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|Berlin Tegel Airport
|Operator||Flughafen Berlin Brandenburg GmbH|
|Elevation AMSL||122 ft / 37 m|
Berlin Tegel Airport (German: Flughafen Tegel "Otto Lilienthal") (IATA: TXL, ICAO: EDDT) is the main international airport of Berlin, the federal capital of Germany. It has served formerly West Berlin and ranks ahead of the smaller Berlin Schönefeld Airport. The airport is christened after Otto Lilienthal and the fourth busiest airport in Germany with just over 20.7 million passengers in 2014. The airport is a hub for Air Berlin and serves as a base for Germanwings. It features flights to several European metropolitan and leisure destinations as well as some intercontinental routes.
It is situated in Tegel, a section of the northern borough of Reinickendorf, 8 km (5.0 mi) northwest of the city centre of Berlin. Tegel Airport is notable for its hexagonal main terminal building around an open square, which makes walking distances as short as 30 m (98 ft) from the aircraft to the terminal exit. The airport is due to close when the new Berlin Brandenburg Airport opens, which is scheduled to be sometime during 2018, as of January 2017.
The area of today's airport originally was part of Jungfernheide forest, which served as a hunting ground for the Prussian nobility. During the 19th century, it was used as an artillery firing range. Aviation history dates back to the early 20th century, when the Prussian airship battalion was based there and the area became known as Luftschiffhafen Reinickendorf. In 1906, a hangar was built for testing of Groß-Basenach and Parseval type airships.
Soon after the outbreak of World War I, on 20 August 1914, the area was dedicated to military training of aerial reconnaissance crews. Following the war, all aviation industry was removed as a consequence of the Treaty of Versailles, which prohibited Germany from having any armed aircraft. On 27 September 1930, Rudolf Nebel launched an experimental rocket testing and research facility on the site. It became known as Raketenschießplatz Tegel and attracted a small group of eminent aerospace engineers, which included German rocket pioneer Wernher von Braun. In 1937, the rocket pioneers left Tegel in favour of the secret Peenemünde army research centre.
Plans for converting the area into allotment gardens were shelved due to the Berlin Blockade, which began on 24 June 1948. In the ensuing US-led Berlin Airlift, it quickly turned out that Berlin's existing main airport at Tempelhof was not big enough to accommodate all relief aircraft. As a consequence, the French military authorities in charge of Tegel at that time ordered the construction of a 2,428 m (7,966 ft) long runway, the longest in Europe at the time, as well as provisional airport buildings and basic infrastructure. Groundbreaking took place on 5 August 1948, and only 90 days later, on 5 November, a United States Air Force (USAF) Douglas C-54 Skymaster became the first aircraft to land at the new airport. The United States Air Forces in Europe (USAFE) commander-in-chief, General Cannon, and the chief-of-staff of the Anglo-American airlift, General Tunner, arrived at Tegel on this aircraft.
British Dakota and Hastings aircraft carrying essential goods and raw materials began using Tegel on a regular basis from 17 November 1948. Regular cargo flights with American C-54s followed from 14 December 1948. Generally, the former carried food and fuel while the latter were loaded with coal. December 1948 also saw three Armée de l'Air Junkers Ju 52/3m transport planes participating in the airlift for the first time. However, the Armée de l'Air contributed to the overall airlift effort in a very small and symbolic way only. As a result of committing the small French transport fleet to the growing war effort in Indochina, as well as the joint Anglo-American decision to employ only four-engined planes for the remainder of the airlift to increase the number of flights and the amount of cargo carried on each flight by taking advantage of those aircraft's higher speeds and greater capacities, the French participation ceased.
Following the end of the Berlin Airlift in May 1949, Tegel became the Berlin base of the Armée de l'Air, eventually leading to the establishment of base 165 at Berlin Tegel on 1 August 1964. (The end of the Cold War and German reunification resulted in the deactivation of the Western Allies' armed forces in Berlin in July 1994. This in turn led to the decommissioning of base 165 the same year.)
