Warbirds in Texas

The immense state of Texas is in the foreground of the panorama of historical aviation, thanks especially to the CAF – the Commemorative Air Force (website here) – which maintains and operates some of the Nation’s finest airworthy warbirds. This privately financed, non-profit organization feeds the programs of many airshows everywhere in the US, and carries out an invaluable function in preserving the legacy of many aircraft designers, manufacturers and military servicemen especially from WWII and early Cold War years.

The birth of the CAF in Texas is not just by chance. The Lone Star State bolsters an extremely long and rich tradition in aviation. Training airfields were established in Texas earlier and in a number greater than any other State during WWI. Fort Worth was the birthplace of one of todays few surviving major airlines in the US – American Airlines – back in the early 1930s.

Aircraft manufacturers associated with Texas include Consolidated – most of the iconic WWII B-24 Liberator bombers  were manufactured in Fort Worth – and North American. Consolidated later merged into Convair, owned by General Dynamics since the Fifties. Many aircraft of the Cold War era were actually manufactured in Fort Worth, including the record-breaking B-36 Peacemaker and B-58 Hustler, or the highly successful F-16 Fighting Falcon, still in service today in many air forces of the world, as well as a good deal of other types. As of today, Lockheed Martin and Bell Helicopters are both headquartered in Fort Worth.

Needless to recall, Houston has been one of the major focal points of world astronautics since the beginning of the space age.

In such a cultural setting, and considering the general financial wealth and the abundance of oil typical of Texas, it is not surprising that warbirds, even though fuel-thirsty and expensive to maintain, are present here in an exceptional concentration. Where possible, they are maintained in airworthy conditions, otherwise they are kept in great consideration in world-class air museums.

This post covers only four rich collections out of the many you can find in Texas. Two of them are ‘airworthy collections’, whereas in the other two warbirds are preserved for static display. Considered together, these four sites are probably already a good reason for an aviation-themed trip to Texas!

Photographs are from an extremely hot August 2018.

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Cavanaugh Flight Museum, Addison, TX

This renowned collection just west of downtown Dallas is split between a big group of exceptionally well-kept and airworthy prop-driven aircraft, and a number of warbirds on static display, some of them jet-powered. Website here.

The museum occupies a few hangars on a very busy general aviation airport (Addison Airport), where executive jets, helicopters and smaller propeller-driven aircraft operate all around the clock. 

The collection is hosted in four hangars and on an external apron where you can walk around freely. Not all aircraft are around here at any time, some having been flown out to some airshow, or for maintenance. In the first hangar you can find a handful of perfect airworthy replicas of WWI fighters from both sides of the front line.

Just besides are a North American B-25J-NC Mitchell, a ground strafing version of the famous medium-range bomber, and a veteran of WWII.

There are also a Vultee SNV-2 Valiant, a De Havilland Tiger Moth, a Ryan PT-22, all training planes from the Forties. In a corner you can see also a Piper L-4J, the military version of the J-3 Cub, and a Stinson L-5E, similar to the former in shape and mission type.

A Pitts Special aerobatic biplane is hanging from the ceiling in an inverted attitude.

The second hangar hosts a Fairchild PT-19 Cornell, an ubiquitous US military trainer from the Forties, in a distinctive light blue colorway with a yellow fin. Together with a yellow Stearman N2S-4 Kaydet biplane and a North American T-6 Texan, both good old trainers, they share the scene with a handful of stunningly preserved icons from WWII.

These include a Grumman F-4 Wildcat and a massive Grumman TBF Avenger – both in the dark blue colorway of the US Navy. 

Just besides are a licensed version of the Messerschmitt Bf-109G of Nazi Germany built by Hispano Aircraft in Spain, and a nice replica of a Soviet Yakovlev Yak-3M.

Cross the apron, you can find some more great classics from the Forties. There are an immaculate Curtiss P-40 Warhawk, and two North American T-28 Trojan trainers in the colors of the Navy. In the background you can spot a sizable Heinkel He-111 twin, a licensed version manufactured by CASA in Spain.

The last hangar shelters an aggressive Douglas A-1H Skyraider in the colors of the USAF. This version of the massive single-prop features a single seat and is especially reinforced for increased bomb load to carry on ground attack missions.

