Abandoned & Little-Known Airfields:
This collection of airfields is ©
2010-2012 by RonaldV
Gatow Updated 28 Oct 2012 - Staaken Updated 28 Oct 2012
Tempelhof Updated 13 Jun 2012 - Johannisthal Updated 28 Oct 2012 - Berlin-Biesdorf Added 9 Jun 2012
Berlin Gatow (Closed)
Berlin, RAF Station Gatow Crest
Runway: 08L/26R - 1,842x50meters/6,043x148feet - Asphalt (Closed)
Runway: 08R/26L - 1,842x50meters/6,043x148feet - Asphalt (Closed)
Air Base Berlin Gatow (Fliegerhorst Berlin Gatow, ICAO EDBG) was an airbase on the western edge of Berlin, Germany.
The air station was built in 1935 by the National Socialists during the resurrection of the Luftwaffe.
It was opened by Adolf Hitler in November of that same year.
After completion it became the home of Luftkriegsschule (Aerial Warfare School) 2 and the Luftkriegsakademie der Deutschen Luftwaffe(Aerial Warfare Academy of the German Air Force).
The two schools were the two most important institutes of their kind in Germany.
Hitler used the airfield for his trips to Berchtesgaden.
Just before the end of the war, on April 25 Hanna Reitsch used the airfield to bring Generaloberst (General Major) Robert Ritter von Greim to Hitler in the completely besieged city of Berlin.
Just before the fall of Berlin, female pilot Captain Beate Ushe (The world's first female jet fighter pilot - qualified on the Me262) used the field to escape to the west.
On 30 April 1945, she took her son, nanny and four adults with her in a Siebel Fh-104 and postwar she became a renowned entrepreneur in the adult mail order businesss.
In May, the airfield was overrun by the Red Army, who handed it over to the British Army on 2 July 1945.
RAF Station Gatow became the airfield for the British sector of Berlin, and the base for the only known operational use of flying boats in central Europe.
During the Berlin airlift, Short flying boats were flying out of Lake Wannsee, operating from the Deutsch-Britischer Yacht Club in Gatow.
During the Berlin Airlift it became a major airfield, the first transport aircraft of the airlift landed at Gatow, on 28 June 1948.
It also played a major role in civilian air traffic, with BEA serving Berlin from 1946 until Tempelhof opened as the civilian airport in 1950.
During the Cold War RAF Gatow was home to a flight of Army helicopters and a station flight of two De Havilland Chipmunk T.10s.
Officially, they were there to maintain and exercise the British legal right to use the airspace over both West and East Berlin, and the air corridors to and from West Germany to the city.
The Chipmunks were, however, also secretively used for photoreconnaissance flights over East Germany.
In the summer of 1987 the airfield received an unusual defector: a young East German pilot flew his Zlin42M to Gatow and requested asylum upon landing.
His aircraft was returned in disassembled state to East-Germany with "Wish you were here" and "Come back soon" slogans painted on by RAF groundcrews.
U.S. Air Force Douglas C-54 Skymaster transports lined up after their arrival at the Berlin-Gatow airport,
Germany, on 15 July 1945. These planes brought the U.S. president Harry S. Truman and other dignitaries
to the Potsdam Conference. (National Archives, via Wikimedia Commons)
The platform of RAF Gatow on 12 October 1947 (Bundesarchiv, via Wikimedia).
Berlin, RAF Station Gatow in 1953 (Google Earth)
RAF Gatow was on the edge of the West-Berlin zone.
In fact, its closest neighbour was an East German National Peoples Army (german: Nationale Volks Armee, or NVA) tank battallion.
The Berlin Wall formed the western boundary of the airfield, which at the airfield was not a wall, but a wire.
Officially this was a military courtesy of the East German Army to the Royal Air Force (which obviously no-one believed).
After the Reunification in 1990 it was found out that the wire was indeed part of an exitsting attack plan to capture the airfield (Operation Centre) during the first hour of an attack.
The main gate to RAF Gatow in 1983 (Wikipedia).
A RAF VC10 landing at RAF Gatow in Berlin
Following the reunification of Germany, the British stopped using Gatow Airport on 18 June 1994 and handed it back to the Luftwaffe on 7 September 1994.
The Luftwaffe closed the airfield in early 1995.
Subsequently the runways were cut in half, and the western halfs removed to make room for a housing project.