In the late 1950s, the runways at West Berlin's city centre Tempelhof Airport had become too short to accommodate the new-generation jet aircraft such as the Aérospatiale Caravelle, Boeing 707, de Havilland Comet[nb 1] and Douglas DC-8, without imposing payload or range restrictions that made commercial operations unviable.
West Berlin's special legal status during the Cold War era (1945–1990) meant that all air traffic through the Allied air corridors linking the exclave with West Germany was restricted to airlines headquartered in the United States, the United Kingdom or France – three of the four victorious powers of World War II. In addition, all flightdeck crew[nb 2] flying aircraft into and out of West Berlin were required to hold American, British or French passports. During that period, the majority of Tegel's regular commercial flights served German domestic routes, hub airports in Frankfurt, London, Paris and Amsterdam, points in the United States and popular holiday resorts in the Mediterranean and Canary Islands.
Initially, all commercial flights used the original terminal building (a pre-fabricated shed), which was situated to the North of the runway, at what is today the military part of the airport.
On that day, Air France, which had served Düsseldorf, Frankfurt, Munich, Nuremberg and its main base at Paris Le Bourget/Orly during the previous decade from Tempelhof with Douglas DC-4, Sud-Est Languedoc and Lockheed Constellation/Super Constellation piston equipment, shifted its entire Berlin operation to Tegel because Tempelhof's runways were too short to permit the introduction of the Sud-Aviation Caravelle, the French flag carrier's new short-haul jet, with a viable payload. (Air France's Caravelle IIIs lacked thrust reversers that would have permitted them to land safely on Tempelhof's short runways with a full commercial payload.)
Following the move to Tegel, Air France initially used Lockheed Super Constellation piston equipment on all Berlin flights. On 24 February 1960, Air France became the first airline to introduce jet equipment on its Berlin routes when the new Caravelles began replacing the Super Constellations. It also became the first and at the time the only one to offer two classes[nb 3] on short-haul flights serving West Berlin.
Following the mid- to late 1960s' introduction by Pan American World Airways (Pan Am) and British European Airways (BEA) of jet aircraft with short-field capabilities that were not payload-restricted on Tempelhof's short runways, Air France experienced a traffic decline on those routes where it competed with Pan Am and BEA, mainly as a result of Tegel's greater distance and poorer accessibility from West Berlin's city centre. Over this period, the French airline's market share halved from 9% to less than 5% despite having withdrawn from Tegel–Düsseldorf in summer 1964[nb 4] and concentrated its limited resources on Tegel–Frankfurt and Tegel–Munich to maximise the competitive impact on the latter two routes. To reverse growing losses on its Berlin routes resulting from load factors as low as 30%, Air France decided to withdraw from the internal German market entirely. This reduced its presence at Tegel to direct scheduled services from/to Paris Orly only. (Initially, Air France continued serving Tegel twice daily from Orly, with one service routing via Frankfurt and the other operating non-stop. The one-stop service was subsequently dropped. This further reduced the airline's presence at Tegel to a single daily, non-stop return flight to/from Paris Orly.) In spring 1969, Air France entered into a joint venture with BEA. This arrangement entailed the latter taking over the former's two remaining German domestic routes to Frankfurt and Munich and operating these with its own aircraft and flightdeck crews from Tempelhof. The Air France-BEA joint venture terminated in autumn 1972.
From 1 November 1972, the daily Air France service between Orly and Tegel routed via Cologne in both directions to maintain the airline's internal German traffic rights from/to Berlin.
On 1 April 1973, Air France re-introduced a daily non-stop Orly–Tegel rotation to complement the daily service via Cologne. The additional daily service consisted of an evening inbound and early morning outbound flight, which included a night stop for both aircraft and crew in Berlin. To improve capacity utilisation on its Berlin services and cut down on aircraft parking as well as crew accommodation costs, from 1 April 1974, Air France routed both of its daily Orly–Tegel services via Cologne, with aircraft and crew returning to their base at Paris Orly the same day. From 1 November that year, Air France's Berlin flights switched to the French capital's then new Charles de Gaulle (CDG) Airport.
