|ICAO code||EDDI (since 1995), EDBB (formerly)|
|IATA code||THF (formerly)|
|Height above MSL||48 m (157 ft )|
|Distance from the city center||5 km south of
Berlin ( town hall )
|road||B 96 ( Tempelhofer Damm )|
|train||Supply line from the Hermannstraße freight yard (closed)|
Underground : U6
|opening||October 8, 1923|
|closure||October 30, 2008|
|operator||Tempelhof Projekt GmbH
until closure as an airport:
Berliner Flughafen-Gesellschaft mbH
|Passengers||278,555 (last 2008)|
|Air freight||450 t (last 2008)|
|37,435 (last 2008)|
( PAX per year)
|approx. 1.5 million passengers / year|
|09R / 27L||1840 m × 43 m asphalt (closed)|
|09L / 27R||2094 m × 43 m asphalt (closed)|
The Berlin-Tempelhof Airport was next to the Berlin airports Johannisthal and Staaken one of the first airports in Germany and took 1,923 regular services in. Until its closure on October 30, 2008, it was one of three international airports in the greater Berlin area, along with Berlin-Tegel and Berlin-Schönefeld, and was known as the Central Airport . In 2007 around 350,000 passengers were handled there.
Since 2010, the former airport site has been designated by the State of Berlin and its companies with the project name Tempelhofer Freiheit and is open to the public. In the media and in colloquial language, however, the Tempelhofer Feld is mostly spoken of.
Location and transport links
The site of the former Tempelhof Airport is located in the inner city area of Berlin within the S-Bahn ring , four kilometers south of the city center and . The airport building and most of the airfield are located in the Tempelhof district , the airfield extends east into the Neukölln district .
On the street, the former Berlin-Tempelhof Airport can be reached via junction 20 of the A 100 (city motorway) and the Tempelhofer Damm section of the federal highway 96 . The Mehring- and Columbiadamm as well as the access roads Manfred-von-Richthofen-Straße and Dudenstraße also lead to the airport . These streets end at Airlift Square , where the main entrance to the airport building is located. The former airport is connected to public transport by the U6 line of the Berlin subway with the Platz der Luftbrücke station, through which, among other things, the regional train station Friedrichstrasse can be reached; Bus routes 104 and 248 also stop at the former airport site and at the underground station .
The area on which Tempelhof Airport was built - the Tempelhofer Feld - was formerly a parade ground . The first powered flight on Tempelhofer Feld took place in 1909. On January 28th, the Frenchman Armand Zipfel (1883–1954) started his public demonstrations here. At the invitation of the Berliner Lokal-Anzeiger , he flew in his Voisin biplane with great public interest until mid-February 1909 . From September 4 to 20, 1909, Orville Wright also carried out demonstration flights in the field, including setting a world record for altitude of 172 m and completing a passenger flight of 1:35 hours for the first time. In October Hubert Latham (1883–1912) carried out the first cross-country flight over a town from Tempelhofer Feld via Rixdorf and Britz to the Johannisthal airfield .
After the First World War , in 1919 the municipal councils of Neukölln and Tempelhof, on whose territory the Tempelhofer Feld was located, voted against building the field. It was only after an initiative by the Reich Ministry of Transport in December 1921 that the affected communities and Berlin switched to the construction of an airport in the course of 1922, but this was combined with the will to simultaneously create a public park on the northern edge of Tempelhofer Feld and a sports park on it eastern side. The city council of Greater Berlin made the decision to build the airport on February 21, 1923 based on a submission by the Berlin City Councilor for Transport, Leonhard Adler . In early March 1923, Junkers Luftverkehrsgesellschaft demonstrated the suitability of the Tempelhofer Feld with special flights from five Junkers F 13 to Leipzig-Mockau Airport . Among the passengers were President Friedrich Ebert and the director of the Reich Air Office , Traugott Bredow . In April 1923, some sightseeing flights were organized from Tempelhofer Feld for Berlin personalities from politics and business. There was a plane crash over the Hasenheide, in which a Berlin city councilor also died. Despite this misfortune, the Berlin city council voted on May 3, 1923 to build the airport.
At the expense of Junkers Luftverkehr AG and Deutsche Aero Lloyd , a piece of land was leveled from June 1923 on the northern edge of Tempelhofer Feld and two wooden aircraft hangars, each with an area of 1000 m², and a station building were built. The plant was later to become the property of the city of Berlin. Flight operations began on October 8, 1923 with a provisional license from the Reich Ministry of Transport. Several hundred spectators watched the start of two flights that day, one to Munich , the other to Gdansk .
Berliner Flughafen-Gesellschaft mbH (BFG), which still exists today, was founded on May 19, 1924; its first supervisory board chairman was Leonhard Adler. The task of the company was the "expansion and operation of the airport on Tempelhofer Feld and other air traffic facilities in Berlin". Partners were initially the Berlin magistrate and, from September 27, 1924, the German Reich . In 1925 the Free State of Prussia also took part in the company. Plans to create a location for exhibition facilities on a section of the Tempelhofer Feld were abandoned in the course of 1924 in favor of the Charlottenburg exhibition center .
First construction phase
With the capital now available, the expansion of the airport could begin. An area of around 1.5 million m² was leveled in the center of the Tempelhofer Feld: elevations of up to four meters and depressions of up to five meters, as well as the slight slope of the area to the south, had to be compensated for. For this purpose, 140,000 m³ of the excavation of the extension of the north-south subway, which is currently under construction (today's line U6 ), was used, which corresponded to almost half of the required filling soil. In addition, the Berlin rubbish was brought onto the airport site for a long time: 18,000 loads of rubbish formed the filling compound for the underground of the site.
At the end of 1924, the construction of the large hangars began. The three western halls with a floor area of 64 m × 25 m and a height of 6 m were built. However, these dimensions quickly turned out to be too small, which is why the three eastern halls with a floor area of 80 m × 30 m and a height of 8 m were built. In addition to the halls, a headlight tower as well as a radio station and the dispatch building were built. The buildings were located north of the airfield on Flughafenstrasse, which ran as an extension of Paradestrasse in a west-east direction, at the confluence of Lilienthalstrasse.
The first construction phase was completed in 1927 and could be reached via the then newly opened Flughafen U-Bahn station (today: U-Bahnhof Paradestrasse ). An airport connection via a subway was unique in the world at the time.
The first scheduled air traffic led to Munich with a connection to Switzerland or Austria and on to the Balkans , as well as to Königsberg with a connection to the route flown from London via Berlin-Staaken to Moscow . From the opening on October 8, 1923 to the end of the year, a total of 100 take-offs and landings with 150 passengers and 1300 kg of cargo were carried out.
Deutsche Luft Hansa AG , formed on January 6, 1926 from the union of Junkers Luftverkehr AG and Deutscher Aero Lloyd , made Tempelhof their home airport (see also: History of Lufthansa ). From there, on the day operations began, April 6, 1926 - air traffic had still been idle in winter - the first scheduled flight to Dübendorf ( Zurich ) took place.
Second construction phase
In a second construction phase, the terminal building was lengthened and raised, which is now a large building clad in clinker bricks. There was an airport restaurant operated by MITROPA , which could now occupy two further guest rooms, a visitor terrace and an airport hotel. But long before the opening of this section in the spring of 1929, the BFG demanded that the airfield be expanded to the south, where allotment garden colonies were located. She justified her request with the strong increase in air traffic in Tempelhof on the one hand and the reduction of the taxiing area through increasing concreting of the parking areas for the aircraft on the other. After the protests of the affected allotment gardeners and the effects of the global economic crisis from 1930, this project was initially not pursued any further.