The eastern halfs of the runways now serve the Luftwaffe Museum which is now located at the former airfield, which has been renamed General-Steinhoff Kaserne.
Most of the airfield buildings remain intact, as do the platforms.
Since its closure, the airfield has been used for flying again.
A Luftwaffe Transall was flown into Gatow on 19 September 2011, landing at 10:57, to become a Luftwaffe exhibit.
As part of the festivities a fly-in was held, attracting amongst others an Antonov An-2 and a Piaggio P-149D.
All made use of the 26R runway, which -in spite of being MUCH shorter than originally- was reinstated for the occasion.
The barracks of Gatow were renamed General Steinhof Kaserne.
Since 2012 it has become the national headquarters of the Luftwaffe.
RAF frontline jets departing RAF Gatow on 28 June 1993, shortly before the RAF completely withdrew from the airfield
Luftwaffe Museum at Berlin Gatow in 2000 when most of the runways still existed (Google Earth)
Luftwaffe Museum at Berlin Gatow in 2007 (Rosario van Tulpe, via Wikipedia).
Luftwaffe Museum at Berlin Gatow in 2007 (Google Earth)
The main gate to Gatow, now renamed the General Steinhof Kaserne (taz.de).
Berlin Gatow from the air in 2012. The top of the photo appears to be a bad photo edit, but this is really what the
landscape at the airfield is intended to look like (Matthias Weber, via flugzeug-bild.de).
C-160D Transall making its final landing while on delivery to the Luftwaffe Museum on 19 September 2011
Runway: ../.. - ...x...meters/...feet - Concrete
Runway: ../.. - ...x...meters/...feet - Concrete
Airfield Berlin-Staaken (german: Flugplatz Berlin-Staaken) was an airfield on the west side of Berlin in Germany.
The airfield began as Luftschiffbau Zeppelin GmbH started a new airship plant on a field near Staaken in an atempt to construct more airships for the German War Department (german: Kriegsministerium).
The plant started on 9 July 1915, and the first of 12 airships built during World War I left the plant on 9 November 1916.
As the peace treaty of 1918 did not allow Germany to build new airships or aircraft, work came to a halt.
Other businesses began using the facility, including an airship service (using airship LZ120) to Friedrichshafen between August and December 1919.
Airship leaving Staaken, ca 1917
Luftwaffe aircraft landing at Berlin Staaken
In december 1922 aircraft services between London and Berlin began, but as Tempelhof was more suitable for these flights, Staaken became the airfield that would serve the translatlantic route with airships.
The airfield was bought by the city of Berlin in 1929, bringing back aircraft to the airfield.
Lufthansa used the facility to train pilots, and to repair aircraft.
During the summer Olympics of 1936 glider flying became a demonstration sport, and the flights took place from Staaken.
In 1938 Berlin-Staaken was the starting point of the first land-based transatlantic flight, flying a Focke-Wulf Fw200 Condor to Floyd Bennet Field in New York in 24 hours, 56 minutes and 12 seconds.
At the same time the airfield was also used for State visits.
After the war the airfield was used by the Red Army Air Force for several years.
Noteworthy was a midair collision between a Staaken-based Yak-3 and a BEA Vickers VC.1 en route to Gatow in 1948.
When the Red Air Force left some of its buildings were used as a hospital, and the field was used to store road construction materials.
Aerial view of Staaken in December 1953 when it was used by the Red Army (Google Earth).
Some Yaks can be seen on the platform.
Since the German Reunification investors were sought to turn the terrain into an industrial park.
The runways and many of the airfield builddings were still intact, albeit in a derelict state.
In 2011 however, Staaken was turned into a photo-voltaic powerplant.
This view of Staaken taken in October 2000 clearly shows the outline of the former airfield (Google Earth)
Staaken in September 2005 shows a new road had been plotted straight over the former airfield (Google Earth)
Staaken around 2009 shows a road coming out of the new industrial area onto the former airfield (Google Earth)
Staaken control tower around 2009 (credits to the original photographer)
Staaken in 2009 (Imageshack, credits to the original photographer)
A photovoltaic plant was built at Staaken in 2011, photographed in 2012 (Google Earth)
Runway: 09R/27L - 1840x43meters/...feet - Asphalt
Runway: 09L/27R - 2,092x43meters/...feet - Asphalt
The airport Berlin-Tempelhof (german: Flughaven Berlin-Tempelhof, ICAO: EDDI, until 1995: EDBB) was one of the first airports in Germany, being established in 1923.