The arrival at Berlin Tegel of an Air France Aérospatiale-BAC Concorde on 17 January 1976 marked the Berlin debut of the Anglo-French supersonic airliner. Two-and-a-half months later, at the start of the 1976 summer timetable, Air France introduced a third daily CDG–Tegel frequency. The new night-stopping service routed via Düsseldorf and utilised the Boeing 727-200, a bigger aircraft than the Caravelles used on the company's other services from/to Berlin.
Air France subsequently routed all of its CDG–Tegel flights via Düsseldorf and standardised the aircraft equipment on the 727-200/200 Advanced (Adv). 727-200/200 Adv continued to operate most of Air France's Berlin services until the end of the 1980s, when they were gradually replaced with state-of-the-art Airbus A320s and more modern Boeing 737s.
Pan Am followed Air France into Tegel in May 1964, with a year-round, thrice-weekly direct service to New York JFK, which was operated with Boeing 707s or Douglas DC-8s. These aircraft could not operate from Tempelhof – the airline's West Berlin base at the time – with a viable payload. Launched with DC-8 equipment routing through Glasgow Prestwick in Scotland, frequency subsequently increased to four flights a week, while the intermediate stop was cut out. Following the introduction in April 1971 of a daily Berlin Tempelhof–Hamburg Fuhlsbüttel–London Heathrow 727 feeder flight that connected with the airline's transatlantic services at the latter airport, Pan Am withdrew its non-stop Tegel–JFK service at the end of the summer timetable, in October of that year.
Following the cessation of direct Tegel–New York City scheduled services, Pan Am continued to operate affinity group/Advance Booking Charter (ABC) flights from Tegel to the US on an ad hoc basis.
From the start of the 1974–75 winter season, Pan Am began operating a series of short- and medium-haul week-end charter flights from Tegel under contract to a leading West German tour operator. These flights served popular resorts in the Alpine region and the Mediterranean. Following a major reduction in the airline's scheduled activities at Tempelhof as a result of co-ordinating its flight times with British Airways (rather than operating competitive schedules), this helped increase utilisation of the 727s based at that airport, especially on weekends.
The move from Tempelhof to Tegel resulted in all of Pan Am's Berlin operations being concentrated at the latter.
1976 was the first year since 1972 the steady decline in scheduled domestic air traffic from and to West Berlin was arrested and reversed. The first expansion in Pan Am's Berlin operation since the move to Tegel occurred during that year's Easter festival period, when the airline temporarily stationed a Boeing 707-320B at the airport to cope with the seasonal rush on the prime Berlin–Frankfurt route.
From late 1979, Pan Am began updating its Berlin fleet. This entailed phasing out all 727-100s by 1983. The first stage involved replacing two of the 13 German-based aircraft with a pair of stretched Boeing 727-200s originally destined for Ozark Air Lines to add more capacity to Berlin–Frankfurt. This was followed by an order for eight additional 727-200s, with deliveries slated to begin in October 1981. After initially cancelling the order due to the airline's deteriorating finances and economic environment, it was subsequently reinstated, with deliveries due to commence in December 1981.
The largest-ever expansion of Pan Am's scheduled internal German services occurred during summer 1984, when the airline's aircraft movements at Tegel increased by 20%. This coincided with the relocation of the US carrier's German and Central European headquarters from Frankfurt to Berlin on 1 May 1984.
Pan Am began introducing widebodied aircraft on its Berlin routes in the mid-1980s. Up to four Airbus A300s replaced 727-200s on Berlin–Frankfurt. The A300s were subsequently replaced with Airbus A310s. The longer-range A310-300s that joined Pan Am's fleet from 1987 enabled reintroduction of non-stop, daily Tegel–JFK scheduled services.