In the 1930s, the old Tempelhof Airport was at the forefront of European air traffic with its traffic volume, ahead of Paris , Amsterdam and London . The limits of the technical possibilities were soon reached, and in January 1934 - still under the BFG house architect Heinrich Kosina - the first planning work for a new building for a large airport on the Tempelhofer Feld began. In July 1935, the architect Ernst Sagebiel received the planning order for the new building from the Reich Aviation Ministry , which corresponded to the new urban planning ideas and monumental architecture under National Socialism and had to anticipate the development of aviation for a longer period of time. The airport was planned for up to six million passengers a year. The facility should not only be used for air traffic, it should also be used for events such as the Reichsflugtag and should provide a seat for as many aviation-related agencies and institutions as possible. This new building also met all the requirements of a military airfield at the time.
The airport building, which was built in 1936, was after its completion in 1941 with a gross floor area of 307,000 m² for two years the largest building in the world before it was replaced by the Pentagon in Arlington . The total length of the arched part of the building (see also architecture below) is around 1.2 km - making it one of the longest buildings in Europe. The airfield was laid out as an oval grass field with a diameter of almost 2 km, so that the aircraft that were still relatively light at the time, including the Ju 52 , could take off and land exactly against the wind. By including the Volkspark, the sports fields and allotment areas around the old airport and adding part of the garrison cemetery , the airport area was expanded to over 4.5 million m². The new airport facility was constructed on this site - around the old airport - without any disruption to flight operations during the construction work. The remains of the old airport were only removed by emergency workers in the 1950s. The underground access shifted with the new building to the Kreuzberg train station, which was then renamed the airport (today: Platz der Luftbrücke ).
From the beginning of October 1939 to the beginning of March 1940, the Rangsdorf airfield served as a replacement for civil air traffic in Tempelhof, because the Nazi regime feared Allied air raids on the inner-city airfield. Buses transported passengers between the center of Berlin and Rangsdorf.
Dissolution of the Columbia concentration camp
The early National Socialist Columbia concentration camp , which opened on December 27, 1934, was located right next to the new building and was closed due to the new building. It operated until November 5, 1936 and was demolished in 1938. A memorial designed by Georg Seibert and the Friends' Association for the commemoration of the Nazi crimes on and around the Tempelhofer Flugfeld e. V. with events, guided tours and exhibitions.
Use as an aircraft factory and forced labor
In December 1939 Hermann Göring ordered parts of the production of the Weserflug factory in Lemwerder to be relocated to Tempelhof. The new airport construction site became one of the largest final assembly plants for bombers in the world. There “ Weserflug ” produced almost 2,000 Ju 87s ( under license ) and around 170 Fw 190s . Production was mainly carried out in hangars 3 to 7, the boarding hall (which was therefore given a wooden outer facade), the 5000 m² reception hall, the cargo hall below and, with the start of Fw 190 production since 1943, also in the railway tunnel. Around half of the 4,150 Weserflug employees in Tempelhof (1944) were forced laborers .
From 1940, Lufthansa also used the new airport building for production purposes. In Hangar 2, their Dural workshop repaired bullet damage to Air Force aircraft, and in Hangar 1 the “Würzburg” radar devices developed by Telefunken were installed. In Tempelhof and later also at other locations, Lufthansa had manufactured an estimated 4,000 of these devices that were used in air defense by the end of the war. During this time, Lufthansa also employed forced laborers who were housed in barracks on the airfield.
After the annexation of the Czech Republic in March 1939, Czech women and men from the “ Protectorate of Bohemia and Moravia ” were obliged to work in the Reich and deployed to the Tempelhof plant on the Weser flight. In the course of the Second World War, people from almost all other occupied countries in Europe joined them.
From 1941 onwards, all men were drafted into the Wehrmacht . They were replaced by " Eastern workers " - families who were abducted from Eastern Europe , especially the Soviet Union . The Reich Aviation Ministry (as the owner of the airport) had the first camps built for Reich German workers. These barracks were used as accommodation for forced laborers and (French) prisoners of war. Weser-Flugzeugbau and Lufthansa had further warehouses built. The camps and accommodations were on the airfield near Columbiadamm, Tempelhofer Damm and the old airport building. At Columbiadamm there was also a not yet explored “Russian camp”, which was triple fenced and heavily guarded. The construction work continued even after the war began; At the end of the war in 1945, the new airport was not yet fully completed. Air traffic continued to be handled via the old airport facility, which was more and more damaged by Allied air raids during the war . The rest of the civil air traffic was completely stopped shortly before the end of the war - also due to a lack of fuel. The old airport was in the status of a 1939 air base of the Air Force collected and was used for testing and delivery of the machines built at Weserflug. On April 22, 1945, the last Lufthansa aircraft left Tempelhof in the direction of Warnemünde (see also the history of Lufthansa ).
Use as an air base
From 1935, an air base command of the Luftwaffe was set up for military flight operations . From 1933 to March 1944, the Fuhrer's Fliegerstaffel des Führers (FdF) was the ready-to- fly station of the Reich government at the time. In August 1939, as part of the mobilization, the combat squadron z. b. V. 172 set up here as a transport squadron with transport machines of the Junkers Ju 52 / 3m type . Many Lufthansa crews served in the squadron with their transport planes that had become free due to the cessation of civilian flight operations. From August 1939, the test center for high-altitude flights was located here before moving to Oranienburg airfield in November 1939 . From 1939 the school of the Reich Weather Service had its domicile in the buildings of the airfield.
End of war
When the front approached at the end of April 1945, the airport was to be defended. The airport commander at the time, Colonel Rudolf Böttger, and some senior Lufthansa employees circumvented this order by having the weapons provided and setting up a field hospital. As a result, the airport was not defended, which could have led to its complete destruction. Böttger evaded Adolf Hitler's extermination order to blow up the entire complex by suicide . According to other sources, he was shot dead by an officer of the Waffen SS for refusing to give orders . In fact, the concrete floor of the main hall was blown up, so that it fell onto the luggage level below and the main hall became unusable. On 28/29 April 1945 troops of the Red Army occupied the Tempelhof district and the airport.
The new buildings were largely spared from destruction, but there were several fires that also severely damaged the steel construction of the hall buildings. The buildings of the old airport were completely destroyed and the airfield was littered with impacts. The underground bunker with the film archive also burned down completely, and all films were destroyed in the process.
Shortly after the fighting ended, former Lufthansa and Weserflug employees set up the Hansa workshops , a vehicle repair workshop , in the airport building. With the approval of the Tempelhof district administration, the company collected the wrecked cars standing around in the streets and rebuilt cars that were still ready for use from parts that were still usable.
Use by the U.S. Forces
On July 2, 1945, the Red Army left the airfield so that it could be taken over by the Americans (473rd Air Services Group) before their official arrival on July 4. Tempelhof Central Airport (TCA), which received the Allied code designation Airfield R.95 , was established on July 2, 1945, and the clean-up work began the following day. All files, personal papers and almost all construction plans of the unfinished building were destroyed. Flight operations began in August 1945 to bring passengers to the Potsdam Conference . The US Army Air Forces (USAAF, from 1947 US Air Force ) stationed the 301 Troop Carrier Squadron with Douglas C-47 Skytrain in August 1945 , which was replaced in January 1946 by the 306 Troop Carrier Squadron relocated from Munich.
