The Finnish Defence Forces’ Logistics Command sent a Request for Information (RfI) on weapons and other equipment regarding the HX fighter project to the governments of seven countries to be forwarded to their respective industries. A request for a quotation (RfQ) will be drawn up on the basis of the responses received.
The main goal of the RfI is to determine what capabilities will be available to meet Finland’s estimated future needs and therefore the focus is on available potential and capabilities in the post-2025 period. RfIs were sent to a number of government representatives in France, Germany, Great Britain, Israel, Norway, Sweden and the United States to be further sent to designated companies.
The weapons and equipment will be procured on a separate contract alongside the aircraft and RfQs on them will be sent in spring 2018. The decision on the weapons and equipment will be made as part of the decision on the aircraft type. Procurement contracts are scheduled to be signed in spring 2021. Since the estimated total price to replace the Hornet fleet will also include weapons and sensors, the negotiations to procure them will be scheduled to take place alongside negotiations to procure fighters; this will ensure that aircraft-specific systems will be managed. It will be possible to use some of the systems in several multi-role fighters and this will be an important factor to consider in the contracts.
The official RfQ to replace the Hornet fleet will be made in spring 2018 after five aircraft producers who have responded to the RfIs have been selected. Testing the suitability of different fighters in Finland’s conditions will be started in 2019 and the final procurement decision will be made in 2021. The decision will be based on four considerations: military capabilities of the multi-role fighter, security of supply chain and industrial cooperation, life-cycle costs, and security and defence policy considerations.
The new multi-role fighters will be introduced in 2025-2030, at the same time as the Hornet fleet will be decommissioned.
The exercise Northern Coasts (NOCO-17) will be arranged between 8 September and 21 September 2017 in Sweden. The exercise is the German navy´s international invitation exercise for NATO and EU countries, as well as for NATO partner nations. The exercise is led by Sweden and there will be 16 participating countries.
The aim of NOCO-17 is to exercise the multinational command and control and how to act in crisis management operations. Activities related to international co-operation and command and control will be enhanced during the exercise. Finland´s participation in the exercise will support the goals and objectives of the Finnish-Swedish co-operation (FISE), with a view to obtaining common defense capabilities and co-operation in naval operations.
The exercise is divided into two phases, an initial phase and a tactical phase. During the first phase of the exercise, the units will be training in different fields of naval operations, such as maritime surveillance, surface warfare, anti-aircraft warfare, anti-submarine warfare and mine hunting and clearing. During the tactical phase, the units will practice how to act in a fictitious, but realistic scenario in a multinational crises situation at sea. The exercise will be conducted in the waters around Gotland and in the southern Baltic Sea.
This year Finnish staff officers, conscripts and employed staff will participate in the exercise. Participating ships from Finland will be a Hämeenmaa class minelayer, a Rauma class fast attack missile craft and two Katanpää class minehunters. Staff officers from the Swedish-Finnish Task Group will continue the exercise within the framework of the exercise AURORA, which is the main war exercise of the Swedish Armed Forces this year. AURORA 17 will be conducted by the Finnish and Swedish navies and it will partly overlap with the NOCO-exercise.
The Finnish Navy participates in the Northern Coasts exercise according to its annual exercise plan. The NOCO exercises have been conducted since 2007 and Finland has participated every year.
Allied Maritime Command Commander, Vice Admiral Clive Johnstone, will make an official visit to Finland beginning on 24 August 2017.
The visit will be hosted by the Chief of Finnish Navy, Vice Admiral Veijo Taipalus.
In conjunction with the Commander’s visit, Standing NATO Maritime Group 1 (SNMG1) will arrive in Helsinki August 25 for a scheduled port visit as part of the group’s deployment in the Baltic Sea. The group will be hosted by Coastal Fleet.
Finland is one of NATO’s most active partners and a valued contributor to NATO-led operations and missions – it is one of five countries that has enhanced opportunities for dialogue and cooperation with NATO.
The leadership discussions and port visit are a practical outcome of Finnish partnership with NATO in NATO’s Partnership for Peace program. The Commander’s visit allows for discussions on Finland’s maritime cooperation with NATO and the port visit provides an opportunity for sailors from the group to work with their Finnish counterparts to exchange information and enhance interoperability.
During the port visit, the SNMG1 command team will meet with local civilian and military leadership in Helsinki. The port visit is also a great opportunity for the sailors to enjoy a break from operations.
SNMG1 is currently composed of the NATO group flagship, Norwegian frigate HNoMS Otto Sverdrup, Canadian frigate HMCS Charlottetown, Portuguese frigate NRP Francisco de Almeida and German tanker FGS Rhön.
Some of the ships will be open and welcome visitors aboard both Saturday 26 August and Sunday 27 August from 13.00 to 16.00. The ships will be at Hernesaari Quay, Helsinki Harbor, Henry Fordin katu 5.
Security measures during open ship
For security reasons, the following is not allowed to be brought on board:
. Large bags, backpacks etc.
. Weapons or dangerous objects
. Cameras, cell phones, tablets, computers etc
All visitors and their baggage may be subject to search before entry.