Pan Am Express, the regional commuter arm of Pan Am, began operating from Berlin Tegel in November 1987 with two Avions de Transport Régional (ATR) 42 commuter turboprops. It operated year-round scheduled services to secondary and tertiary destinations that could not be viably served with Pan Am's Tegel-based "mainline" fleet of Boeing 727-200s and Airbus A310s. These included Basle, Bremen, Dortmund, Hanover, Innsbruck, Kassel, Kiel, Milan, Salzburg, Stockholm and Vienna. In addition, Pan Am Express also helped Pan Am increase the number of flights on some of the other scheduled routes it used to serve from Berlin such as Tegel–Zürich by operating additional off-peak frequencies.
British Airways was the last of West Berlin's three main scheduled carriers to commence regular operations from Tegel following the move from Tempelhof on 1 September 1975. However, like Pan Am, it and its predecessor BEA had used the airport as a diversion airfield before. Initially, all British Airways services from Tegel—with the exception of the daily non-stop service to London Heathrow—continued to be operated by BAC One-Eleven 500s. The daily Heathrow non-stop was operated with Hawker Siddeley Trident 2E/3B equipment based at that airport until the end of the 1975 summer season. (It subsequently reverted to a One-Eleven 500 operation.)
From 1983, British Airways began updating its Berlin fleet. This entailed phasing out the ageing One-Elevens, which were replaced with new Boeing 737-200 Adv. During the second half of the 1980s, British Airways augmented its Berlin 737s with regional airliners. These initially comprised British Aerospace (BAe) 748s (from 1986) and subsequently BAe ATPs (from 1989). The introduction of these turboprops enabled the airline to serve shorter and thinner regional domestic routes from Berlin more economically. It also permitted a frequency increase, thereby enhancing competitiveness.
From 1966 until 1968, UK independent Lloyd International was contracted by Neckermann und Reisen, the tour operator of West German mail-order concern Neckermann, to launch a series of inclusive tour (IT) flights from Tegel. These flights were operated with Bristol Britannia turboprops. They served principal European holiday resorts in the Mediterranean and the Canary Islands.
From April 1968, all non-scheduled services, i.e. primarily the rapidly growing number of IT holiday flights that several UK independent[nb 5] airlines as well as a number of US supplemental carriers[nb 6] had mainly operated from Tempelhof since the early 1960s under contract to West Berlin's leading package tour operators, were concentrated at Tegel. This traffic redistribution between West Berlin's two commercial airports was intended to alleviate Tempelhof's increasing congestion and to make better use of Tegel, which was underutilised at the time.
During that period, the Allied charter carriers had begun replacing their obsolete propliners with contemporary turboprop and jet aircraft types, which suffered payload and range restrictions on Tempelhof's short runways. The absence of such restrictions at Tegel gave airlines greater operational flexibility regarding aircraft types and destinations. This was the reason charter carriers favoured Tegel despite being less popular than Tempelhof because of its greater distance from West Berlin's city centre and poor public transport links.
A new passenger handling facility exclusively dedicated to charter airline passengers was opened to accommodate the additional traffic. Both this facility (a wooden shed) and the original terminal used by Air France's and Pan Am's scheduled passengers were located on the airport's north side.
Dan-Air, one of Britain's foremost wholly private, independent airlines during the 1970s and 80s, eventually became the third-biggest operator at Tegel Airport, ahead of Air France. In addition to firmly establishing itself as the airport's and West Berlin's leading charter airline, it also operated scheduled services linking Tegel with Amsterdam Schiphol, Saarbrücken and London Gatwick, its main operating base. By the time that airline was taken over by British Airways at the end of October 1992, it had served Tegel Airport for a quarter of a century.
Laker Airways's decision to replace its Tegel-based BAC One-Eleven fleet with one of its newly acquired Airbus A300 B4 widebodies from the 1981 summer season resulted in Monarch Airlines taking over that airline's long-standing charter contract with Flug-Union Berlin, one of West Berlin's leading contemporary tour operators.