In 1946, Tempelhof Airport, located in the US sector , became a military base that was mainly used by the USAAF. It was named Tempelhof Air Base . The first task was the repair of Halls 1 and 2, which were urgently needed for the maintenance and storage of the aircraft. In addition, a paved runway had to be created so that heavier aircraft could land. This was done first with the help of perforated plate elements from the pioneer units. On May 18, 1946, the first civil aircraft landed on this runway, a DC-4 operated by American Overseas Airlines , which served the route New York - Frankfurt - Berlin once a week .
At the same time, however, the construction of the paved runway system in the main wind direction east-west was already started. During the airlift, the French military administration also laid the first runway in Tegel to relieve the pressure on Tempelhof, which was urgently needed, and this was the origin of today 's Tegel Airport .
The US Army stationed in 1951 in Tempelhof an Army aviation unit with an initial three helicopters of the type Hiller H-23A Raven as part of the 6th Infantry Regiment. Over the years it has been called the Berlin Brigade BBDE Avn.Det. known. The Hiller H-23A were soon replaced by Bell OH-13 Sioux . This was followed by Sikorsky H-19 Chikasaw (1958-1964), Sikorsky H-34 Choctaw (1962-1964), Bell UH-1B (May 1966-March 1971) and finally from March 1971 until it was dissolved in August 1994 Bell UH-1H .
Fixed-wing aircraft included Cessna O-1 Bird Dog (until 1975), de Havilland Canada U-6 Beaver (until 1979), Cessna O-2A (1975-1979), Pilatus UV-20A Chiricahua (1979-1991), Beechcraft U-8D Seminole , Beechcraft U-21 (until 1986 and 1991-1994), and Beechcraft C-12C (1986-1991).
Civil aviation now grew steadily. The BEA had been flying to Gatow Airport since 1946, and on January 5, 1950, Air France began flying to Tempelhof from Berlin. The airport was given a new meaning in 1948: together with the Gatow airfield , and later also Tegel Airport , it served to transport food and goods for Berlin by plane during the blockade of West Berlin . Much of the cargo was fuel. The vital supply through the Berlin Airlift between various West German cities and Berlin lasted from June 26, 1948 to May 12, 1949. In Tempelhof, the planes took off and landed at 90-second intervals. The American pilot Gail Halvorsen popularized the dropping of candy during the approach to Tempelhof with parachutes made of handkerchiefs from the cockpit windows, which was adopted by other pilots and gave the aircraft the legendary name of raisin bombers . The southern runway was built for the smooth operation of the airlift. This has since interrupted Oderstrasse in Neukölln.
The monument on the square in front of the airport commemorates the historical supply flights and the people who perished in the process. In Berlin vernacular it is known as the hunger rake or hunger claw because of its appearance . Other monuments of the same type are located at Frankfurt Airport and, in a somewhat smaller version, at the Celle Army Airfield . On the occasion of the 50th anniversary of the airlift, the Bundeswehr celebrated a big tattoo on June 27, 1998 at Tempelhof Airport .
"West Berlin" airport
After the blockade, the West Berlin Senate asked the Americans to release some of the facilities for civil use. On July 1, 1950, the American High Commissioner granted the Senate the right to take over part of Tempelhof Airport for civil use. As a result, a handling system was built in a very small space on the southern part with access from Tempelhofer Damm, which was designed for a capacity of 20,000 passengers per month. The main hall, which later served as a dispatch facility, was still in the shell and badly damaged. On July 9, 1951, the new facility was opened to traffic. This was the first time that the facility, which was started in 1936, took over its official function. The three western allied airlines Pan Am , BEA and Air France now flew to Tempelhof together.
Passenger air traffic now developed faster than expected, as this was the only way to get from West Berlin to West Germany without being checked by the GDR . The refugees who could not leave West Berlin by land also played a major role in this . At the end of 1951, 320,000 passengers were already being carried. In 1954 Tempelhof Airport had more than 650,000 passengers, most of whom were carried by the western allied airlines BEA, later British Airways , Air France (only until 1960) and Pan Am.
Of the three runways created during the blockade , the middle one was removed in 1957/1958. The other two were completely redone during the 1950s. During the blockade, perforated sheets were first laid and these were later covered with a layer of asphalt, which first had to be removed. In 1954 the northern runway was built with a length of 2093 m and the southern one with a length of 2116 m.
At the end of the 1950s, the available systems could no longer cope with the number of passengers (in 1960 there were already 1.5 million). Through negotiations in 1959 it was achieved that the US Air Force released other areas previously used by the military for civilian use. These were the forecourt (also known as the courtyard ), the office building with the entrance hall (also known as the hall of honor ) and the dispatch building with the large main hall, which were restored or completed by the BFG. The southern part at Tempelhofer Damm was now used for civil air traffic, while the northern part at Columbiadamm was still used by the Americans for military purposes. On July 2, 1962, the new handling facilities, which are designed for 200,000 to 250,000 passengers per month, were opened.
The buildings were predominantly made of reinforced concrete or brick and the visible surfaces were clad with natural stone slabs. The 90 m wide, 9 m deep and 15 m high entrance hall in front of the main hall was already completed by the end of the war. In order to be able to obtain building material for the visible surfaces of the heavily damaged main hall, the entrance hall was divided by the installation of a concrete false ceiling just below the 21 large hall windows and the room height was thus significantly reduced. The entrance zone created below the false ceiling appears relatively inconspicuous as a result. The 10 m high remainder of the original entrance hall remaining above the false ceiling is not used - it can be viewed during guided tours. In the main hall, the heavily damaged stucco ceiling, which originally hung at a height of 19 m, has been replaced by a coffered ceiling suspended at a height of 15 m. The ceiling heating is housed in the eleven 5.60 m × 22.50 m large cassettes . This ceiling is accessible in order to be able to maintain the heating and the lighting.
Eight years after the large check-in hall went into operation, the capacity limit was again reached in 1970, although Air France had already moved to Tegel Airport when the Caravelle was introduced in 1960 . In 1968, charter and package tours were initially relocated to Tegel. In 1971, the capacity could be increased again through a number of modifications and improvements, but the decision was nevertheless made to discontinue the remaining regular services in Tempelhof and relocate it to Tegel. From 1970 to 1974, the "candy pilot" Gail Halvorsen , who became famous through the Berlin Airlift, was in command of Tempelhof Airport.
In the summer of 1975 Tempelhof was closed to civil air traffic and replaced by the newly built Tegel Airport (on the site of the French military airfield, according to plans by the Hamburg architects Gerkan, Marg and Partners ). The airport owner and operator was now exclusively the US Army Aviation Detachment with the 7350th ABG (Air Base Group) unit. Various types of helicopters and aircraft were operated, most recently six Bell UH-1 H helicopters as well as one Beechcraft C-12 C and two Pilatus UV-20 A machines .
On August 30, 1978, a LOT plane was hijacked on its flight from Gdansk to Berlin-Schönefeld and forced to land in Tempelhof. Since the motive was an escape from the GDR, diplomatic upheavals occurred between the two blocs in the middle of the Cold War . The Berlin vernacular then called the abbreviation of the Polish airline LOT as "Landet ooch Tempelhof".