The Commander of the Finnish Defence Forces, General Jarmo Lindberg, and the Director General of the Resource Policy Department of the Finnish Ministry of Defence, Raimo Jyväsjärvi, hosted a defence cooperation meeting in Helsinki on 18 August 2017.
Major General Petri Hulkko assumed the post of Commander of the Finnish Army on 1 August 2017. The Army Commander Change of Command Ceremony was held on 31 July 2017 in Mikkeli.
Major General Hulkko transfered to his new position from the post of Chief of Staff of Army Command Finland. Lieutenant General Seppo Toivonen, who has led the army since July 2014, has transfered to the reserve.
Lieutenant General Seppo Toivonen has developed the army and its readiness in accordance with the demands brought about by rapid change in the security environment. In his speech at the ceremony, Major General Hulkko thanked his predecessor, saying that the Defence Forces Reform planned under his leadership has created a good foundation for the operations and further development of the Finnish Army.
Under Lieutenant General Toivonen, the army has changed from a trainer of conscripts into a true readiness and training organisation. The use and training of personnel as well as the exercise system has been refined in order to respond to even more rapid and unexpected situational development.
Lately, the army has implemented both functioning and cost-effective solutions for materiel development. This decade has been one of development for the Finnish Army, while the strategic projects of the Navy and Air Force are to begin in earnest at the turn to the 2020s.
“From the army’s point of view, we must also look towards the future beyond strategic projects. The next time that army capabilities become outdated will be in the 2030s. Building capabilities takes on average ten years. Already at the beginning of the 2020s, we should be able to see the alternative solutions towards which we will have to begin to move”. Major General Hulkko said.
“Also in the future, national defence will be built upon general conscription. Personally, I see no other alternatives. Together, we must continue to do our utmost, so that as many Finnish men and female volunteers as possible enter military service and honourably complete it. This is not a demand stemming only from military need, it is also of great benefit to our entire society”. Major General Hulkko emphasised.
The change in the international security environment has placed significant expectations also on the army. As part of the Defence Forces, and in cooperation with other authorities, the army must continuously be prepared, and have the capability to react to traditional military threats as well as to more complex threats than earlier.
The army’s participation in military crisis management and the significantly increased amount of international cooperation are part of displaying and developing the credibility of national defence. Lieutenant General Toivonen emphasised the exceptional dedication to their tasks of the army’s personnel.
“I would like to thank everyone serving in the army for their efforts in furthering our readiness capability. The army’s salaried personnel and conscripts are an important resource both in disturbances in normal conditions and in case of unexpected changes in the security environment. The army’s extended capability rests naturally on our reservists”. Lieutenant General Toivonen said in his speech.
“With great gratitude I would like to commemorate the sacrifices made by our veteran generation. Without their struggle and post-war rebuilding, Finland would be very different from what it is today. I am certain that the chain of defenders of our independent fatherland will carry on strong also in the future”, he continued.
The change of command ceremony included the unveiling of the portrait of the retiring commander Lieutenant General Toivonen, a luncheon for invited guests and the handover ceremony in the courtyard of the Mikaeli concert and congress centre. All of the army’s brigade-level units were represented at the ceremony. After the ceremony the Conscript Band of the Defence Forces performed for invited guests in the Mikaeli concert hall.
Major General Petri Hulkko will assume the post of Commander of the Finnish Army on the 1st August 2017. The current Commander of the Army, Lieutenant General Seppo Toivonen will sign his post over to Major General Hulkko at the Concert and Congress House Mikaeli’s yard in Mikkeli on Monday the 31st July 2017. Lieutenant General Toivonen transfers to the reserve from the 1st August 2017.
Since January 2017, Hulkko has held the post of Chief of Staff of Army Command Finland. Before this, Hulkko has served as among others Deputy Chief of Division of the Eastern Command, Commander of the Utti Jaeger Regiment, Military Advisor at the Ministry of Defence and Chief of Army Operations. He was promoted to the rank of Major General in 2016.
The ceremony will be held in Mikkeli at the Concert and Congress House Mikaeli’s yard at 2.30 p.m. There will be a troop represented from each contingent of the Finnish Army. The public has an opportunity to follow the ceremony at pavement between the Mikaeli and the street Savilahdenkatu.
The Swedish military has released a statement announcing plans to hold its largest joint military exercise in years with NATO members this September.
The exercise will be labeled Aurora 17 and will involve land, air, and sea elements of the Swedish military and participating NATO members.
It will count over 19,000 Swedish personnel and 40 government agencies, 1,435 troops from the U.S. and smaller contingents from France, Finland, Denmark, Norway, Lithuania and Estonia.
“Through frequent and extensive training and exercise, especially with other defense forces, Sweden is strengthening its deterrence effect and makes it more credible,” the statement said.
There has been internal debate in Sweden and Finland concerning the possibility of joining NATO, and both have played higher profile roles in NATO summits. Russia’s increasing military assertiveness since its annexation of Crimea and backing of separatist rebels in Ukraine has raised concerns in neighboring countries and NATO.