In the late 1980s, Monarch Airlines provided the aircraft as well as the flightdeck crew and maintenance support for Euroberlin France, a Tegel-based scheduled airline headquartered in Paris, France. Euroberlin was jointly owned by Air France and Lufthansa, with the former holding a 51% majority stake, thereby making it a French legal entity and enabling it to conduct commercial airline operations in West Berlin.
The following airlines operated regular services to/from Tegel Airport during the Cold War era as well:
In addition to the aforementioned airlines, a host of others – mainly British independents and US supplementals – were frequent visitors to Berlin Tegel, especially during the early 1970s. These included Britannia Airways, British Airtours, British United, Caledonian, Caledonian/BUA / British Caledonian, Capitol International Airways, Overseas National Airways, Saturn Airways, Trans International Airlines, Transamerica Airlines and World Airways. During that period, the airport scene at Berlin Tegel could be very colourful, with Air France Caravelles, the UK independents' BAC One-Elevens, de Havilland Comets and Hawker Siddeley Tridents as well as the US supplementals' Boeing 707s, Convair Coronados and Douglas DC-8s congregating on its ramp. During 1974 alone, 22 airlines were operating at Tegel Airport.
Construction of a new, hexagonally shaped terminal complex on the airport's south side began during the 1960s. This coincided with the lengthening of the runways to permit fully laden widebodied aircraft to take off and land without restricting their range and construction of a motorway and access road linking the new terminal to the city centre. It became operational on 1 November 1974.
A British Airways Lockheed L-1011 Tristar 1, a Laker Airways McDonnell-Douglas DC-10-10, a Pan Am Boeing 747-100 and an Air France Airbus A300 B2 were among the widebodied aircraft specially flown in for a pre-inauguration of the new terminal on 23 October 1974. Dan-Air operated the first commercial flight to arrive at the airport's new terminal at 06.00 am local time with a BAC One-Eleven that was inbound from Tenerife.
Following Pan Am's and British Airways's move from Tempelhof to Tegel on 1 September 1975, the latter replaced Tempelhof as the main airport of West Berlin.
Lufthansa resumed flights to Berlin on 28 October 1990, initially operating twelve daily pairs of flights on a limited number of routes, including Tegel–Cologne, Tegel–Frankfurt and Tegel–London Gatwick. To facilitate the German flag carrier's resumption of services from/to Berlin, it purchased Pan Am's Internal German Services (IGS) division for US$150 million. This included Pan Am's internal German traffic rights as well as its gates and slots at Tegel. This agreement, under which Lufthansa contracted up to seven of Pan Am's Tegel-based Boeing 727-200s operated by that airline's flightdeck and cabin crews to ply its scheduled routes to Munich, Nuremberg and Stuttgart until mid-1991, also facilitated Pan Am's orderly exit from the internal German air transport market after 40 years' uninterrupted service as European Union (EU) legislation prevented it from participating in the internal air transport market of the EU/European Economic Area (EEA) as a non-EU/EEA headquartered carrier. However, Pan Am continued operating its daily non-stop Tegel–JFK service until Delta Air Lines assumed most of Pan Am's transatlantic scheduled services during 1991. Pan Am Express, which was not included in Pan Am's IGS sale to Lufthansa, continued operating all of its domestic and international regional scheduled routes from Tegel as an independent legal entity until its acquisition by TWA in 1991. Following TWA's takeover of Pan Am Express, the former Pan Am Express Berlin operations were closed. Until December 1994, Lufthansa also contracted Euroberlin to operate some of its internal German flights from its new Tegel base, making use of that airline's gates and slots at Tegel as well.
As a US-registered airline, Air Berlin found itself in the same situation as Pan Am following German reunification. It chose to reconstitute itself as a German company.