In 1981 Tempelhof was reopened for civil aviation, i.e. for business travel, which has been a focus of the airport since then, and for airlines with smaller flight material. The US regional airline Tempelhof Airways was one of the first airlines to start its shuttle service between Tempelhof and Paderborn in 1981 with a Nord 262 on behalf of the computer company Nixdorf , whose main operations and offices were in Paderborn and West Berlin . In 1990 more than 400,000 passengers were counted again. Even until a short time after the political turnaround , passengers were initially not processed via the main hall used in the past, but via a relatively small area, the later GAT (processing area for general aviation), southwest of the main hall. The main hall itself was reopened somewhat surprisingly on December 16, 1990 by the airport operator due to the rapidly increasing number of passengers. It was not until the beginning of 1992 that the service there was fully adapted to a certain standard: a hall bar was built, the new restaurant opened above the main hall with a view of the apron, new display boards for departures and arrivals were installed, and a new baggage claim belt for domestic flights in the main hall went into operation.
When the US Air Force left Berlin in 1993, the airport was completely returned to BFG. Due to the relatively short runway with only 2116 m, the size of the aircraft for scheduled flights was limited to the usual narrow-body aircraft , so that it was used as a civil airport mainly for domestic German and European destinations. The US Air Force was only able to use large transport aircraft such as the Lockheed C-5 Galaxy at the airport under restricted conditions. Twice landed a Boeing 747 of Pan American in Tempelhof. On September 18, 1976, a Boeing 747 SP, coming from Amsterdam, landed on the occasion of the open house and on June 12, 1987 a Boeing 747-121 from / to Frankfurt am Main with 300 journalists on the occasion of the visit of US President Ronald Reagan .
On May 27, 2006, the airport hosted the Red Bull Air Race . During the soccer World Cup in 2006 , the airport once again experienced a significant increase in air traffic, as it was used for numerous special flights, and numerous private flights were handled for VIP guests and sponsors. Since 2007, the Zeppelin University - supported by the Zeppelin Foundation , among others - has had a location in the airport foyer. On September 8, 2007, on the occasion of the "Reisemarkt" event, a large-capacity Airbus A330 -200 aircraft from LTU landed in Tempelhof, which demonstrated problem-free handling of the short runway and several go-around maneuvers with passengers on board due to the high power surplus of modern engines and the low load. In 2007 and 2008 there were numerous so-called fly-ins from private planes organized by aviation associations and clubs, which brought up to 180 smaller aircraft to Tempelhof at the same time.
Closure of the airport
In contrast to Tegel Airport, the first zoning plan for reunified Berlin from 1994 already envisaged a rededication of the airport grounds with future use as commercial, residential, park, sports and special areas. In a so-called “consensus decision” in 1996, Federal Transport Minister Matthias Wissmann (CDU), Berlin's Governing Mayor Eberhard Diepgen (CDU) and Brandenburg's Prime Minister Manfred Stolpe (SPD) agreed on the construction of a major Berlin Brandenburg airport , which also resulted in the closure of the Tempelhof and inner-city airports Tegel was agreed. The Berlin Senate issued after a successful planning approval for the airport Berlin Brandenburg in 2003 the ruling that freed the BFG from the obligation to operate the airport. According to the operating company, the flight operations were in deficit at this point in time, and the resulting loss for 2003 was stated to be 15.3 million euros. Some airlines took legal action against this decision. In preliminary legal protection proceedings, the Berlin Higher Administrative Court ruled on September 23, 2004 that the lawsuits have a suspensive effect and that flight operations must be maintained until the main issue has been decided. The court promised a decision in favor of the plaintiffs on the main issue. The Senate thereupon withdrew the decision and prepared a more well-founded decision on the cessation of operations, which was issued in August 2006 and provided for an end of the obligation to operate on October 31, 2007.
The airlines' lawsuit against the new decision was heard on December 19 and 21, 2006 before the OVG in Berlin. A settlement proposed by the OVG for the recognition of a new decision dated October 2008 failed due to the lack of consent from most of the plaintiff airlines. The Berlin Senate took up the settlement of the OVG and again changed the decision to revoke the operating permit for Tempelhof Airport , which now stipulated October 31, 2008 as the date for the closure. The Berlin-Brandenburg Higher Administrative Court and the Federal Administrative Court finally confirmed the Senate's decision.
Initiatives from the population
From 1986 residents fought with the Tempelhof Airport Citizens 'Initiative , from which the non- flight Tempelhof Citizens' Initiative (BIFT) with 11 founding members emerged in 2008, for the closure of Tempelhof Airport.
The City-Airport Tempelhof (ICAT) interest group with 1250 members, founded in 1995, opposed the closure of the airport . In 2006 she initiated a referendum . For this purpose, signatures were first collected from the end of November 2006. On May 8, 2007, the Berlin Senate confirmed the collection of almost 30,000 valid signatures. This provided the proof of at least 20,000 supporters required by the Berlin constitution to initiate a referendum. In the period from October 15, 2007 to February 14, 2008, every citizen of Berlin who was eligible to vote could support the referendum by signing in one of the Berlin citizens' offices. The referendum was also supported by the action alliance be-4-tempelhof , the SPD voters for Tempelhof Airport and other initiatives. As early as January 30, 2008, the required quorum of 170,000 signatures was achieved. A total of 208,000 declarations of consent were issued.
Starting in March 2008, the alliance, consisting of ten parties and organizations, campaigned against keeping the airport open for a flight-free Tempelhof . with 40,000 posters across the city (slogan: "No! to flight operations in Tempelhof"). The initiators included the SPD , Die Linke , Bündnis 90 / Die Grünen and the Federation for the Environment and Nature Conservation (BUND), and the BIFT, the Verkehrsclub Deutschland (VCD), the Arbeiterwohlfahrt (AWO) and the Naturschutzbund Deutschland (NABU) are also involved. .
The Tempelhof referendum initiated by the ICAT remains a commercial airport! took place on April 27, 2008. It was rejected because, with a turnout of 36.1%, 60.1% of the participants voted in favor, but based on all eligible voters, this only resulted in an approval of 21.7%; a quarter of those entitled to vote would have been necessary. The cost of carrying out the referendum was around 2.5 million euros. The ICAT lodged a constitutional complaint with the Constitutional Court against the result of the referendum . On October 27, 2008, the latter decided that the referendum does not have to be repeated.
|Colors of the district numbers: formerly west , formerly east , west / east fusion district|
The Citizens 'Initiative for the Re-Use of the Berlin-Tempelhof Airport was formed in 2007 (NANU THF) and the Tempelhof Citizens' Initiative is committed to opening the fenced-in airport for everyone .
The Senate Department for Urban Development had the decision for on 7 June 2007 declassification announced the airport premises as of October 31 of 2008. Two lawsuits have been filed with the Higher Administrative Court against this decision. On December 17, 2008, the ICAT dismissed the action brought by the ICAT as unfounded; Both plaintiffs had not been violated in their own rights. A revision was not allowed. The procedure had no effect on the cessation of flight operations.
The last flights
The last charter flight and at the same time the last take-off of a jet from Berlin-Tempelhof took place on October 30, 2008 at 10:12 pm with the Boeing 737-700 D-ABAB of Air Berlin under flight number AB1001 with captains Funke and Altenscheidt in the cockpit. The flight landed in Berlin-Tegel after just 22 minutes at 10:34 p.m., ending the history of jet flying from Tempelhof. Only five minutes later, a Dornier 328 of Cirrus Airlines with the registration D-CIRP took off at 10:17 p.m. as the last scheduled flight in the direction of Mannheim. Cirrus Airlines and some of their pilots had a special bond with Tempelhof Airport, and so the last daylight departure of this airline from Tempelhof took the D-COSA plane with a lap of honor over the southern part of the city and another low Fly over runway 27L from the airport. The last aircraft to officially take off from Tempelhof were a Douglas DC-3 ( raisin bomber ) and the Junkers Ju 52 / 3m "Berlin-Tempelhof" from the Deutsche Lufthansa Berlin Foundation , which took off from both runways at 11:55 pm , waved their wings and turned away to the southeast, towards Schönefeld.