Russian President Vladimir Putin has said that Russia would see Sweden joining NATO as a serious encroachment and would demand a military response.
Aurora 17 will mark another in a string of increasingly large and elaborate military exercises taking place in the Baltics and eastern Europe.
On the 12th of September 1923, the charter establishing the ‘Aero Company OY’ (Aero Ltd.) was signed in Helsinki heralding the birth of what would become Finnair, the National carrier of Finland. On the 9th of October the same year, the company was entered into the trade register beginning operations on the 1st November following the first shareholders meeting.
Aero OY was founded by Gustaf Snellman, Fritiof Åhman and Bruno Otto Lucander. Consul Bruno Lucander became the company’s first managing director, bringing with him experience in long-distance air travel gained in his time as General Manager of the company ‘Finland Spedition-Central Ab-Suomen Välityskeskus O/Y’ from 1918. His company had handled the interests of the Estonian airline ‘Aeronaut’ in Finland, when Aeronaut had begun operating flights from Tallinn to Helsinki.
Lieutenant-Colonel Arne Somersalo, the first Commander-in-Chief of the Suomen Ilmavoimat (Finnish Air Force) served as a technical advisor to the board of directors from 1923. The company received 500,000 Marks from the Government upon its founding; this was increased to 1 million Marks on the 12th December. Aero OY carried 269 passengers in its first year.
Late in 1923, the Estonian airline Aeronaut was acquired by the German company Junkers Flugzeugwerke A.G. and a Junkers F.13 went into service on the Helsinki route. The aircraft was a single-engine monoplane, equipped with a closed cabin and seats for four passengers. The crew consisted of a pilot and a mechanic.
Aeronaut had shown that the Junkers F.13 was up to the challenge of operating in the harsh conditions of Northern Europe which convinced Lucander that the aircraft should be the first choice for Aero.
In summer 1923 Lucander concluded an agreement with the Junkers Flugzeugwerke A.G. for the delivery to Aero of one aircraft plus technical help and personnel in exchange for a 50 per cent holding in the Finnish company.
On the 14th of March 1924, Aero took delivery of its first aircraft, a German-registered Junkers F.13 D-335. The Junkers Factory pilot Heinrich Putz flew the aircraft to Helsinki three days later. Its maiden commercial flight was on the 20 March 1924, when it carried 162 kilos of mail from Helsinki to Tallinn.
Aero was based at Katajanokka, Helsinki where in 1923 the facilities consisted of a small terminal building and one seaplane ramp.
On June 2nd 1924, Aero began operations from Helsinki to Stockholm with the cooperation of the Swedish airline ABA. Operations were conducted with the Junkers fitted with floats because at that time Helsinki and Tallinn had no airfields.
Stockholm offered a rail link to Gothenburg, which offered flight connections to Copenhagen, Oslo and London. Both ABA and Aero operated between Helsinki and Stockholm during the summer. The Helsinki to Stockholm route was not as successful as the Helsinki to Tallinn route which was supported by the Nord-Europa Union of airlines which was supported by the Junkers factory with a connection to Königsberg, which in turn had a rail link to Berlin.
During the summer of 1924, Aero employed its first Finnish pilot, Gunnar Lihr, which brought the total number of employees to seven. The company was keen to interest the Finnish people in aviation giving 833 public demonstration flights in 1925.
Regular flights between Helsinki and Tallinn continued throughout 1925, in May 1926 the Junkers factory’s Nord-Europa Union and the Trans-Europa Union were merged into a single conglomeration of sixteen airlines. The Union of German airlines formed soon after this with the absorption of the German company Aero Lloyd into Deutsche Luft Hansa. Support for Aero OY from Junkers would decline after this merger as the Junkers factory focused its attention on the larger German carriers.
In 1926, Aero purchased a three engined, 9 passenger Junkers G 24 with help from the Government in the form of a state guaranteed loan. The aircraft was bought to Helsinki on the 4th June and put into service on the Stockholm route. The Junkers G 24 was equipped with skis which restricted its operations to the summer months.
In 1927, Aero became a member of IATA (The International Air Transport Association); The company was given the code, “AY”, which stands for Aero Yhtiö which means “company” in Finnish.
Later that year, the company’s Managing Director Bruno Otto Lucander, embarked on Aero’s first around-Finland flight. Several journalists were embarked on the flight taking the first flying tour of the country which went as far north as Rovaniemi on the Arctic Circle.
The aim of the tour was to demonstrate to Aero’s board of directors that the commercial domestic routes of the company could be expanded to include the territories to the north.
At this stage Aero was enthusiastic about the possibility of building one or more permanent airports on land. They were however keenly aware that the 3 million population of Finland with its 187,888 lakes, were reluctant to build airstrips on land. As a result Aero remained with its current seaplane operations, opening Turku-Ruissalo air harbour in May 1927 enabling flight traffic to start between Turku and Stockholm.
