| Equity derivatives total | 6.0 | 26.0 | -14.7 | 11.3 | 6.0 | 1.8 | -0.2 | 1.6 |
| Derivatives total * | 100.7 | -35.5 | 65.2 | 74.3 | -17.4 | 56.9 |
* Positive (negative) fair value of hedging instruments on 31 Dec 2017 is presented in the statement of financial position in the item derivative assets within current assets (derivative liabilities within current liabilities).
| EUR mill. | 31.12.2017 | Level 1 | Level 2 |
|---|---|---|---|
| Financial assets at fair value through profit and loss | |||
| Securities held for trading | 833.0 | 735.0 | 98.0 |
| Derivatives held for trading | |||
| Currency and interest rate swaps and options | 0.7 | 0.7 | |
| - of which in fair value hedge accounting | 0.7 | 0.7 | |
| Currency derivatives | 10.9 | 10.9 | |
| - of which in cash flow hedge accounting | 10.9 | 10.9 | |
| Commodity derivatives | 63.1 | 63.1 | |
| - of which in cash flow hedge accounting | 63.1 | 63.1 | |
| Equity derivatives | 26.0 | 26.0 | |
| - of which in fair value hedge accounting | 26.0 | 26.0 | |
| Total | 933.6 | 735.0 | 198.7 |
| Financial liabilities recognised at fair value through profit and loss |
| Derivatives held for trading | ||
|---|---|---|
| Currency derivatives | 20.3 | 20.3 |
| - of which in cash flow hedge accounting | 20.3 | 20.3 |
| Commodity derivatives | 0.5 | 0.5 |
| - of which in cash flow hedge accounting | 0.1 | 0.1 |
| Equity derivatives | 14.7 | 14.7 |
| - of which in fair value hedge accounting | 14.7 | 14.7 |
| Total | 35.5 | 35.5 |
| Maturity | |||||
|---|---|---|---|---|---|
| 31.12.2017 | Hedged price \$/tonne |
Notional amount (tonnes) |
Under 1 year | 1 to 2 years | |
| Jet fuel consumption priced with NWE index |
535.9 | 962,407 | 736,407 | 226,000 | |
| Jet fuel consumption priced with SING index |
535.8 | 64,593 | 64,593 |
| Timing of the notional EUR mill. 31.12.2017 |
Average exchange rate of hedging instruments against the euro |
Notional amount (gross) |
Less than 1 year | 1 to 2 years |
|---|---|---|---|---|
| USD | 1.14 | 502.9 | 350.8 | 152.1 |
| JPY | 129.3 | 277.5 | 213.1 | 64.4 |
| Timing of the notional and hedged price range EUR mill. 31.12.2017 |
Notional amount (gross) |
Maturity Less than 1 year |
|
|---|---|---|---|
| Interest rate derivatives | 64.9 | 64.9 | |
Comparable operating result: Operating result excluding fair value changes in derivatives, changes in the exchange rates of fleet overhauls and items affecting comparability
Items affecting comparability: Gains and losses on aircraft and other transactions and restructuring costs
Comparable EBITDAR: Comparable operating result + depreciation + lease payments for aircraft
EBITDA: Operating result + depreciation
Shareholders' equity: Equity attributable to owners of the parent
Gross capital expenditure: Investments in intangible and tangible assets excluding advance payments
Liquid funds: Cash and cash equivalents + other financial assets
Adjusted interest-bearing liabilities: Interest-bearing liabilities + cross currency interest rate swaps in derivative financial instruments
Interest-bearing net debt: Adjusted interest-bearing liabilities - liquid funds
Adjusted interest-bearing net debt: Interest-bearing net debt + 7 × lease payments for aircraft
Average capital employed: Equity + interest-bearing liabilities (average of reporting period and comparison period)
Earnings per share: Result for the financial year - hybrid bond expenses net of tax
Average number of shares during the financial year, adjusted for share issues
Equity/share: Shareholders' equity
Number of shares at the end of financial year, adjusted for share issues
Dividend/earnings, %: Dividend/share ×100 Earnings/share
Dividend yield, %: Dividend/share ×100 Share price at the end of the financial year
Cash flow from operating activities/share: Cash flow from operating activities
Average number of shares during the financial year, adjusted for share issues
Price/earnings ratio (P/E): Share price at the end of the financial year
Earnings/share
Equity ratio, %: Shareholders' equity + non-controlling interest ×100 Balance sheet total
Gearing, %: Interest-bearing net debt ×100 Shareholders' equity + non-controlling interest
Adjusted gearing, %:
Adjusted net debt ×100 Shareholders' equity + non-controlling interest
Return on equity (ROE), %: Result for the financial year ×100 Shareholders' equity + non-controlling interest (average)
Return on capital employed (ROCE), %: Result before taxes + financial expenses ×100 Average capital employed
Available seat kilometres (ASK): Total number of seats available × kilometres flown
Revenue passenger kilometres (RPK): Number of revenue passengers × kilometres flown
Passenger load factor (PLF), %: Share of revenue passenger kilometres of available seat kilometres
Available cargo tonne kilometres (cargo ATK): Number of tonnes of capacity for carriage of cargo and mail × kilometres flown
Revenue cargo tonne kilometres (cargo RTK): Total revenue load consisting of cargo and mail × kilometres flown
Overall load factor, %: Share of revenue tonne kilometres of available tonne kilometres
Revenue per available seat kilometre (RASK): Unit revenue (RASK) represents the Group's revenue divided by available seat kilometres (ASK).