The last official landing of an aircraft in Berlin-Tempelhof was the Piper PA31T1 Cheyenne I with the registration D-ILCE. She landed on an ambulance flight after 10 p.m. on October 30, 2008 and left the airport after a short stay at the GAT area.
Three small aircraft operated under visual flight rules (VFR) had to remain at the airport on October 30, 2008 due to poor weather conditions. They were only able to leave the airport on November 24, 2008 as the very last take-off after an official external take-off permit. These were the Antonow An-2 double-decker D-FBAW of the airline LTS MiniHansa and D-FWJC of the airline Air Tempelhof, which took off on November 24, 2008 at 12:11 and 12:12 in quick succession in the direction of Strausberg and Finow ; followed by the Beechcraft F33A Bonanza D-EDBS, which left Tempelhof Airport at 12:15 in the direction of Schönhagen .
The current last flight movement was at Tempelhof Airport on June 26, 2010. The Socata TB 10 Tobago coming from Tegel Airport with the registration D-EGKJ was on a sightseeing flight over the city. Due to a loss of power in the engine, the pilot decided to make an emergency landing on runway 27L at Tempelhof Airport, which has now been closed, so as not to take any further risk of an outland landing in the middle of the city. The restart of the Tempelhof machine would have been possible. Approval for this was not granted by the Senate, however, and so the aircraft had to be partially dismantled and finally brought off the premises on June 30, 2010 on a low-loader .
Change of ownership
As a former Reich property, the airport site originally belonged to the federal government, from 2005 to the Federal Agency for Real Estate Tasks (BImA) and the State of Berlin as a co-owner. In 2009, BImA sold its stake to the State of Berlin at a price of 35 million euros. The State of Berlin is therefore the sole owner of the listed building complex and the large open spaces.
After German reunification, the state of Berlin had asserted claims to former imperial assets, including the then federally owned areas of Tempelhof Airport; the federal government rejected the claims. A norm review application by the state before the Federal Constitutional Court was unsuccessful in 2008. It is not certain whether the requirements for a recidivism claim by Berlin under the Reich Property Law on the federal areas of the airport were met, as the state had missed the relevant deadline. Berlin tried to pursue its claims through administrative legal channels, but was unsuccessful in 2011 in the second instance before the OVG Berlin-Brandenburg and finally in 2013 with the appeal at the Federal Administrative Court .
Various re-use concepts were discussed and in some cases rejected. There was a plan that the International Garden Exhibition (IGA) should take place on the site in 2017 . In July 2012, the Berlin Senate rejected these plans again because the use of the park by the citizens developed better than expected and an increase in the attractiveness of the site no longer appeared necessary for this purpose. In this context, there were protests in advance against the fee-based IGA, which would restrict the use of Tempelhofer Feld for many visitors. For 2020 it was planned to host part of the International Building Exhibition (IBA) on the site.
At the beginning of August 2013, an expert report, which had been kept under lock and key, was announced that put the costs for the necessary renovation of the building at 478 million euros. 144 million euros are necessary to maintain the substance.
On March 5, 2008, the Berlin Senate Department for Urban Development presented the urban development project Tempelhofer Freiheit as a subsequent use concept for the airport site . The basis was the planning concept from 1998/1999 from the airport to the airlift park. This includes the establishment of a Tempelhof Forum THF for culture, media and creative industries in the listed former airport building and the paved apron areas to the south. On the edges of the former airfield, new residential complexes are to be built in the city quarters of Tempelhof (west to south), Neukölln (east) and the new north-east Columbia district. In between, the 220 hectare undeveloped green area of the former airfield is to be developed as a park landscape with numerous recreational uses. The meadow area, which is largely kept open, will then continue to serve to equalize the temperature of the urban climate.
Tempelhofer Park , which is located on the former airfield, has been open to the public since May 8, 2010 . The site can be entered during the day through ten entrances located on Tempelhofer Damm, Columbiadamm and Oderstrasse.
A popular initiative is opposed to the name Tempelhofer Freiheit , as it would play down the Nazi history of this historical place.
Since it was closed on October 30, 2008, around 26,000 visitors (as of September 2010) have visited the listed airport building.
Film studio Babelsberg
After the failed referendum to withdraw the Berlin Senate's decision to close it, the Babelsberg film studio renewed its offer to invest in several film studios and Europe's largest stock of props and costumes in the Tempelhof airport building.
On January 29, 2009, the Berlin Immobilienmanagement GmbH (BIM), which is responsible for Tempelhof Airport, signed a ten-year license agreement with the Bread & Butter fashion fair . The fashion fair will rent all hangars, the apron and the main hall of the former Tempelhof Airport twice a year for one month each time.
Since 2009, the Berlin Vital trade fair , which is part of the supporting program of the annual Berlin Half Marathon in spring and the Berlin Marathon in autumn, has been held twice a year in the building of the former airport. According to the organizer, the fair is the largest German sports and health fair.
At the beginning of August 2009, the Berlin Senate, in cooperation with the Berlin Ice Sports Association and the ECC Preussen ice hockey team , decided that an ice rink should be installed in the former Hangar 3. This ice rink was built because the club needed a replacement area for its almost 800 ice athletes due to the closure of the Deutschlandhalle . Initially without grandstands and only planned for training, three small grandstands were built for the 2010/2011 ice hockey season, which can be used by 199 spectators.
Several hangars at the airport were used at the end of September / beginning of October 2009 to host a highly endowed national horse show , known as the capital city tournament . The Swatch freestyle.berlin fun sport event also took place in October 2009 . In November 2009 the 17th Kondius Berlin marathon relay competition was held on the site .
On October 4th, 2009 the gymnastics community in Berlin 1848 e. V. (TiB) put the outdoor sports facilities on the site of the former airport in Berlin-Tempelhof back into operation. The TiB took two softball fields, eastern has been for the baseball operations of the Berlin Rangers rebuilt. The facility also includes two tennis courts and a sand court for speed badminton , beach volleyball and beach soccer .
The paved circuit is particularly popular with runners. The length of the route is 6,218 m and is not very demanding from a running point of view, as the circuit with only 53 meters of altitude does not have any noteworthy inclines. The starting point is the main entrance on Columbiadamm and you follow the route marked with purple dots in a clockwise direction .
In connection with the refugee crisis in Germany in 2015/2016 , hangars at the airport were used as emergency shelters for refugees from the end of October 2015 to December 2018. At times, up to 3,000 people were housed there in tents. In December 2017, those accommodated in the emergency accommodation moved to a newly built container village on the edge of the airfield. Until December 2018 there was still a so-called arrival center in the hangars for the short-term accommodation of refugees who had just arrived in Berlin.
The building permit for the container village was granted in February 2017, and construction work began that same month. This was done on the basis of a temporary amendment to the Tempelhof Law passed by the referendum on Tempelhofer Feld in Berlin in 2014, which actually excludes any development on the former airport site. The so-called Tempohomes , which were built for around 17 million euros, offered space for 1024 people in 256 self-contained apartments with kitchen and bathroom. They were used from December 2017 to June 2019; then the scheduled dismantling began.