These were the days when liberalisation of the EU/EEA internal air transport market was still in progress and when domestic traffic rights were reserved for each member country's own airlines. The German government therefore insisted that all non-German EU/EEA carriers either withdraw their internal German scheduled services from Berlin or transfer them to majority German-owned subsidiaries by the end of 1992. It also wanted the bulk of all charter flights from Berlin to be operated by German airlines. These measures were squarely aimed at UK carriers with a major presence in the internal German air transport market from Berlin as well as the city's charter market, specifically British Airways and Dan-Air. Lufthansa and other German airlines reportedly lobbied their government to curtail British Airways's and Dan-Air's activities in Berlin, arguing that German airlines enjoyed no equivalent rights in the UK. This resulted in British Airways taking a 49% stake in Friedrichshafen-based German regional airline Delta Air, renaming it Deutsche BA (DBA) and transferring its internal German traffic rights to the new airline. BA also replaced the commuter aircraft DBA had inherited from Delta Air with new Boeing 737-300s. These in turn replaced the Boeing 737-200 Adv and BAe ATP airliners British Airways had used on its internal German scheduled services from Berlin.
At the time of German reunification, Dan-Air's Berlin fleet numbered five aircraft, comprising three Boeing 737s (one −400, one −300 and one −200 Adv) and two HS 748s. The former were used to fly locally based holidaymakers from Tegel to overseas resorts on IT flights under contract to German package tour operators. The latter operated the airline's scheduled routes linking Tegel with Amsterdam and Saarbrücken. Dan-Air discontinued its charter operations from Berlin on behalf of German tour operators at the end of the 1990–91 winter season and replaced the ageing 748 turboprop it had used on its Amsterdam schedule since the mid-1980s with larger, more advanced BAe 146 100 series jet equipment. It also introduced new direct scheduled air links from Berlin to Manchester and Newcastle via Amsterdam. The Saarbrücken route was withdrawn at the end of the 1991 summer season, while the Amsterdam route was gradually taken over by NLM Cityhopper, the contemporary regional arm of Dutch flag carrier KLM. This reduced Dan-Air's presence in Berlin to a single daily scheduled service as well as up to four weekly charter flights linking the airline's Gatwick base with its former overseas base at Tegel. Flights were operated by Gatwick aircraft and crews until the firm's takeover by British Airways at the end of October 1992. The restructuring of Dan-Air's long-established Berlin operation was not only the result of political changes. It was also driven by its own corporate restructuring, which aimed to refocus the airline as a Gatwick-based short-haul "mainline" scheduled operator and involved phasing out its smaller aircraft and thinner routes.
Other airlines that commenced/resumed scheduled operations from Berlin Tegel at the beginning of the post-reunification era included Aero Lloyd, Alitalia, American Airlines, Austrian Airlines, SAS Eurolink, Swissair, TWA and United Airlines.
The events of the early post-reunification years (1990–1995) were followed by further, high-profile international route launches and growing consolidation among German airlines with a major presence at Tegel.
Amongst the former were the December 2005 launch of Tegel Airport's first-ever scheduled service to the Qatari capital Doha by Qatar Airways, operated non-stop at an initial frequency of four flights a week, and Air Berlin's November 2010 launch of non-stop, thrice-weekly Tegel–Dubai flights (another first). This was followed by the latter's May 2011 launch of a non-stop, four-times-a-week Tegel–JFK service.
The latter began with BA's[who?] mid-2003 sale for a symbolic €1 (72p) of its German subsidiary DBA to Intro Verwaltungsgesellschaft, a Nuremberg-based consultancy and investment company headed by German entrepreneur Hans Rudolf Wöhrl who founded German charter airline Eurowings and also was a former DBA board member. Further consolidation among Tegel's German airlines took place when Air Berlin entered into an agreement to assume Germania's management shortly before the death of that airline's founder, took over DBA and gained control of LTU. These events occurred in November 2005, August 2006 and March 2007, respectively.
In January 2017, the airport's largest customer and hub operator Air Berlin announced a massive downsizing of its operations due to restructuring measures. While some leisure routes are handed to Niki more than a dozen destinations were cancelled entirely.
Tegel airport consists of five terminals. As the airport is small compared to other major airports, these terminals might be regarded as "halls" or "boarding areas"; nevertheless, they are officially referred to as "terminals", even if they share the same building.