During June 1928, an Aero Junkers F.13 piloted by Gunnar Lihr took part in the search for the explorer Umberto Nobile’s airship Italia, which had crashed on Spitzbergen after running into a storm on the way back from Nobile’s failed flight to the North Pole. Lihr succeeded in rescuing one of the expedition team, a feat which brought considerable publicity in the world’s press for both Lihr and Aero.
The fortunes of Aero looked set to change when in August 1929 Managing Director Bruno Otto Lucander died suddenly. Gunnar Ståhle, one of the original three directors from 1923, took over. The fortunes of the company looked in doubt as there was talk of a sell-out from Aero’s major stake-holder, Junkers. However, Finnish investors stepped in and saved the company. So at the beginning of the 1930’s Aero became an entirely Finnish operation.
The 1930s began in a spirit of Nordic cooperation. Aero and ABA launched the ‘Scandinavian Air Express’. This was done to market both Aero’s and ABA’s routes between Helsinki and Stockholm and Aero’s Helsinki-Tallinn route. Onward flight connections to major European destinations from Stockholm opened up the European market to Aero. Flights to Copenhagen became available as did an Aero operated route to Amsterdam from Stockholm.
The first major passenger carrying aircraft was purchased by Aero in 1932. This was a Junkers Ju 52/3m on floats. This was a three-engined, low-winged large aircraft seating 14 passengers.
Initially the aircraft was restricted to flying in the summer months only as it was on floats. It was quickly fitted with wheels which would enable the aircraft to fly the economically lucrative Helsinki-Stockholm route. The first Ju 52/3 went into service on 1 July 1932. In the period 1932-42, Aero took delivery of five Ju 52/3m aircraft.
On the 8th September 1935 the dream of the Aero Company’s board of directors would be realised with the opening of Finland’s first civil airport at Turku Artukainen. The opening of Stockholm’s first civil airport at Bromma on the 23rd of May 1936 increased the pressure on Helsinki to open its own international hub. Flights began from Malmi in December 1936, although the airport was not opened officially until May 1938.
Aero’s seaplane fleet would be consigned to history with a last seaplane flight from Helsinki Katajanokka to Stockholm Lindarängen on 15 December 1936. After this, the fleet was completely on wheels, and Aero operated at last from solid ground.
Aero expanded its fleet in March 1937 with the purchase of two D.H. 89A Dragon Rapides. The aircraft, a seven passenger, 2 piston-engined bi-plane was purchased with a special purpose in mind; it would take on Finland’s first scheduled domestic service between Helsinki and Viipuri. This service started on the 1st of May 1937. Just two days afterwards the service between Helsinki and Tampere was started. In 1938 the Viipuri route was extended to Imatra and the Tampere route extended to Vaasa. A year later, the northern route was extended as far as Oulu and Kemi.
During the 1930s Aero OY consolidated its existing services extending only its Tallinn route via Riga and Kaunas to Berlin. There were however many plans for international services set to coincide with the 1940 Olympic games due to be held in Helsinki.
To realise these plans, two Focke-Wulf FW 200B Condor Aircraft were ordered by Aero in 1938. The FW 200 was a German all-metal four-engine monoplane originally developed by Focke-Wulf as a long-range airliner which resulted from a proposal by Kurt Tank of Focke-Wulf to Dr. Rudolf Stuessel of Deutsche Lufthansa to develop a landplane to carry passengers across the Atlantic Ocean to the USA.
This fitted in with Aero’s plans to develop a transatlantic service in cooperation with other Nordic airlines. The war unfortunately curtailed Aero’s plans for the time being. They never received their Condors as all available aircraft were requisitioned by the Luftwaffe and the Olympic Games due to be held in 1940 in Helsinki never took place.
In 1939 war broke out across Europe. The Russians and Germans invaded Poland; Russia invaded Finland on November 30th 1939 and then Estonia in 1940. The Finns forced the Soviet Union to the negotiating table in March of 1940 ceding up to 10% of its territory in the armistice. The Estonians weren’t so lucky. They were occupied. All available transport aircraft in Finland were requisitioned by the Suomen Ilmavoimat (Finnish Air Force).
Aero’s Dragon Rapides were requisitioned for use by the 4th Supplementary Flying Regiment. The Junkers 52 transports were put to work on the new Vaasa to Stockholm route as it was deemed too dangerous to operate these vulnerable aircraft out of Helsinki. However the Turku-Stockholm route was still flown on an irregular basis.
The Finnish Air Force would be Finland’s first operator of a commercial airliner with a retractable undercarriage, the Douglas DC-2. The DC-2 was an airliner and transport aircraft of U.S. manufacture. It accommodated three crew and 14 passengers. The first DC-2 baptized “Hanssin-Jukka” achieved almost legendary status as a bomber in the Winter War and later as a personnel transport. Carl Gustaf von Rosen bought the aircraft from KLM and donated it to the Suomen Ilmavoimat. Two additional aircraft were purchased in 1949. The DC-2 was in use until 1955. The Air Force operated three DC-2s from 1940 to 1956.
Of the 3,900 passengers carried during the Winter War, 1,500 were children evacuated to Sweden. On one flight, an Aero 14-seat Junkers Ju 52/3m carried 42 passengers, of whom 26 were children.