This is surrounded by a series of pretty famous jet attack aircraft, including a McDonnell-Douglas F-4C Phantom II, a North American F-86 Sabre and a Grumman F-9F-2B Panther with foldable wings and the distinctive blue and red colors of the Navy. 

There are also two classic fighters from WWII, a Supermarine Spitfire Mk.VIII and a North American P-51D Mustang. The latter is so polished that you can clearly see your image reflected in its skin panels!

On the outside apron you can see parked three Soviet-made jets from WWII – a MiG-15 UTI and a MiG-17 in the colors of the Red Army, and a more recent MiG-21 in the colors of the North Vietnamese Air Force. Close by, a PZL Iskra trainer, once ubiquitous in the former Soviet bloc.

There are also a Lockheed F-104A Starfighter, a Grumman S-2F-1 Tracker patrol aircraft of the Navy with folded wings, a Republic F-105 Thunderchief awaiting restoration, and a Vought A-7 Corsair II.

Scattered around the museum are also a few helicopters, and even a Sherman tank.

During my visit I could see two movements of aircraft taxiing out for take-off. The first was a Cessna O-2 Skymaster, a model extensively used in Vietnam for FAC missions. This has been refurbished with fake underwing rockets. You can see it in the vid below.

The second was a Douglas EA-1E Skyraider in gray Navy colors. This is the early warning version, designed for a crew of three and originally mounting a dedicated radar platform. You can watch (and hear!) the difficult startup of the huge Wright radial engine – it was around 100°F outside! –  and the aircraft taxiing with folded wings. Unfolding starts only seconds before the aircraft gets out of sight.

Forth Worth Aviation Museum, Fort Worth, TX

This museum hosts a little but highly valuable collection of US aircraft on static display. The museum is totally volunteer-run. These folks are doing an exceptional job preserving their aircraft. As you can see from the pictures, there are many exemplars being actively refurbished in a hangar to the back. The museum is located on the southeast corner of Fort Worth Meacham general aviation airport. Website here.

All aircraft are preserved outside, but you get access to the museum grounds through a lounge, stacked with wonderful memorabilia, technical specimens, paintings and rare pictures.

A showcase is devoted to the Convair B-58 Hustler, a record-setting Mach 2 bomber from the Fifties, produced in slightly more than 100 exemplars, which were all manufactured in Fort Worth. This iconic delta wing, four-engined jet was exceptional for the number of ‘firsts’. Among them, it was the first aircraft with a computerized flight control system and an integrated navigation platform. You can spot part of this analog computer, a bulky stack of black metal parts.

There are scale models of the Cessna O-2 Skymaster, and based on the themes of the merchandise in the museum shop there is actually a predilection for that aircraft and the Rockwell OV-10 Bronco, which had a similar mission, i.e. observation, reconnaissance and forward air controller (FAC).

Actually, among the first aircraft you meet outside there is a Cessna Skymaster. I was so lucky to visit on August 19th, the National Aviation Day, when the museum recruited many veterans to stay besides their respective aircraft and tell their story. I spent a little time with Doc Lambert, Nail 66, one of the pilots of FAC missions over Vietnam, Laos and Cambodia, who allowed me to have a long look inside his Skymaster. Among the testimonies of his war operations, he told me some anecdotes. Most FAC missions were performed with only the pilot on board, which caused a pretty high workload. Furthermore, the aircraft was not equipped to counteract any weapon shooting up from the ground. This meant that a typical flight was an uninterrupted sequence of strong turns to avoid being hit from ground fire, something that also helped in searching for grounded crews, or enemies hiding in the jungle. As a result, you had to be accustomed to such way of flying, or a strong sense of nausea would come to disturb you pretty soon. This regularly happened with visiting high-ranking USAF staff on demonstration flights…

The museum owns another Skymaster, which was undergoing refurbishment in a black livery at the time of my visit, similarly to an operational USMC version of the OV-10 Bronco.

Best preserved aircraft on the front row, which are clearly visible from the public road ahead of the museum, include a Lockheed T-33 Shooting Star training aircraft, and a Northrop F-5 Tiger II in a fake Soviet camouflage once used by aggressors in flight academies.

On the same row you can spot a Douglas A-4 Skyhawk, a type in service since the early Sixties, and shown here painted in the colors of the Navy. The beautifully restored Vought A-7B Corsair II nearby was deployed to Vietnam three times with VA-25 on board USS Ticonderoga and USS Ranger.