The main building is the original part of the airport. It consists of two parts:
Terminal C was opened in May 2007 as a temporary solution because all other terminals operated on their maximum capacity. It is largely used by Air Berlin. It features 26 check-in counters and the gates numbered C38-C51, C60–C67 (Section C2) and C80-C89 (in the newest addition Section C3). From 2008 until August 2009, 5 additional aircraft stands were constructed and the building was expanded by approximately 50% of its original size, in order to handle another 1.5 million passengers per year. The extended terminal now houses a transit zone for connecting passengers which does not exist at any other terminal at Tegel Airport. Due to noise protection treaties, the overall number of aircraft stands at the airport is restricted, thus aircraft stands on the apron (serving Terminals A and D) had to be removed for compensation. Terminal C is able to handle widebody-aircraft like Air Berlin's Airbus A330-200s, but features no jet bridges.
Terminal D was opened in 2001 and is a converted car park. It features 22 check-in counters (D70–D91), with one bus-boarding gate and two walk-boarding gates. Most passengers of airlines operating smaller aircraft (like Embraer 190s for example) are brought to the remote aircraft stands by bus from here. Terminal D is the only part of the airport that remains open all night long. The lower level arrival area is called Terminal E (Gates E16-E18).
Tegel Airport was originally planned to have a second hexagonal terminal like the main building right next to it. The second terminal ring was never built because of Berlin municipal budgetary constraints and the post-reunification decision to replace the former West Berlin airports with the new Berlin Brandenburg Airport.
The following airlines operate regular scheduled and charter flights at Berlin Tegel Airport:
|airBaltic||Riga, Tallinn, Vilnius||C, D|
|Air Berlin||Abu Dhabi, Budapest, Catania, Chicago–O'Hare, Cologne/Bonn, Copenhagen, Düsseldorf, Frankfurt, Gdańsk (resumes 5 May 2017), Gothenburg, Graz, Helsinki, Karlsruhe/Baden-Baden, Kraków, Los Angeles (resumes 2 May 2017), Miami, Milan–Linate, Munich, New York–JFK, Nuremberg, Paris–Charles de Gaulle, Prague, Reykjavík–Keflávik, Rome–Fiumicino, Saarbrücken, Salzburg, San Francisco (begins 1 May 2017), Stockholm–Arlanda, Stuttgart, Tel Aviv–Ben Gurion, Vienna, Warsaw–Chopin, Zürich
Seasonal: Naples, Olbia
|A, B, C|
|Air Canada Rouge||Seasonal: Toronto–Pearson (begins 2 June 2017)||A|
|Air France||Paris–Charles de Gaulle||D|
|Austrian Airlines||Vienna||A, D|
|Blue Air||Iași (begins 1 June 2017, ends 14 June 2017), Turin||A|
operated by BA CityFlyer
|Bulgaria Air||Sofia||C, D|
|Croatia Airlines||Seasonal: Split||C|
|Delta Air Lines||Seasonal: New York–JFK (resumes 26 May 2017)||A|
|Eurowings||Düsseldorf, Stuttgart||A, D|
operated by Germanwings
|Barcelona, Bologna, Cologne/Bonn, Düsseldorf, Klagenfurt (ends 27 March 2017), London–Heathrow, Nuremberg, Paris–Charles de Gaulle, Stuttgart, Zagreb
Seasonal: Antalya, Bastia, Cagliari, Dubrovnik, Faro (begins 9 April 2017), Heraklion, Mykonos (begins 5 May 2017), Istanbul–Sabiha Gökçen, Izmir, Nice, Palermo, Palma de Mallorca, Pula, Reykjavík–Keflávik, Rijeka, Split, Zadar
operated by Nordic Regional Airlines
|Flybe||Birmingham, Cardiff, Doncaster/Sheffield||D|
operated by AirExplore
operated by KLM Cityhopper
|MIAT Mongolian Airlines||Moscow–Sheremetyevo, Ulaanbaatar||C|
|Niki||Corfu, Dubrovnik, Faro, Fuerteventura, Heraklion, Ibiza, Kos, Funchal, Gran Canaria, Málaga, Palma de Mallorca, Rhodes, Tenerife–South||C|