Between the Winter War and the Continuation War (13th March 1940 to 25th June 1941), Aero resumed flights to Tallinn on the 2nd April 1940 and to Stockholm two days later. The service to Tallinn was severely disrupted when on June 14 while the world’s attention was focused on the fall of Paris to Nazi Germany a day earlier, one of Aero’s Ju 52 transports was shot down by the Soviet Air Force.
Two Soviet bombers downed one of Aero’s Junkers Ju 52/3m fleet “Kaleva” flying from Tallinn to Helsinki carrying three diplomatic pouches from the U.S. legations in Tallinn, Riga and Helsinki and over 120 kilograms of diplomatic mail by two French embassy couriers. A US Foreign Service employee Henry W. Antheil Jr., the French couriers and other passengers were killed in the crash.
On June 17th Estonia fell to the Soviet Union. The occupation was complete by June 21st and Aero’s operations to Tallinn ceased for the duration of the war.
The company instead switched its attention to starting flights to Petsamo in Northern Finland. This service finally began on 2 June 1940. Known as the “Petsamo Express”, it flew passengers from Helsinki to Petsamo via Tampere, Vaasa, Kokkola, Oulu, Kemi, Rovaniemi and Sodankylä in eight and a half hours. In October 1940, Mariehamn was added to the domestic network. The peace between Finland and the Soviet Union would not last.
The Continuation War began on the 22nd of June 1941 and lasted until the 19th September 1944. Throughout this second war between Finland and Soviet Russia, Aero aircraft made a considerable number of transport flights both in Finland and abroad. Despite the war-time conditions, Aero flew to Berlin during 1943 and 1944. Fuel shortages were a problem, but flights to Rovaniemi and Stockholm continued.
During the Continuation War with the Soviet Union, Aero was forced to operate out of Pori on a temporary basis as both Helsinki and Turku airfields had been placed under military control. Aero found once again that its major assets had been requisitioned by the Imavoimat.
When peace finally came Malmi Airfield was placed under the control of the Allied Control Commission (ACC). Aero’s fleet was transferred to Hyvinkää where flights to Stockholm were resumed in January 1945, both direct and via Turku and Mariehamn.
These flights were stopped by order of the ACC. Aero were not able to re-start services until August 1945 and these services were restricted to domestic flights only.
After the war Gunnar Ståhle left his post as managing director of Aero. The board of directors accepted his resignation in December 1945.
Aero was approaching a new era. It was obvious that as long as it remained a private company it would not manage to make the major acquisitions necessary nor cover the rapidly rising operating costs. As a result, the Finnish State acquired a 70% majority holding in the company in 1946. The remaining 30% was held by private companies, the situation remains much the same today.
Gunnar Ståhle was succeeded as Managing Director of Aero first by C.J. Ehrnrooth and then by Uolevi Raade. On 14 June 1947, Lieutenant-General Leonard Grandell was appointed managing director.
Aero’s administration was reorganised. A 12-member Supervisory Board (later increased to 18 members) appointed a six-member Board of Directors, with the Chairman of the Board also serving as the company’s President & CEO.
Aero chose the Douglas DC-3 as its first post war passenger carrying aircraft. The DC-3 was manufactured in vast numbers during World War 2 and hundreds of these were available from US surplus stocks in Europe. Aero began operating the type in May 1947 and began using the name Finnish Airlines on all of its aircraft. The first stewardesses were recruited to fly on the DC-3’s; initially they only flew on the Helsinki-Kemi and Helsinki-Kuopio routes.
The introduction of the DC-3 foresaw the phasing out of Aero’s older assets and led to standardisation of the fleet: in 1947, the last Rapide was sold and the DC-2s were withdrawn from service. Two Ju-52/3m aircraft remained in service until 1949, when they were also retired.
In 1949, Aero became a member of the new IATA (International Air Transport Association), the airline code AY, was re-instated after being withdrawn during the war and is still in use by Finnair today. In 1951 Aero flew from Helsinki to nine domestic and four foreign destinations.
Helsinki finally got it’s Olympic Games in 1952. It was a notable year for Aero with passenger numbers topping 100,000 for the first time. Helsinki Airport was opened in June near Seutula. The official opening took place on 10 July, and by October all flights had been transferred from Malmi to the new airport.
Although Aero converted its original 21-seat DC-3s to carry 26 passengers, aircraft of this type had had their day. In September 1951, Aero ordered three twin-engine Convair 340s from the USA.
The Convair had a modern fuselage, engines and systems. It also featured a pressurised cabin. The aircraft was put into service on 19 April 1953 on the Helsinki-Copenhagen-Dusseldorf route. Initially it carried 44 passengers; the number was later increased to 52. In the period 1953-1964, Aero purchased a total of eight Convair 340s. The Convairs meant that Aero was able to begin scheduled flights between Helsinki and Moscow becoming the first western airline to operate this service.
In spring 1953, Aero started to use the name Finnair in its marketing. This became the company’s official name on 25 June 1968.
Finnair, the flag carrier of Finland was born.