The area on which the airport was built used to be an exercise field of the German Army.
In 1909 Orville Wright used the field to set up his starting equipment to perform some flight demonstrations and break some records in flight.
In 1922 the field was planned to become an exhibition area, but the Magistrate of Berlin was convinced it was more suited to become the new central airport.
In a demonstration of the possibilities, 5 passenger aircraft made a spectacular nighttime landing paving the way for the airport.
By February 1923 the first route was opened between Berlin and Munich, flying four passengers per flight.
In October the airport was officially opened when ownership was transferred to Junkers Luftverkehrsgesellschaft and Deutsche Aero-Lloyd.
By means of a starting fund of 500,000 Reichsmark the Berliner Flughafen-Gesellschaft mbH was founded in 1924 and the airport was immediately expanded by the construction of an airport terminal, 5 large Hhangars and other facilities.
Junkers Luftverkehrsgesellschaft and Deutsche Aero-Lloyd merged to form Deutschen Luft Hansa in 1926, and the first night route (to Moscow via Königsberg) is opened.
The same year 3 Junkers G-24 left Tempelhof in an attempt to fly to Peking, a flight that would ultimately take one month and one week to complete.
Between 1927 and 1928 the airfield was modified to allow nighttime flying, flying between Berlin and Zürich took 5 hours 15 minutes and the first East-West transatlantic flight started from Tempelhof in March 1928.
Berlin-Tempelhof in 1928 (Bundesarchiv, via Wikimedia)
In 1931 the first tri-engined Ju-52 was introduced to the world and the Graf Zeppelin makes the first transatlantic return trip.
Professor Ernst Sagebiel planned a new terminal building in 1934.
Berlin-Tempelhof in 1931 (Bundesarchiv, via Wikimedia)
The XIth Olympiad took place in Berlin in 1936, bringing many athletes, reporters and tourists to Berlin via Tempelhof.
Female aviator Hanna Reitsch flew the new Focke-Achgelis FW-61 helicopter in 1937, whilst setting a record airspeed of 109KM/h .
The first transatlantic return flight Berlin-New York-Berlin landed 14 August 1938, a Focke-Wulf Condor piloted by Alfred Henke.
Lufthansa set up offices in the partially completed new teminal building in April 1939.
During the Second World War the airport played a minor role, having been assigned a role as an assembly line (using forced labour) for Ju87 and 88 aircraft.
The last aircraft (a Lufthansa Ju-52) to depart from the Nazi capital took off on 22 April 1944 for Warnemünde.
The airport was taken by Soviet troops on 28 April, raising their flag next to the Reichsadler (the Reichs Eagle).
Berlin-Tempelhof in 1943, showing many unidentified aircraft on the platform (Google Earth)
Berlin-Tempelhof in March 1945, two months before the fall of the Reich.
Appearantly an Allied bomber formation had paid a visit to the airfield in the months before (Google Earth)
Berlin-Tempelhof just after World War II. Note there is only one hardened runway (US Air Force, via Wikimedia)
After the Potzdam Conference the Soviets handed over the airport to the US-Allied forces.
On the last day of November 1945 the Allied Control Board guaranteed the western alllies unhindered passage over Soviet controlled terrain through three air corridors: to Hamburg, Hannover and Frankfurt.
On 18 May 1946 the first civilian aircraft to land at Tempelhof after the war is a DC-4 of American Overseas Airlines.
When the Berlin Blockade began in 1948 Tempelhof became one of three hubs from where the city received its supplies (the others being Gatow and Tegel).
Between 26 June 1948 and 12 May 1949 aircraft started and landed every 90 seconds.
American Pilot Gail Halvorsen made it a habit to drop small packages with sweets for the children near the runway on his approach, earning him and the pilots that also adopted the practice the legendary nickname 'Raisin Bomber' (german: Rosinenbomber).
In honour of the Alllied supplies Tempelhof received a memorial in front of the terminal building on the Air Bridge Square (german: Platz der Luftbrücke).
Berlin-Tempelhof on a public transport map in 1946 (Alt-berlin.info)
|City map of the area surrounding Berlin-Tempelhof in 1947 (Alt-berlin.info)
After the blockade the Berliners asked the Americans to allow a part of the airport to be used for civilian traffic.