Next is a massive Republic F-105D Thunderchief, a very nice example of this Mach 2 fighter-bomber from the early Sixties. This very aircraft was stationed in Europe, tasked with carrying tactical nuclear ordnance. The roomy bomb bay designed for the scope can be observed from inside. After more than ten years in the USAF, this aircraft went on to serve with the Air National Guard in the Seventies, and was finally disposed of in 1983.

Right besides the F-105 you find a McDonnell-Douglas F-4C Phantom II in the colors of the USMC Aviation. This very aircraft is a Vietnam veteran, and it was later converted into a target drone, but luckily never used in this role. The collection features another F-4, again a Vietnam veteran.

Cutting edge technology from the late Seventies is represented by a Grumman F-14D Tomcat. This plane is a war veteran, it flew missions during Desert Storm and over Afghanistan, and it was often used on FAC missions and for training at home. It was retired in 2007.

The Tomcat is sitting next to an imposing Sikorsky CH-53 Sea Stallion helicopter. This too is a Vietnam veteran, and suffered also some damage on combat duty. The avionics of this big helicopter are totally analog. Next to it you can find a Convair TF-102 Delta Dagger interceptor built for combat and training. This very aircraft was flown by President George W. Bush.

Other training aircraft on display from different ages include a Vultee BT-13 Valiant single-prop, a Cessna T-37B Tweet and a Douglas TA-4 Skyhawk. The latter was used extensively for training purposes on board USS Lexington.

Two totally authentic Navy veterans are a Vought F-8 Crusader and a McDonnell-Douglas F/A 18 Hornet. The first spent its early career on board USS Lexington and USS Ranger in multiple cruises in the Western Pacific during the Kennedy and Johnson administrations, being later assigned to several Naval Air Stations along its more than 20 years long career. The Hornet was deployed operationally from the late Eighties on board USS Midway and later on USS Independence, and spent its final years in the Blue Angels – of which you see the vivid livery today – being finally retired in 2009.

A special feature of this museum is the only existing mock-up of the McDonnell-Douglas/General Dynamics A-12 Avenger II. Development of this attack aircraft was carried on in the Eighties and finally canceled by the Government. The flying wing configuration and the widespread adoption of composite materials made this platform unique, but also ahead of its times. This design was penalized by subsequent mass increases which caused its cancellation, but it represented a first chance to investigate concepts and technologies later adopted for operational aircraft flying today. The mock-up used to reside in the Fort Worth plant of General Dynamics, from where it made its way to the museum.

Other Cold War planes include a General Dynamics F-111E Aardvark, built in Fort Worth and assigned to Japan and Europe along its long operational career spanning the years 1969-90, and a Rockwell OV-10 Bronco formerly in service with the USAF.

Lone Star Flight Museum, Houston, TX

This stunning museum is located on the premises of the Ellington Field Joint Reserve Base. The installation is centered on a collection of mainly airworthy warbirds and classic planes.. It is really top quality, surely among the best displays of the kind in the Nation. Besides that, they offer a well-designed, recently-made, fresh presentation of the history of aviation in Texas, as well as didactic labs explaining the principles of flight through experiments and simulators. You can find their website here.

There are also meeting rooms and galleries for art exhibitions. Really a place to be for enthusiasts of ‘flying oldies’!

The collection is not huge, but it boasts a good number of notable aircraft still flying today. In the first hangar you can find many iconic designs from the Thirties and Forties. There are a North American T-6 Texan and two beautiful Stearman PT-17 Kaydet trainers. 

A centerpiece of the collection is an extraordinary Republic P-47 Thunderbolt – the fastest propeller driven aircraft ever – in a majestic colorway from WWII years.

At the center of the hangar, much room is taken by an airworthy example of the mighty Boeing B-17 Flying Fortress. Together with a few other models, this formed the backbone of the US bombing capacity during WWII. Stunningly restored, this aircraft can be booked for pleasure flights!

Further aircraft on display in this hangar are a Piper L-4H, its civil counterpart, the J-3 Cub, and a similarly looking Stinson OY-1 Sentinel in military colors. 