The aircraft depicted are the Revell 1:144 Airbus A320 and the Eduard 1:144 Junkers Ju-52/m transport. Both kits were completed by the editor in July 2017.
Mauno Koivisto, who has died aged 93, was Finland’s last Cold War president, serving two six-year terms from 1982 to 1994 and cautiously steering the country out of isolation and into the European Union.
Popularly known as “Manu”, he was once described in the New York Times as a “self-made man who regularly wears darned socks and who conveys the impression of sturdy self-reliance, without the slightest vestige of pomp or show”. He was a great favourite with Finnish voters.
“Finlandisation” was the derogatory term used in the West to describe the country’s Cold War policy of remaining neutral but in reality being highly compliant with the Soviet Union. As a veteran of both the bitter 1939-40 Winter War against the Soviets and the so-called Continuation War of 1941-44, Koivisto understood as well as any the need for Finland to establish a modus vivendi with her huge, volatile neighbour.
He had had his knuckles rapped in 1968 when, as Finland’s prime minister under the long presidency of Urho Kekkonen, his government had condemned the Soviet invasion of Czechoslovakia, earning a thinly veiled piece of sabre-rattling in the Soviet newspaper Izvestia calling for the establishment of Soviet military bases in Finland against a supposed West German threat. The situation only calmed down after a meeting between Kekkonen and the Soviet statesman Alexei Kosygin, followed by a “vacation” trip to Moscow by Koivisto two weeks later.
Under Kekkonen, who had served as Finland’s president from 1956 to 1981, there had been considerable media censorship and limitations on freedom of expression, to the extent that many questioned whether the country could be regarded as a democracy.
Books deemed critical of the Soviets had been banned, along with numerous films including The Manchurian Candidate. Soviet defectors were sent back as a matter of policy; Soviet atrocities were not reported and Finnish nationalist groups were heavily restricted.
A lanky man with a long, craggy face, in his early years as President Koivisto continued the policy of “active neutrality”, including the practice of returning Soviet defectors to the Soviet Union. But at the same time he introduced modest measures of democratisation, refraining from using some of the more authoritarian powers assumed by his predecessor and encouraging parliamentary institutions.
Above all, he charted a new course in foreign policy by cultivating good relations with both East and West, a task made easier by the arrival of Mikhail Gorbachev in the Kremlin in 1985. The two men became close and Koivisto, who was fluent in Russian, helped to broker improved relations between the USSR and the US; in 1990 he hosted a summit meeting between President George HW Bush and the Soviet leader.
The early 1980s were a period of free-market prosperity in Finland, buoyed up by relatively cheap supplies of Soviet energy and the market in eastern Europe for Finnish consumer and industrial goods that would have been difficult to sell in the West.
The collapse of the Soviet Union, however, created huge structural and political problems. In the early 1990s Finnish unemployment soared to about 14 per cent, the economy plunged into recession and the delicate political balancing act with Moscow began to look shaky as the three neighbouring Baltic republics, Estonia, Latvia and Lithuania, sought to establish their independence and looked to Finland for support. Suddenly caution seemed to be a luxury Finland could ill afford.
Koivisto worked hard to persuade the West of the urgent need of the Soviet Union (and subsequently of Russia and the Commonwealth of Independent States), for external economic support. While he avoided any public support of the Baltic independence movement, its representatives were allowed to work from inside Finland.
Meanwhile, gambling on his continuing good relations with Russia’s leaders, he began the process of leading Finland out of international isolation. When in 1990, after German reunification, he unilaterally renounced the military clauses of the 1947 Paris Treaty, which placed restrictions on Finnish defence forces, there was no official protest from Moscow.
The following year, as the Soviet Union disintegrated, he renounced the 1948 Finnish-Soviet pact, which pledged Finnish military assistance if Russia were attacked from the north and which had hindered Finland’s integration with European security structures. Emboldened by the collapse of the Soviet Union, in 1992 Koivisto initiated the process of Finnish accession to the European Union, the final terms of which were agreed on the day he left office. Finland joined the EU in 1995.
The son of a ship’s carpenter, Mauno Henrik Koivisto was born on November 25 1923, in the southern port city of Turku. At the beginning of the Winter War in 1939 he volunteered aged 16 for a field firefighting unit.
During the Continuation War, he served in a reconnaissance detachment operating behind enemy lines. He was awarded the Order of the Cross of Liberty (2nd class) and was promoted to the rank of corporal.
After the war, Koivisto joined the Social Democratic Party and graduated from the University of Turku with a degree in Philosophy and a PhD in Sociology. After graduation he became a banker, rising to become managing director of the Helsinki Workers’ Savings Bank from 1959 to 1967.
By this time he had emerged as a key figure among the Social Democrats and he went on to serve as chairman of the board of the Bank of Finland, a position he retained until 1982 and in which he was widely credited as the architect of the country’s prosperity.
He also served twice as prime minister, from 1968 to 1970 and 1979 to 1982, and despite friction over Czechoslovakia, he succeeded in moving cautiously beyond the limited Finno-Soviet sphere, overseeing Finland’s membership of the OECD in 1969 and participation in UN peacekeeping operations.