Unit revenue (RASK) with constant currency aims to provide a comparative, currency neutral measurement for unit revenues. All the currency changes and currency hedging results are excluded from the measurement.
Cost per available seat kilometre (CASK): Unit cost (CASK) represents the Group's operational costs divided by available seat kilometres. Other operating income is deducted from operational costs.
Unit cost (CASK) with constant currency aims to provide a comparative, currency neutral measurement for unit costs. All the currency changes and currency hedging results are excluded from the measurement.
Unit revenue per revenue passenger kilometre (yield): Passenger Revenue by product divided by Revenue passenger kilometres (RPK).
Cargo traffic unit revenue per revenue cargo tonne kilometre: Cargo Revenue by product divided by Revenue cargo tonne kilometres (cargo RTK).
Finnair Plc's distributable equity on 31 December 2017 amounts to 424,036,052.14 euros, of which the net result for the financial year 2017 is 68,644,816.95 euros. There have been no material changes in the company's financial position since the end of the financial year.
The Board of Directors proposes to the Annual General Meeting that a dividend of 0.30 euros per share be paid based on the balance sheet to be adopted for the financial year, which ended on 31 December 2017, and the remaining portion of the result be retained in the equity. Based on the number of outstanding shares as of 15 February 2018, the total amount of dividend proposed to be paid is 38,310,824.40 euros.
Helsinki, 15 February 2018 The Board of Directors of Finnair Plc
Jouko Karvinen Colm Barrington
Mengmeng Du Maija-Liisa Friman Jussi Itävuori
Jonas Mårtensson Jaana Tuominen
Pekka Vauramo President and CEO of Finnair Plc
To the Annual General Meeting of Finnair Oyj
In our opinion,
Our opinion is consistent with the additional report to the Audit Committee.
We conducted our audit in accordance with good auditing practice in Finland. Our responsibilities under good auditing practice are further described in the Auditor's Responsibilities for the Audit of the Financial Statements section of our report.
We believe that the audit evidence we have obtained is sufficient and appropriate to provide a basis for our opinion.
We are independent of the parent company and of the group companies in accordance with the ethical requirements that are applicable in Finland and are relevant to our audit, and we have fulfilled our other ethical responsibilities in accordance with these requirements.
To the best of our knowledge and belief, the non-audit services that we have provided to the parent company and to the group companies are in accordance with the applicable law and regulations in Finland and we have not provided non-audit services that are prohibited under Article 5(1) of Regulation (EU) No 537/2014. The non-audit services that we have provided are disclosed in note 1.3.3 to the Financial Statements.
• Overall group materiality: € 12 000 000 which represents approximately 0.5% of Group's revenues
• Audit scope: We have audited parent company and four the most significant subsidiaries. In addition, we have performed group level procedures over specific consolidated accounts and analytical procedures to assess unusual movements across all entities.
As part of designing our audit, we determined materiality and assessed the risks of material misstatement in the financial statements. In particular, we considered where management made subjective judgements; for example, in respect of significant accounting estimates that involved making assumptions and considering future events that are inherently uncertain.
The scope of our audit was influenced by our application of materiality. An audit is designed to obtain reasonable assurance whether the financial statements are free from material misstatement. Misstatements may arise due to fraud or error. They are considered material if individually or in aggregate, they could reasonably be expected to influence the economic decisions of users taken on the basis of the financial statements.