Protests against the development of the Tempelhofer Feld
Citizens' petitions in the district
The action alliance be-4-tempelhof.de initiated a petition for citizens in the Tempelhof-Schöneberg district with the title The Tempelhof Airport monument preserved - protect it as a world cultural heritage. The referendum on June 7, 2009 resulted in a 37.9% turnout and 65.2% approval. Since the required quorum of 15% voting participation was achieved, the successful referendum has the legal force of a resolution of the district assembly.
In protest against the plans for re-use, several thousand activists who had come together in the alliance Squat Tempelhof tried to occupy the site on June 20, 2009 . In addition to tenant alliances, the Greens also called for this . The demonstrators criticized the fact that the area was not opened to the public and feared, in addition to increasing privatization and commercialization, an accelerated gentrification process . However, the occupation was prevented by the police, who were on duty with around 1,500 officers. 102 demonstrators were arrested.
Referendum 100% Tempelhofer Feld
In September 2011, in the Schillerkiez to the east of the park area, a citizens' initiative was founded under the title 100% Tempelhofer Feld with the successful aim of overturning the Senate's plans for subsequent use by means of a Berlin-wide referendum and preventing development on the site. After the initiative was presented, the open space should not be provided with a new building for the state library, residential and commercial properties or the international garden exhibition and should be left in its natural state for park visitors. The collection of signatures for the referendum against the development of the Tempelhofer Feld ran until January 13, 2014 and brought around 185,000 signatures. The referendum on the preservation of the Tempelhofer Feld took place on May 25, 2014: 64% of the votes cast were in favor of the referendum, 36% against. The necessary voting quorum of at least 25% was exceeded by 30%.
The site of the former airport covers an area of 4 million m², of which the apron takes up 486,000 m²; There were 60 aircraft parking positions on this, 40 of which belonged to General Aviation . Seven hangars were available for maintenance with a gross floor area of 52,250 m². 19,200 m² of this are the open handling areas A1 and A2. The airport had two runways , each of which had an asphalt surface . 09R / 27L is 1840 m long and 42.5 m wide; it was approved for approaches in both directions for the instrument landing system (ILS) in category I as well as for non-precision instrument approaches (NDB / DME). 09L / 27R is 2094 m long and also 42.5 m wide; it could be used for non-precision instrument approaches (VOR / DME) and under visual flight conditions. Instrument departures were possible in all directions from both runways.
With the neoclassical construction of Tempelhof Airport from 1934 by the architect Ernst Sagebiel , all requirements of a modern large airport were organized for the first time in an architectural overall form with separate functional levels for arrival, departure, mail and freight traffic. The functional complexity realized in the building system (separation of levels as well as numerous secondary functions such as hotels, congress centers, large restaurants, Lufthansa administrations) was unique at the time it was built as an airport and numerous components have become a model for modern airport facilities. The British architect Lord Norman Foster therefore described the airport in 2004 as “the mother of all airports”. He reiterated this metaphor in 2009 and added: "Tempelhof should be a matter of national conscience - it is far too important to be sacrificed on the altar of commercial real estate development." awarded the title of Historic Landmark of Civil Engineering in Germany by the Federal Chamber of Engineers .
The airport is divided into the more than 1200 m long hall with hangar and the reception and administration buildings. The reception building is axially connected to the arch of the hall, encloses a forecourt on three sides and creates a transition to today's airlift square behind it . This place was designed as a round place and should have a diameter of 250 m. The four-storey buildings on the square were to form a three-quarter circle around the square and accommodate services such as the air mail office and freight yard. However, the planned development has only been implemented on the east side of the square. Similar to many other buildings from the time of National Socialism , the outbuildings are clad with natural stone slabs made of shell limestone . The entire facility is a listed building . Since December 2007, the UNESCO World Heritage Committee has received an application for designation as a World Heritage Site.
However, this water staircase was not implemented. The axis of the airport complex running through the main hall is oriented towards the Kreuzberg monument by Karl Friedrich Schinkel . According to Adolf Hitler's wishes, the airport was to develop its monumental effect east of the planned north-south axis .
The layout of the airfield complied with the conditions applicable at the time of planning, in that it was designed as a lawn with four concrete start pockets for the operation of small aircraft. This made it possible to take off and land the still relatively light aircraft exactly against the wind. The overall shape as an oval, in addition to the ideal wind direction-neutral shape, also met the requirements as an air stadium for the air shows planned by Hermann Göring .
Hangar and hangar
The passenger hall divides the building into two halves and is 100 m long and 50 m wide. This is immediately followed by the hangars on both sides . This arrangement - integrating all the functions of an airport - which is unusual today because of the associated lower flexibility, was an essential part of the concept with the aim of demonstrating coherence and size.
A technical masterpiece is the steel roof construction that protrudes over 40 m along the pier. Aircraft up to a height of almost 12 m can taxi under the roof of the gate to be handled there. The roof of the airport hangar was originally also intended as a grandstand area for more than 100,000 spectators, such as at flight shows during the Reichsflugtag . Another special feature is that the entire roof system is not only self-supporting in terms of its own weight, but can also easily accommodate snow masses several meters high. The city side of the curved hangar and hall system is structured by the equally spaced stair towers to provide access to the spectator stands planned by Hermann Göring on the roof. The stair towers were designed in such a way that 100,000 spectators could have reached the roof stands in less than 30 minutes, a sophisticated logistical masterpiece for the time. These inaccessible stairwells - left in their raw state since the construction period and never used by the public - determine the dominant appearance of the building; This alone makes the time reference to the architecture of National Socialism clear.
The current operator, Tempelhof Projekt GmbH, offers guided tours during which the otherwise inaccessible areas can be visited. This also includes the ballroom above the check-in hall, which was never completed in its function. During use by the American armed forces, a basketball hall was built here, which is still preserved. In the next room there is a bar that was used as an entertainment area with billiard tables and bowling lanes.
Berlin's Governing Mayor Michael Müller declared on November 12, 2015 that due to the persistently high number of refugees, the hangars and the covered main hall would be needed for the registration and accommodation of refugees and thus other uses would be excluded.
The former Berlin-Tempelhof Airport also has extensive underground facilities that extend down over three floors. With the abandonment of the expansion in 1942, these and some above-ground elements were no longer built. For example, production facilities for aircraft (during World War II), film archives, power plants and the later command center of the US Army were housed underground . The size of the "tunnel labyrinth" is legendarily overestimated. The final assembly of fighter planes, known from photos, did not take place until 1945 at the terminus of the railway tunnel at the main building, in a hall that is open to a deep inner courtyard. During the Second World War, the underground rooms were also indispensably used as an air raid shelter for the population . Remnants of “ wall paintings ” based on motifs by Wilhelm Busch have been preserved. They were not removed during the use of the rooms by the American Air Force until 1993. The walls of the rooms were painted white several times, but the paintings were carefully painted so that the wall paintings were not damaged.
Another special feature is a road running into the underground level for supplying the airport and delivering goods, as well as a railway tunnel . The tunnel , which was created for the exchange of mail between rail and aircraft, was connected to the railway network of the Deutsche Reichsbahn via a rail connection running to the west and south on the edge of the airport to the Hermannstraße freight station , where the Neukölln-Mittenwalder Railway also begins .
In the south-eastern connection to the Columbiadamm 1-9 building section, there is a two-storey bunker, the so-called “film bunker”, at a depth of 5 m. At 12.50 m, its lower floor is the lowest floor in the entire airport building. The film bunker was used by Hansa Luftbild and the Luftwaffe to store maps and aerial photographs on celluloid , for which an elaborate ventilation system was installed. It had previously been assumed that the access to the bunker was blown open by Soviet troops in April 1945 and that its contents were completely destroyed by the fire that was triggered, but it has now been proven that the fire, which was over 1200 ° C, could not have been caused by an external explosion . "So there is really only the possibility that the Germans destroyed the contents of the bunker themselves and with full intent so as not to let it fall into the hands of the enemy." The traces of the fire are still visible today; Pipelines, pressure relief valves and activated carbon filter cleaning systems for the ventilation are also preserved.