He also announced that Finland would play host to the 35-nation European Conference on Security and Cooperation that would lead to the Helsinki accords of 1975. However, he backed off from a proposed Nordic Economic Union with other Scandinavian countries for fear of jeopardising Finland’s neutral status.
In his spare time Koivisto liked playing volleyball, whittling and relaxing in a log cabin outside Helsinki that he had largely built himself.
In 1952 he married Tellervo Kankaanranta, who survives him with their daughter.
Mauno Koivisto, born November 25 1923, died May 12 2017
Burden-sharing and NATO’s role in counterterrorism have been at the forefront of discussions about the Alliance in recent months, but as NATO’s relations with Russia continue to trend downward, the issue of Sweden and Finland’s potential membership in the Alliance is likely to gain renewed salience. There are good reasons why both countries may eventually join the Alliance, but under current circumstances the best way forward is still for both countries to continue to draw closer to NATO. Linking their potential accession to the Alliance to Russia’s behavior offers NATO some leverage over Moscow. Additionally, NATO membership is not something that can be achieved overnight and the Alliance needs to be sure that if the pair joins the Alliance, the military requirements for their defense are fully understood and met beforehand.
The Baltic Sea region has received renewed attention in U.S. policy circles due to the deterioration in relations with Russia and broader concerns about the vulnerability of Estonia, Latvia, and Lithuania to Russian aggression. The proximity of these countries to Russian forces in the Western Military District, combined with Russian deployments of advanced weapons systems to Kaliningrad oblast would make it difficult for the United States and NATO to defeat a committed Russian attack on the Baltic Allies without a sustained counteroffensive that could take months or even years.
Luckily, changes in U.S. and NATO posture in the region, especially the deployments coming as part of NATO’s enhanced forward presence (EFP) and U.S. rotational forces, are significantly strengthening regional collective defense by creating tripwires and raising the risks to Russia of any potential adventurism. As the situation evolves, however, there are additional measures that the United States may wish to contemplate when it comes to the region, including further training and exercises, measures to improve situational awareness in the North Sea and along the Greenland, Iceland, and U.K. (GIUK) gap, the development of new weapons systems in areas where U.S. and NATO forces are currently outmatched by Russia, new foreign military sales that would strengthen deterrence, and further changes in posture.
In this context, the issue of potential Swedish and Finnish membership in the Alliance looms large. Sweden and Finland are already very important NATO partners; both countries are already enhanced opportunity partners (EOP), participate in the NATO response force (NRF), and exercise with the Alliance on a regular basis. From a U.S. perspective, they have much to offer as strategic partners and military allies in general; as free-market democracies, both countries share the core political values on which NATO has been founded for 70 years. They also have advanced industrial economies with high-tech expertise and capabilities that have military significance in areas such as airpower, cyber, and civilian space. They are well-integrated members of the European Union, an important fact in an era when the EU and NATO need to draw closer together to strengthen cooperation against terrorism and other threats. Furthermore, other Nordic countries — specifically Norway, Denmark, and Iceland — are already NATO members. Finally, and perhaps most importantly from the perspective of the U.S. military, Sweden might serve an important role for basing aircraft in the event of a military crisis in the Baltic Sea region when the United States would need basing outside Russia’s Anti-AccessArea Denial (A2AD) bubble that extends from Kaliningrad and Western Russia over the Eastern Baltic Sea. Sea lanes of communication via the Danish straits might also be important for certain types of operations deeper into the Baltic Sea.
In light of these facts, some commentators have pushed hard for Sweden and Finland to join NATO. It is a consensus view among most experts that membership of one country implies membership of the other, or more specifically, that it would be difficult for Sweden to join the alliance if Finland were not to do the same. The most compelling argument for pursuing NATO membership for the pair now is that waiting to do so could create a situation in which joining NATO creates a major crisis with Russia further down the line. (As one expert put it, join NATO “now while you don’t need to, because the circumstances that will make it necessary will also make it harder.”
From a U.S. perspective, however, there are at least four other issues to consider before pushing hard for Swedish and Finnish membership in the Alliance:
First, membership in NATO is not something that can be achieved overnight. Finland and Sweden would have to undergo a potentially lengthy process of accession, during which the incentives for Russia to attack them would intensify. It would be preferable to ensure that they were well defended against any such attack prior to bringing them into the Alliance.
Second, and relatedly, from a strictly military perspective, bringing Finland into NATO is very different proposition militarily than bringing in a country such as Montenegro, which has no borders with Russia. The challenges involved in defending Finland’s 1,340 km eastern border should not be taken lightly. A credible defense of the Finnish border would likely require significant changes in posture beyond those already contemplated by the Alliance to strengthen deterrence in the Baltic states. Even if such changes were forthcoming, they would take time to implement, further exacerbating the risks from the time lag between proposed accession and Article 5 membership.