Based on our professional judgement, we determined certain quantitative thresholds for materiality, including the overall group materiality for the consolidated financial statements as set out in the table below. These, together with qualitative considerations, helped us to determine the scope of our audit and the nature, timing and extent of our audit procedures and to evaluate the effect of misstatements on the financial statements as a whole.
| Overall group materiality | € 12,000,000 (previous year € 12,000,000) |
|---|---|
| How we determined it | 0.5% of revenues |
| Rationale for the materiality benchmark applied | The group's profitability has been volatile over the last few years and has been significantly impacted by items affecting comparability. Therefore, we chose revenues as the bench mark as we considered that this provides us with a consist ent year-on-year basis for determining materiality, reflecting the group's growth and investment plans, and which we be lieve is also the benchmark against which the performance of the Group is commonly measured by users, and is a gen erally accepted benchmark. We chose 0.5% which is within the range of acceptable quantitative materiality thresholds in auditing standards. |
We tailored the scope of our audit, taking into account the structure of the Group, the accounting processes and controls, and the industry in which the Group operates.
Group operates domestically through several legal entities. In addition, Group has few small legal entities outside Finland. Group's sales is mainly generated by parent company and we have audited the parent company as part of our audit of consolidated financial statements. In addition, we have audited four the most significant subsidiaries. We have considered that the remaining subsidiaries don't present a reasonable risk of material misstatement for consolidated financial statements and thus our procedures have been limited to targeted audit procedures over significant balances and to analytical procedures performed at Group level.
By performing the procedures above at legal entities, combined with additional procedures at the Group level, we have obtained sufficient and appropriate evidence regarding the financial information of the Group as a whole to provide a basis for our opinion on the consolidated financial statements.
Key audit matters are those matters that, in our professional judgment, were of most significance in our audit of the financial statements of the current period. These matters were addressed in the context of our audit of the financial statements as a whole, and in forming our opinion thereon, and we do not provide a separate opinion on these matters.
As in all of our audits, we also addressed the risk of management override of internal controls, including among other matters consideration of whether there was evidence of bias that represented a risk of material misstatement due to fraud.
How our audit addressed the Key audit matter
Airline tickets are typically sold in advance when payments received are recognized as deferred revenue. The deferred revenue related to unflown tickets amounted €385.2 million as of December 31, 2017. We evaluated the design and tested the oprevenue recognition.
Airline ticket sales are recognised as revenue when the flight is flown or when ticket has expired. Revenue recognition related to expired tickets is
done manually. This manual adjustment is based on the expiry of the tickets when Finnair has no obligation to return the related payment to customer.
Due to magnitude of the balance and related manual adjustment we consider this as a key audit matter in the audit of the Group.
erating effectiveness of certain controls over
We have tested a sample of tickets recognized as revenues.
We have tested a sample of unused tickets in the deferred revenue.
We have performed computer assisted audit procedures to deferred revenue related to un-
This matter is a significant risks of material misstatement referred to in Article 10(2c) of Regulation (EU) No 537/2014. flown tickets.
Refer to note 1.3.5 to the consolidated financial statements for the related disclosures.
The Group operates aircrafts which are owned or held under finance or operating lease arrangements. The Group is obligated to return leased aircraft at the required redelivery condition agreed with the lessor. To fulfil these maintenance obligations the Group has recognized airframe heavy maintenance, engine performance maintenance and engine life limited part provisions which amounted €97.3 million as of December 31, 2017.
Liabilities for maintenance costs are incurred during the term of the lease in respect of aircraft leased under operating leases. These arise from legal and contractual obligations relating to the condition of the aircraft when it is returned to the lessor.
At each balance sheet date, the maintenance provision is calculated using a model that incorporates a number of variable factors and assumptions including: likely utilisation of the aircraft; the expected cost of the heavy maintenance check at the time it is expected to occur; and the expected occurrence of the heavy maintenance check.
We focused on this area because of an inherent level of management judgement required in calculating the amount of provision needed as a result of the complex and subjective elements around these variable factors and assumptions.
We evaluated the maintenance provision model and tested the calculations therein. This included assessing the process by which the variable factors within the provision were estimated, evaluating the reasonableness of the assumptions, testing the input data and testing mathematical accuracy of the calculations.
In particular, we challenged the key assumptions that were based on the Group's internal data, such as expected timing and cost of maintenance checks and maintenance contract terms. We also evaluated the provision and the key assumptions in the light of actual utilisation in the year.
We have used auditors expert to review the actuarial statement prepared by independent actuaries. This has included assessment of the appropriateness of the actuarial assumptions used in calculating the defined benefit obligation. We have tested valuation of the plan assets related to defined employee benefit plans by testing a sample of listed equity holdings against prevailing market prices at the year end. Related to unlisted investments we have created independent expectation based on the nature of the investment, historical purchase price or prior year audited valuation and publicly available information on similar investments and compared that to the management valuation.
Refer to note 1,3.7.2 to the consolidated financial statements for the related disclosures.
The group has defined employee benefit plans where amount of pension benefit that an employee will receive on retirement is defined and that is usually dependent on one or more factors such as age, years of service and compensation. The liability recognised in the balance sheet in respect of defined pension plans is the present value of the defined benefit obligation at the end of the reporting period less the fair value of plan assets. The net defined benefit liability amounted to €6.4 million as of December 31, 2017.