The striking and over 71 m high tower of the RRP-117 radar system east of the airport building was designed and built in 1982 in such a way that the tower movements caused by the wind hardly affect the quality of the radar image. A filigree design was deliberately chosen, contrary to the monumental architectural style of the airport.
Until the early 1990s, when the airport was still operated by the US Air Force, there were several other navigation systems at the airport. They were dismantled with the withdrawal of the American armed forces, as most of them were purely military facilities. For example, there was a precision approach radar (PAR) south of the southern runway at the height of the center of the runway, which was used for the southern runway. An airport surveillance radar (ASR) was located on the roof of the building at the level of the GAT . The radar system itself has been dismantled, but the support structure has still been preserved. A radio altimeter on the roof of the building was dismantled as early as October 1984 .
Recently, only four airlines have flown to Berlin-Tempelhof Airport on a scheduled basis. These were, among others, Brussels Airlines , InterSky and Cirrus Airlines . There were also several airlines, such as Windrose Air , based at the airport , which operated general aviation flights with their machines. The so-called 'Executive Aviation' made extensive use of Tempelhof Airport for flights to Berlin, because its location offered a uniquely fast connection to the city center. In addition, Air Service Berlin offered sightseeing flights from Tempelhof with a restored Douglas DC-3 ' raisin bomber ' . The Zeppelin NT generation of airships used the airport as the starting point for their journeys. There were also several helicopter runways in the grass area north of the runways, which were later no longer used.
Air traffic control and flight operations data
- ATIS: 126.025 MHz
- Tempelhof Tower: 119.575 MHz, main frequency
- Tempelhof Tower: 118.850 MHz, alternative frequency
- Tempelhof Tower: 118.100 MHz, historical frequency, was also used during the last weeks of flight operations in 2008
- Tempelhof Ground: 121.950 MHz
- VOR Berlin-Tempelhof, 114.1 MHz, is on the airport grounds between the two runways, identifier: TOF
- NDB Helmholtz, 347 kHz, used for the approach to runways 09L / R and for take-off from 27L / R, is to the west of the airport, identification: DBR
- NDB Planter, 327 kHz, used for the approach to runways 27L / R and for departure from 09L / R, is located east of the airport, identification: DIP
- ILS 09R: 109.7 MHz, 3.00 ° angle, approach course 086 °, CAT I, identification: IDBR
- ILS 27L: 109.5 MHz, 3.50 ° angle, approach course 266 °, CAT I, identification: IDLB
Important navigation points
- BERAV: Start of ILS 09R or NDB 09R at 12.4 DME IDBR in 4000 ft
- LINKU: Beginning of VOR 09L at 10.7 DME TOF in 4000 ft
- RUDOX: Start of ILS 27L or NDB 27L at 10.6 DME IDLB at 4000 ft
- REGRA: Beginning of VOR 27R at 9.8 DME TOF at 4000 ft
Backdrops for film and television
Among other things, a detailed documentary was filmed about the history and architecture of Berlin-Tempelhof Airport for ARD television under the title Mysterious Places 2/7: The Tempelhof Catacombs .
The airport was used as a backdrop in the following films:
- 1948: A Foreign Affair of Billy Wilder
- 1949: It started with a kiss from George Seaton
- 1955: Keyword: Berlin-Tempelhof by Mark Robson
- 1957: Spring in Berlin by Arthur Maria Rabenalt
- 1961: One, two, three by Billy Wilder (the scenes with actors on the tarmac, however, are studio recordings)
- 1963: The Endless Night by Will Tremper
- 1969: The gentlemen with the white waistcoat from Wolfgang Staudte
- 1986: The runway is clear for the new year - ZDF 's 1986/1987 New Year's Eve show
- 1988: A judge for Berlin from Leo Penn
- 1992: ... and the sky stands still by John Schlesinger
- 1993: Far away, so close! by Wim Wenders
- 1994: A French woman from Régis Wargnier
- 1997: Comedian Harmonists by Joseph Vilsmaier
- 1998: Tatort - A touch of Hollywood by Urs Odermatt
- 2001: What to do if there's a fire? by Gregor Schnitzler
- 2002: Equilibrium by Kurt Wimmer
- 2004: The Bourne Conspiracy by Paul Greengrass
- 2005: The Airlift - Only the Sky Was Free by Dror Zahavi
- 2007: Why men don't listen and women don't park well by Leander Haußmann
- 2007: Operation Walküre - The Stauffenberg assassination attempt by Bryan Singer
- 2008: The Lie by Judith Kennel
- 2009: Hilde von Kai Wessel
- 2012: Silent Youth
- 2013: The Congress
- 2014: The Hunger Games - Mockingjay Part 1 by Francis Lawrence
- 2015: The Hunger Games - Mockingjay Part 2 by Francis Lawrence
The airport was also the backdrop in several episodes of the Sat.1 - telenovela Butterflies in the Belly , the ARD early evening series Berlin, Berlin and the Sat.1 series HeliCops - Mission over Berlin (later the backdrop was recreated in Briest, Brandenburg ).
However, in some films that feature the airport, it's just a studio set or some other airport that acts as a backdrop. Well-known films from this category are, for example, Indiana Jones and the Last Crusade by Steven Spielberg or The Good German - In derüsten von Berlin by Steven Soderbergh , and Atomic Blonde by David Leitch .
Berlin-Tempelhof Airport has also been selected as the filming location for some music videos : In the 1999 video for the song 1, 2, 3 Rhymes Galore (From New York to Germany) by DJ Tomekk, some recordings are made during flight operations in the main hall and in adjoining rooms. In 2011, the main hall of the now closed airport served as the backdrop for the Hollywood Hills music video by the Finnish band Sunrise Avenue .
In episode 8 of the second season of the documentary fiction series Future Without People ( Chaos am Himmel , USA 2010), the airport serves as an example of the decay of airport facilities after a fictional disappearance of mankind.
The airport plays a prominent role in the game TwinKomplex , as the seat of an alleged secret organization.
At the former airport there was a thermal power station and a waterworks to supply the airport. The resources were also sufficient to supply what was then the Tempelhof district , which was particularly important at the time of the Berlin Airlift . During the Cold War, the radar at the northeast end of the main building was important for NATO's military air surveillance . The 7000 m² area is still used by the Bundeswehr to this day .
freight and mail
(in t )
|No figures are available from 1974 to 1991|
- On 14 December 1948, came up with a Fairchild C-82 of the United States Air Force (Code 45-57785 ) during the Berlin Airlift at Tempelhof Airport for a landing accident due to mechanical failure. The crew survived the accident, but the aircraft was irreparably damaged.
- On January 19, 1953, a Bristol 170 Mk.21 of Silver City Airways (G-AICM) ran out of fuel. As a landing at the destination airport Tempelhof was not possible due to fog, a crash landing occurred nearby. Both pilots survived the total write-off that came about due to insufficient fuel reserves.