operated by LOT Polish Airlines
operated by MHS Aviation
|Royal Air Maroc||Casablanca||C|
|Royal Jordanian||Amman–Queen Alia||A|
|S7 Airlines||Moscow–Domodedovo, St Petersburg (begins 9 May 2017)||C|
|Scandinavian Airlines||Copenhagen, Oslo–Gardermoen, Stockholm–Arlanda||D|
|SunExpress||Antalya, Izmir||A, C|
|SunExpress Deutschland||Dalaman, Gaziantep||C|
|Swiss International Air Lines||Zürich||A|
|Swiss International Air Lines
operated by Swiss Global Air Lines
|Turkish Airlines||Istanbul–Atatürk, Istanbul–Sabiha Gökçen
Seasonal: Adana, Ankara, Gaziantep, Izmir, Samsun, Trabzon
|Ukraine International Airlines||Kiev-Boryspil||C|
|UTair Aviation||Moscow–Vnukovo (begins 1 June 2017)||TBA|
|ASL Airlines Belgium||Gdańsk, Katowice, Liège|
operated by Germanwings
|Destination||Airport(s)||Weekly departures (08/2013)||Total passengers (2010)|
|Germany, Frankfurt||Frankfurt Airport||147||1,609,416|
|Germany, Munich||Munich Airport||133||1,579,993|
|Germany, Düsseldorf||Düsseldorf Airport||108||930,194|
|Germany, Cologne||Cologne Bonn Airport||104||1,026,890|
|Switzerland, Zürich||Zürich Airport||78||987,574|
|Germany, Stuttgart||Stuttgart Airport||77||733,553|
|United Kingdom, London||London Heathrow Airport||66||594,042|
|Austria, Vienna||Vienna International Airport||65||554,663|
|France, Paris||Charles de Gaulle Airport
|Sweden, Stockholm||Stockholm-Arlanda Airport||45|
|Denmark, Copenhagen||Copenhagen Airport||43||272,031|
|Netherlands, Amsterdam||Amsterdam Airport Schiphol||42||410,048|
|Spain, Palma de Mallorca||Palma de Mallorca Airport||41|
|Finland, Helsinki||Helsinki Airport||37|
|Turkey, Istanbul||Atatürk International Airport
Sabiha Gökçen International Airport
|Belgium, Brussels||Brussels Airport||32||206,675|
|Germany, Nuremberg||Nuremberg Airport||30||313,289|
|Russia, Moscow||Domodedovo International Airport
Sheremetyevo International Airport
Vnukovo International Airport
Tegel Airport doesn't have any direct rail connection but is connected by several bus routes and motorways.
An underground station directly serving the airport had been planned since the 1960s but it was never built due to the expected closure of Tegel Airport. Note that the Alt-Tegel U-Bahn station and Tegel S-Bahn station do not serve Tegel Airport, but rather the Tegel-quarter of Berlin.
The airport has a direct connection to motorway A111 (Exit Flughafen Tegel) which further links it to motorways A10, A110 and A115 (via A110) reaching out in all directions. Taxis and car hire are available at the airport, the city center (Alexanderplatz) can be reached within 25 minutes.
There are no recorded fatal accidents involving commercial airline operations at Berlin Tegel itself. However, two commercial flights, one of which was due to arrive at Tegel Airport and the other of which had departed the airport, were involved in fatal accidents. These accidents are listed below:
The following notable, non-fatal incidents involving airline operations occurred at Tegel. These include commercial flights that were about to depart or had actually departed/arrived as well as unscheduled stopovers:
There were also two Cold war era incidents relating to an American and a British airliner that had departed Tegel on international non-scheduled passenger services. Both of these occurred in Bulgarian airspace. The former was a charter flight carrying German holidaymakers to the Bulgarian Black Sea coast, the latter a migrant charter en route to Turkey:
Media related to Berlin Tegel Airport at Wikimedia Commons