On 1 July 1950 the american High Commisioner allowed the Berlin Senate to use a part of Tempelhof as a civilian facility.
On the southern part of the terminal building a small handlling facility was constructed, allowing a monthly capacity of 20,000 passengers.
At the time the main hall (which served as the terminal later on) was still under construction and heavily damaged from the war.
On 9 July 1951 the new terminal was officially put to use for the first time since construction began in 1936.
The three western allied airlines PanAm, BEA and Air France shared the use of the airfield.
Passenger traffic developed much faster than anticipated, in part because the airways formed the only way out of Berlin for refugees (who could not pass the DDR-checkpoints on the ground).
As early as 1951 the airport broke the record year 1938 in numbers of passengers (320,000), rising to 650,000 in 1954.
Berlin-Tempelhof in 1953, showing two parallel runways and the old hardened runway in the middle (Google Earth)
Refugees leaving through Berlin-Tempelhof in 1953 (Bundesarchiv, via Wikimedia)
During the blockade the airport had gained three parallel runways, but the middle one was broken up in 1957-58 while the other two were extensively repaired and lenghtened.
The north track developed into a 2093meters runway, whilst the southern one became of 2116meters length.
By the late 1950s the available facilities were no longer sufficient to handle passenger traffic (by 1960 risen to 1.5 million a year).
after negotiations with the USAF facilities under military control were put to civilian use, including the main terminal building and entrance, the front airport square and office buildings.
As a result the southern part was now used for civilian traffic, while the northern parts were military.
From 2 July 1962 the new facilities alowed Tempelhof to handle a maximum of 250,000 passengers a month.
To reduce the monumental impression of the main hall entrance the ceiling was lowered, creating a visually inconspicuous entrance zone
The remaining 10 meter high space (known as Memorial Hall or Ehrenhalle in german) is not available to the public and only used for occasional tours.
In the main hall the originally 19 meter high but very damaged ceiling has been replaced with a suspended panel ceiling hanging at 15 meters.
Although Air France had moved its operations to Berlin-Tegel after the introduction of the Caravelle in 1960, capacity reached its limits in 1970.
By moving chater flights to Tegel in 1968 and countless small renovations capacity grew a little more, but it became increasingly clear traffic would have to move to Tegel.
In the summer of 1975 the airport was closed to civilian traffic, and diverted to the former French airport Berlin-Tegel.
In 1985 the airport was reopened to civilian business travel and smaller airlines.
By 1990 the airport was handling over 400,000 travellers again.
The US Air Force returned control of the airport to Berliner Flughafen-Gesellschaft in 1993.
As a result of its fairly short runways the airport was limited in the size of aircraft that could use it and only narrow bodies used it frequently.
The USAF only used Lockheed C-5 Galaxies at the airfield during 'Open Door' airshows and only two Boeing 747s ever landed at the airfield.
Both belonged to PanAm: one in September 1976 (A Boeing 747SP) and one in June 1987 (747-121).
Because of their size all had to fly in and out without passengers, cargo or refuelling.
"Open Door" at Berlin-Tempelhof in 1984 with a C-5A Galaxy in the foreground (US Air Force, via Wikimedia)
Shortly after reunification and return to German control in 1993 the Berlin Senate announced plans to close Tempelhof and transform it into a business, living, park and sports area.
In September 2007 the airport handled its largest commercial passenger aircraft: an LTU Airbus A330 proved new technology allowed for the use of shorter runways.
After a lot of legal proceedings a referendum was held in Berlin in 2008 on the matter.
Although 60% of voters voted in favour of keeping the airport open, they represented only 21,7% of all people eligable to vote while 25% were needed.
A second referendum was deemed unneccesary, and the airport was ordered to close on 31 Oktober 2008.
The last charter and at the same time the last jet flight from Tempelhof (a Boeing 737 of Air Berlin) took off on 30 October 2008 at 22:12 hours, landing 22 minutes later at Berlin-Tegel
Five minutes later the last airline flight took off when a Cirrus Airlines Dornier 327 left for Mannheim.
The last official landing was by an air ambulance flight Piper Cheyenne (D-ILCE).
The final Cirrus aircraft departed the next day with a low flyby over the runway.