- On May 24, 2001, a single-engine Beechcraft B36TC Bonanza touring aircraft approaching Tempelhof crashed after an engine failure . When attempting an outside landing, the aircraft crashed into the gable wall of a residential building in the Berlin district of Neukölln after it had previously brushed against a tree. The two aircraft occupants were killed in the crash with subsequent impact fire. According to the Federal Bureau of Aircraft Accident Investigation , the cause of the accident was next to the engine failure, which prevented the runway from being reached, in the terrain unsuitable for emergency landings. Contrary to all criticism regarding the inner city location of the airport, this was the only fatal flight accident that occurred at Tempelhof Airport since the Berlin Airlift.
- Frank Schmitz: Tempelhof Airport - Berlin's gateway to the world. be.bra Verlag, Berlin 1997, ISBN 3-930863-32-4 .
- Laurenz Demps , Carl-Ludwig Paeschke: Tempelhof Airport - The story of a legend. Ullstein Verlag, Berlin 1998, ISBN 3-550-06973-1 .
- Elke Dittrich: Ernst Sagebiel - Life and Work (1892-1970). Lukas Verlag, Berlin 2005, ISBN 3-936872-39-2 .
- Elke Dittrich: Tempelhof Airport in design drawings and models 1935–1944. Lukas Verlag, Berlin 2008, ISBN 978-3-936872-52-1 .
- Philipp Meuser: From the airfield to the Wiesenmeer - history and future of Tempelhof Airport. Quintessenz Verlag, Berlin 2000, ISBN 3-8148-0085-0 .
- André Hoffmann: The National Socialist "World Airport" Berlin-Tempelhof - its origin and significance. Master's thesis at Philipps University, Marburg 2002, ISBN 3-640-83767-3 .
- Helmut Conin: Landed in Berlin - On the history of Berlin airports. Festive edition of the Berlin Airport Company on the occasion of its 50th anniversary, Berlin October 1974.
- Gabi Dolff-Bonekämper : Berlin-Tempelhof. In: Berlin-Tempelhof, Liverpool-Speke , Paris-Le Bourget . Années 30 Architecture des aéroports, Airport Architecture of the Thierties, airport architecture of the thirties. Éditions du patrimoine, Paris 2000, ISBN 2-85822-328-9 , pp. 32-61.
- Bob Hawkins (Ed.): Historic airports. Proceedings of the international "L'Europe de l'Air" conferences on Aviation Architecture Liverpool (1999), Berlin (2000), Paris (2001). English Heritage, London 2005, ISBN 1-873592-83-3 .
- Thomas Blau: The Berlin-Tempelhof Airport (series: Historic landmarks of civil engineering in Germany. Volume 10). Federal Chamber of Engineers, Berlin 2011, ISBN 978-3-941867-08-6 .
- Arnulf Baring : The airport in Berlin-Tempelhof. In: Places of Freedom and Democracy in Germany. Konrad-Adenauer-Stiftung , Sankt Augustin 2010, ISBN 978-3-941904-03-3 , pp. 38–40, kas.de (PDF; 133 kB).
- Wolfgang Przewieslik, Daniel-Stephan Bohl and others: The fall of (of) Tempelhof - How Klaus Wowereit closed Tempelhof Airport and turned it into wasteland. Shaker Media , Berlin 2011, ISBN 978-3-86858-677-0 .
- Walter Vorjohann (photos), Eva Schestag (text): Flughafen Berlin Tempelhof Airport 2010–2012: Tempelhof . Kleinheinrich, Münster 2012, ISBN 978-3-930754-75-5 .
- Lutz Freundt: Wall flier. Berlin air corridors at Tempelhof Airport . AeroLit-Verlag und Medienvertrieb, Diepholz 2001, ISBN 3-935525-05-2 .
- Matthias Heisig: Berlin-Tempelhof Airport. American history | Tempelhof Central Airport. The American Story | Aéroport de Berlin-Tempelhof. L'histoire américaine . Edited for the Allied Museum by Gundula Bavendamm and Florian Weiß, Berlin 2014.
- A wide field. Tempelhof Airport and its history . A catalog accompanying the exhibition of the same name, curated by Nina Burckhardt and Olga Goleta. Published by the Topography of Terror Foundation, Berlin 2019, ISBN 978-3-941772-42-7 .
- Thomas Blau: Tempelhof Airport . Historical landmarks of civil engineering in Germany, Volume 10. Federal Chamber of Engineers , Berlin 2015. ISBN 978-3-941867-19-2 .
- Sketches and architectural drawings for Berlin-Tempelhof Airport - made 1935–1945 by Ernst Sagebiel (archive holdings of the Architecture Museum of the TU Berlin )
- Entry in the Berlin State Monument List
- October 8, 1923: Opening of the Berlin-Tempelhof airfield - calendar sheet No. 31 from October 2009 on the Hugo Junkers memorial page
- Sergio Pascolo Architects: Tempelhofer Feld, Columbiaquartier - planning for residential development, 2009
- From Tempelhofer Feld to the central airport - private history website
- Back to the Future! Urban reorganization of the Tempelhofer Feld with museum and aeronautical use - page based on a diploma thesis in the architecture course at the TU Berlin
- Berlin - culture of a form and border to the landscape - urban planning studies for a development of the airfield, University of Bremen
- 100% Tempelhofer Feld - website of the citizens' initiative of the same name against the plans of the Senate Department for Urban Development and the Environment for subsequent use
- Tempelhofer Freiheit - Marketing website of Tempelhof Projekt GmbH (on behalf of the Senate Department for Urban Development and the Environment)
- UNESCO World Heritage Site Tempelhof Airport - Initiative website for designation as a World Heritage Site
- THF 33–45 - Website of the association for a memorial to the Nazi crimes on the Tempelhofer Flugfeld e. V.
- Berlin distance measuring point: According to Lemma Berlin , the point of the geographic location of Berlin corresponds to the location of the Berlin City Hall (Rotes Rathaus, May 28, 2012).
- Berlin Airports - Tempelhof: Traffic Statistics 2008 (pro rata, not annual adjusted) ( Memento from January 10, 2012 in the Internet Archive )
- Berliner Flughafen-Gesellschaft: Check in 2006. Figures, data, facts. ( Memento of October 12, 2007 in the Internet Archive ) (PDF)
- Klaus Kurpjuweit: A full airport to say goodbye . In: Der Tagesspiegel . October 6, 2008.
- The Voisin Airplane in Berlin . In: Flight . tape 6 . Flight, London 1909, p. 78 ( flightglobal.com (PDF) [accessed March 12, 2015]).
- Matthias Heisig: The fight for the field. The creation of Tempelhof Airport, Volkspark Tempelhof and Sports Park Neukölln . In: Werner Breunig, Uwe Schaper (ed.): Berlin in history and present . Yearbook of the State Archives, Berlin 2014, p. 86.
- Matthias Heisig: The fight for the field ... , Berlin 2014, p. 90.
- Matthias Heisig: The fight for the field ... , Berlin 2014, p. 91.
- Laurenz Demps , Carl-Ludwig Paeschke: Tempelhof Airport. The story of a legend . Ullstein, Berlin 1998, ISBN 3-550-06973-1 , pp. 29 .
- City map from 1932 at alt-berlin.info, accessed on December 11, 2018.
- Laurenz Demps, Carl-Ludwig Paeschke: Tempelhof Airport. The Story of a Legend , p. 27.
- And in the afternoon in the airport . In: Vossische Zeitung , February 3, 1928; accessed on May 8, 2019.
- Frank Schmitz: "... a certain sight of the imperial capital". The old main building of Berlin-Tempelhof Airport (1926–1929) , in: Berlin in Past and Present , Yearbook of the State Archives, Berlin 2002, p. 103.
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