Third, adding any additional member comes at the cost of increasing complexity in an organization that is already struggling to achieve consensus on several important issues. Although this may be a lesser order problem and should not in itself prevent new members from joining the Alliance, it is nevertheless a reality that ought to be weighed in the balance. Russia clearly benefits from lack of unity within NATO and anything that could further decrease unity should be given close examination.
Fourth, when it comes to deterring Russia from further aggression in the region, there may also be some benefit to leaving Swedish and Finnish NATO accession on the table, especially if it can be made clear to Moscow that further aggression will ultimately push the pair into the Alliance. In other words, linking Sweden and Finland’s disposition toward membership in the Alliance to the Kremlin’s future policies may offer the opportunity for some leverage over the Kremlin.
In light of this, the best policy for the time being is to continue to strengthen the political and especially military ties between these countries and NATO. There are several ways to do this: enhanced training and exercises; intensified staff exchanges; deeper cooperation on hybrid war and competition short of conflict, building on the Finnish Center for Excellence; encouraging continued deepening of sub-regional defense cooperation, for example through NORDEFCO (Nordic Defence Cooperation); pressing them for greater contributions to training, policing, and civilian reconstruction in countries where NATO has needs such as Libya and Iraq; involving them deeply in future NATO pooling and sharing programs, for example on tankers; considering missile defense cooperation; examining mechanisms for rapid membership in the event of a crisis.
It is important to recognize that even if Sweden and Finland are outside of NATO, the United States and other NATO members might still come to their assistance in the event they were attacked. The pressure to do so would be less, of course, than if they were Article 5 members of the Alliance, but for strategic reasons pressure would exist none the less. By demonstrating their importance to the United States and their European partners, Sweden and Finland can further increase this dynamic, increasing the chances that NATO Allies would come to their aid in the event of a Baltic crisis. In this case, neither country would go so far as to have Article 5 membership in NATO, but the guarantee could become implicit in the reality of the deepening cooperation. This, in turn, would enhance deterrence.
Circumstances can of course change and eventually both countries may well become members of the Alliance. The current situation, however, in which they are gradually deepening ties in response to the threat they feel from the trajectory on which President Putin has put Russian foreign policy, is optimal. History has shown that it is crucial to bear both political and military factors in mind in considering accession to the Alliance. In the case of this pair, military ties should run ahead of formal political ties. This will avoid a situation in which NATO’s political commitments create military vulnerabilities.
 David A. Shlapak and Michael Johnson, Reinforcing Deterrence on NATO’s Eastern Flank: Wargaming the Defense of the Baltics, Santa Monica, CA: RAND Corporation, 2016.
 For details see U.S. Army Europe, “U.S. Army Europe to Increase Presence Across Eastern Europe,” November 4, 2016.
 For example see Anna Weislander, “Can They Get Any Closer? The Case for Deepening the Partnerships between Sweden and Finland,” The Atlantic Council, October 12, 2016.
 Edward Lucas, “Why NATO Needs Sweden and Finland,” Europe’s Edge May 3, 2016.
 For more details, see Christopher S. Chivvis, et al., NATO’s Eastern Flank: Emerging Opportunities for Engagement, Santa Monica, CA: RAND Corp., 2017.
The Defence Forces Logistics Command and the Finnish Navy, together with the Defence Forces’ strategic partner Millog, have started preparations for acquiring the capabilities needed to maintain and service Squadron 2020 vessels.
The Ministry of Defence authorised the Finnish Defence Forces to order project support from Millog Ltd to support the project group 20172021. The Millog experts in the project group will work under the guidance of Defence Forces personnel. The project support is connected to Squadron 2020’s construction development and has a total value of 4.6 million euros. The support is included in the Squadron 2020 total budget.
Millog’s support enables creating the necessary maintenance and service capabilities already in the squadron’s planning and construction phases. The project ensures the transfer of knowledge from the planning phase to all the way through the life cycle of Squadron 2020. At the same time the experts are supporting the creation of the capability and for their their part ensure that the project advances.
Squadron 2020 project multirole corvettes.
The 7.5 million euro design contract for four multi-role corvettes, follows the Memorandum of Understanding that was signed between the Defence Forces and RMC in September 2016.
Under the contract, RMC will further define the vessel concept and produce the basic design material which is required for manufacturing the vessels. The contract to actually construct the vessels is scheduled to be signed in the course of 2018.
In early April, Finland also announced the names of three shortlisted combat system bidders for the vessels. German Atlas Elektronik GmbH, the Canadian Lockheed Martin Canada Inc and the Swedish Saab Ab were down-selected for further consideration.
Squadron 2020 vessels are expected to be capable of surface warfare operations, naval mine and anti-submarine warfare, in addition to command and control capabilities and the ability to stay at sea for prolonged times in all weather and ice conditions.
In addition to minelayer, FNS Pohjanmaa, which has already been decommissioned, the vessels of the Squadron 2020 project will replace four fast attack missile craft of the Rauma class and two minelayers of the Hämeenmaa class. The total cost of the project has been estimated to be 1.2 billion euros. According to plan, the first vessels will be commissioned in 2021.
Historical Ideology from the Viking age, the Anglo-Saxons, the Normans and from the Empire of Byzantium