The last aircraft to officially leave Tempelhof were Douglas DC-3 "Rosinenbomber" (Raisin Bomber) and Junkers 52/3m "Berlin Tempelhof" of Lufthansa, taking off on parrallel runways and wiggling their wings while heading for Berlin-Tegel.
They were not the last aircraft to leave Tempelhof though: 3 aircraft operating under VFR had to wait until weather had improved sufficiently for them to leave the airport flying.
Two were An-2 Biplanes (D-FBAW of MiniHansa and D-FWJC of Air Tempelhof) and one a Beech Bonanza, and they all left between 12:10 and 12:15 on 24 November 2008.
Tempelhof had been a safe airport: after the accidents during the Berlin Airlift (which were exceptional circumstances) only one deadly accident occurred when in 2001 a Bonanza crashed outside the airfield killing two.
Berlin Tempelhof as seen from the south in October 2004 (via Wikipedia)
Berlin-Tempelhof in September 2006 (photo: Magnus Emanuelsson, via email)
In June 2011 Tempelhof was still intact and renamed Tempelhofer Park.
The main terminal building is a protected heritage site, so its future is safe.
The hangars are still available, and wil be for the forseeable future, contracts have been signed with several parties about renting them.
The runways are still intact.
Berlin-Tempelhof after its closure in 2009 (Google Earth)
Berlin-Tempelhof in June 2011. The two aircraft in front of the radar tower are a C-54 'Rosinenbomber' and a VFW-614, ex-N614GB (M. Laarman, via email)
A map of Berlin-Tempelhoferpark outside the main entrance in June 2011 (M. Laarman, via email)
Runway: ../.. - ...x..meters/...feet - ... (CLOSED)
The former airport Berlin-Johannisthal (German: ehemaliger Flugplatz Berlin-Johanisthal) was opened in 1909 as one of the very first (if not the first) civilian airports in Germany.
At the time it was known as "Motorflugplatz Johannistal-Adlershof" because it was located exactly on the community border between Johannisthal and Adlershof.
The airfield at Johannisthal was built because at the time the German Generality would not allow motorized flight at the exercise grounds at Tempelhof, because of the airships that operated from Tempelhof.
Still, on 27 September 1909, British Hubert Latham started his Antoinette-monoplane at Tempelhof and flew at about 100 meters altitude and in 15 minutes time to Johannisthal.
The flight became Germany's first overland flight.
Johannistal-Adlershof soon attracted a wild mix of adventurers and pioneers.
From 1910 it became home to well known aviation companies.
Companies like "Fokker Aeroplanbau", "Albatros Werke AG", "Luft-Verkehrs-Gesellschaft AG" (LVG), "E. Rumpler Luftfahrzeugbau GmbH", "Flugmaschine-Wright-Gesellschaft mbH" settled and became world famous.
The first airship hangar (for the Parseval company) was erected in April 1910.
The airfield was home to the Kaiserlichen (Imperial) Aero-Club.
Around the airfield stands were built (one for 2300 and a second for 1750 people) to allow spectators a good view of the new art of flight.
In spite of financial difficulties, the airfield became an internationally renowned attraction.
Just between 1911 and 1913 the number of flying hours increased tenfold from just 20 to over 200 hours.
The airfield became the starting point for the first Deutschlandflug, a flight around Germany, on 11 June 1911.
A second airship hangar (the Zeppelin-Halle) was completed in September/October 1911.
The hangar was used by the German Imperial Navy for their airships.
With the outbreak of World War I the aviation industry became militarised.
Berlin-Johannisthal 1910: Robert Fey on his Farman III in flight and on the ground is Amerigo with his Sommer plane before the start
(Deutsches Bundesarchiv (German Federal Archive), via Wikimedia).
Map of Berlin-Johannisthal, ca 1910.
Airship PL7 at Berlin-Johannisthal, ca 1910 (retroplan.ru).
Map of Flugplatz Berlin-Johannisthal, before 1913 (Wikipedia.org).
Map of Flugplatz Berlin-Johannisthal, ca 1913.
Start of the "Rund um Berlin" (Around Berlin) race at Berlin-Johannisthal, 30 September 1913.
Built at Luftschiff Zeppelin at Lake Constance as LZ18, German Imperial Navy airship L2 arrives at
Berlin Johannisthal for the first time on 20 September 1913, 18:08. L2 replaced L1, which was
destroyed in a storm near Helgoland. L2 was built as a combat airship from the start, measuring 135
meters in length. To the people of Berlin, she was known as "Zigarre" (Cigar). On 17 October 1913,
the day she was handed over to the Kaiserliche Marine, L2 crashed when one of her Maybach
engines exploded while she was still over the airfield.