The defined benefit obligation is calculated annually by independent actuaries using the projected unit credit method. Calculation of the defined benefit obligation requires use of actuarial assumptions such as life expectancy, inflation and future salary increases. The present value of the defined benefit obligations is determined by discounting the estimated future cash flows using interest rates of high-quality corporate bonds that are denominated in the currency in which the benefits will be paid, and that have terms to maturity approximating to the terms of the related pension obligation.
The plan assets are valued at fair value as of December 31, 2017 and valuation involve use of judgment in particular relating to unlisted investments.
We considered valuation of the defined benefit obligation and plan assets as a key audit matter in the audit of the Group due to materiality of the related balances and judgments involved in these estimates.
We have no key audit matters to report with respect to our audit of the parent company financial statements.
There are no significant risks of material misstatement referred to in Article 10(2c) of Regulation (EU) No 537/2014 with respect to the parent company financial statements.
The Board of Directors and the Managing Director are responsible for the preparation of consolidated financial statements that give a true and fair view in accordance with International Financial Reporting Standards (IFRS) as adopted by the EU, and of financial statements that give a true and fair view in accordance with the laws and regulations governing the preparation of financial statements in Finland and comply with statutory requirements. The Board of Directors and the Managing Director are also responsible for such internal control as they determine is necessary to enable the preparation of financial statements that are free from material misstatement, whether due to fraud or error.
In preparing the financial statements, the Board of Directors and the Managing Director are responsible for assessing the parent company's and the group's ability to continue as a going concern, disclosing, as applicable, matters relating to going concern and using the going concern basis of accounting. The financial statements are prepared using the going concern basis of accounting unless there is an intention to liquidate the parent company or the group or to cease operations, or there is no realistic alternative but to do so.
Our objectives are to obtain reasonable assurance about whether the financial statements as a whole are free from material misstatement, whether due to fraud or error, and to issue an auditor's report that includes our opinion. Reasonable assurance is a high level of assurance, but is not a guarantee that an audit conducted in accordance with good auditing practice will always detect a material misstatement when it exists. Misstatements can arise from fraud or error and are considered material if, individually or in the aggregate, they could reasonably be expected to influence the economic decisions of users taken on the basis of these financial statements.
As part of an audit in accordance with good auditing practice, we exercise professional judgment and maintain professional skepticism throughout the audit. We also:
We communicate with those charged with governance regarding, among other matters, the planned scope and timing of the audit and significant audit findings, including any significant deficiencies in internal control that we identify during our audit.
We also provide those charged with governance with a statement that we have complied with relevant ethical requirements regarding independence, and to communicate with them all relationships and other matters that may reasonably be thought to bear on our independence, and where applicable, related safeguards.
From the matters communicated with those charged with governance, we determine those matters that were of most significance in the audit of the financial statements of the current period and are therefore the key audit matters. We describe these matters in our auditor's report unless law or regulation precludes public disclosure about the matter or when, in extremely rare circumstances, we determine that a matter should not be communicated in our report because the adverse consequences of doing so would reasonably be expected to outweigh the public interest benefits of such communication.
PricewaterhouseCoopers Oy was first appointed as auditor of Finnair Oyj by the annual general meeting on 14.8.1964 and our appointment represents a total period of uninterrupted engagement of 53 years. Back then Authorised Public Accountant, employed by PricewaterhouseCoopers Oy, was appointed.
The Board of Directors and the Managing Director are responsible for the other information. The other information comprises the report of the Board of Directors and the information included in the Annual Report, but does not include the financial statements and our auditor's report thereon.
Our opinion on the financial statements does not cover the other information.
In connection with our audit of the financial statements, our responsibility is to read the other information and, in doing so, consider whether the other information is materially inconsistent with the financial statements or our knowledge obtained in the audit, or otherwise appears to be materially misstated. With respect to the report of the Board of Directors, our responsibility also includes considering whether the report of the Board of Directors has been prepared in accordance with the applicable laws and regulations.
In our opinion
If, based on the work we have performed, we conclude that there is a material misstatement of the other information, we are required to report that fact. We have nothing to report in this regard.
We support that the financial statements and the consolidated financial statements should be adopted. The proposal by the Board of Directors regarding the use of the profit shown in the balance sheet is in compliance with the Limited Liability Companies Act. We support that the Members of the Board of Directors and the Managing Director of the parent company should be discharged from liability for the financial period audited by us.
Helsinki 15 February 2018 PricewaterhouseCoopers Oy Authorised Public Accountants
Mikko Nieminen Authorised Public Accountant
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