The crash of L2 at Flugplatz Berlin-Johannisthal, on 17 October 1913. The crash killed all 28 on board,
making the Johannisthal Air Disaster one of the first multiple-fatality air disasters in history. This accident
occurred a little over a month after the Helgoland Island Air Disaster. The two incidents were a major
blow to German naval aviation.
Undated photo of the two airship hangars at Berlin-Johannisthal. The smaller Parseval hangar (on the right)
burned down on 10 October 1915
On 5 February 1919 Berlin Johannisthal became the birthplace of civilian air mail in Germany.
From this day a twice daily mail service was started to Weimar by the Deutschen Luft Reederei (German Air Shipping).
It brought mail, mostly newspapers, to the Nationalversammlung (German National Assembly).
However, after the opening of Tempelhof in 1923 the use of the airfield deminished sharply.
A group called 'die Alte Adler' (the Old Eagles), consisting of the adventurers and entrepeneurs of the previous decade, tried to revive the airfield.
They argued it would be a disgrace to house the Deutschen Versuchsanstalt für Luftfart - DVL (German Research Agency for Aviation) anywhere but at Johannisthal.
They succeeded in attracting the DVL to Johannistal.
Actual flying however, was prohibited by the Berlin Magistrate from 1931, in spite of a successful flying day in August 1930.
During National Socialist rule the DVL became an important test installation for the secret outfitting of the Wehrmacht (specifically the Luftwaffe).
Map of Berlin-Johannisthal in 1927 (Grin.com).
Aerial photo of Berlin-Johannisthal in 1927 (Grin.com).
After World War II it was used for about a year by the Soviets, until Berlin Schönefeld was opened.
The larger Schönefeld became, the less aviation related activity remained at Johannisthal.
Berlin-Johannisthal in 1953 showing its very unusual hexagon taxiway around the central landing field (Google Earth).
Johannisthal, now renamed Adlershof and right next to the Berlin Wall, became a university and research center.
It created things like the first birth-control pills and the spectral camera for the Soviet Soyuz-22, for instance.
Ultimately half the scientific research in East Germany took place at Johannisthal/Adlershof.
East German television used the hangars as televisionstudios.
Border Guards of the former East German state used part of the complex as a barracks until 1990.
Although it had fallen into disuse long before (in 1952 all operations came to a halt), the airfield was finally officially closed on 9 September 1995.
Berlin-Johannisthal in a very abandoned state in 1990 (Deutsches Bundesarchiv (German Federal Archive), via Ru.Wikipedia.org).
Today the area is still recognisable from the air, and some facilities (although put to new use) remain recognisable.
Most of the terrain has been turned into a city park (Europapark), but part has been redeveloped into the Aerodynamic Park, part of the Humbolt University.
Buildings of the former DLV have been restored, both as a reminder of its history and for architectonical reasons
Berlin-Johannisthal ca 2009 (Google Earth)
Berlin-Johannisthal Aerodynamic Park 2010 - converted hangar (Wikimedia)
Berlin-Johannisthal Aerodynamic Park 2010 - engine test stand (Wikimedia)
Berlin-Johannisthal Aerodynamic Park 2010 - Windtunnel (Wikimedia)
runway: n/a - grass
Berlin-Biesdorf air field (German: Flugplatz Berlin-Biesdorf, also known as) was an airfield in Berlin
The airfield was built around 1909.
The airfield was home to the Siemens & Schuckert airship building company.
They operated the first movable airship hangar in the world and used it to build their semi-rigid SSL2 airship.
The hangar, 135 meters long, 25 meters wide and weighing about 1200 tonnes, was designed to be turned into the wind.
The military took over the airfield at the beginning of World War I and used it until the Treaty of Versailles came into effect.
The turning hangar was copied near Cuxhaven.
The Berlin example was taken down by the Allies after World War I.
The concrete base remained though.
It disappeared only when the Wulheide railway emplacement was built in 1929.
Part of the area is now part of the German-Russian Museum Karlshorst, the rest lies abandoned.
The site of the former airship field in 2009 (Google Earth)
If you have any information about airfields (listed and unlisted) in Berlin, email RonaldV.