A true rarity is a stylish Beechcraft D-17 ‘Staggerwing’. This aircraft was conceived in the Thirties as one of the first ‘executive aircraft’, with good handling capabilities, and nice interiors to provide good comfort on board. Despite all efforts, visibility from the front windscreen is probably not very good…

A Grumman F-6F Hellcat, an authentic warbird from WWII, painted in the colors of the Navy, a Fairchild trainer and an ubiquitous general aviation Beechcraft Baron complete the exhibition in the first hangar.

The second hangar hosts both prop-driven and jet-driven aircraft, most of them airworthy or otherwise being restored. The most classic designs in this room are a North American B-25 Mitchell medium-range bomber, a Douglas DC-3, a Douglas SBD Dauntless and a Grumman TBM Avenger.

Interestingly, the Mitchell is the only in the world painted in the colors of the Doolittle Raiders. This very aircraft did not see action during WWII, but later being flown by the CIA on covert missions, it was involved in JFK’s failed attempt to invade Cuba, overflying the Bay of Pigs in the days of operations.

The DC-3 flew extensively with American Airlines and later TransTexas Airways – later to be ingested by Continental, hence the livery – and is still airworthy today. Both the SBD and TBM on display are from WWII days, and are still flying today after restoration work.

While possibly disappearing in front of its illustrious colleagues in this hangar, an honest Cessna T-41 Mescalero represents here the training branch of the armed forces. This is basically the military version of the C-172, probably the aircraft manufactured in the highest numbers in history, and a platform where pilots of all sorts spend part of their training still today. The colors are very nice, and this aircraft is the cheapest you can rent for a ride at the Lone Star Flight Museum.

In the same hangar you can find also (slightly) more modern aircraft. There are three jet-powered aircraft from the early Cold War period. One is a Lockheed T-33A trainer, a very successful aircraft sold in high numbers in the late Forties. More impressing is an authentic Soviet MiG-15, which spent its years in service with the Chinese Air Force and saw action in Korea, opposing the F-86A in the first jet vs. jet campaign in history.

A Polish-built MiG-17 in an incredible ‘Red Banner’ celebration colorway completes the trio.

Close to the exit you can find a beautifully restored Douglas A-1D Skyraider. This aircraft is airworthy, and is an authentic veteran of both the Korean and Vietnam war, where it reportedly sustained extensive damage but was not shot down.

There are also a Sikorsky helicopter used for commuting to oil platforms off the coast of Texas, and a Cobra attack helicopter.

Outside, as a gate guardian on one of the access roads leading to the base, you can spot a NASA Boeing 707 used for zero-gravity flights on behalf of Johnson Space Center.

USS Lexington, Corpus Christi, TX

‘Lady Lex’ – as it was affectionately called by its crews along its illustrious career – is an Essex class WWII aircraft carrier, and with 40 years of active service is by far the one that enjoyed the longest service life. Since the late Sixties it operated as a training platform, where many pilots of the Navy learned how to perform a carrier landing. 

Today this majestic vessel is permanently moored on the bay of Corpus Christi, where it is home to a fascinating history museum covering her long operational history. The corresponding website is here.

Highlights of the visit are first of all the ship’s bridge, from where you can also profit from a vantage view of the flight deck and of the bay – and of the thunderstorms afflicting the area in mid-August, of course.

Similarly interesting are the lower deck where aircraft used to be stored. This is huge, and some historic aircraft can be found here as part of a number of small exhibitions.

The forward compartments recall the attack of Pearl Harbor in 1941, and display also some artifacts from the time, including pieces of the ill-fated battleship Arizona, and a banner belonging to the older CV-2 Lexington – CV-16 being the number of this vessel in Navy inventory.

An unusual topic is movies – some great scenes of ‘Pearl Harbor’ Hollywood drama starring Ben Affleck and Alec Baldwin were shot on USS Lexington, including an apparently genuine take-off of a B-25 from the flight deck! Other motion pictures partly shot on board Lexington are ‘Midway’ and the series ‘War and remembrance’.

Part of the quarters of high-ranking staff can be visited, including a canteen. These were typically used only when the ship was moored. 

Interestingly, it is possible to walk along the side decks of the ship, where anti-aircraft guns can be found and closely inspected.

Finally, the flight deck hosts a number of aircraft, representing many types in service with the Navy, most of which found their way on the modernized flight deck of this old carrier, during combat assignment or on duty as a training vessel. Being exposed to a salty atmosphere and to the intense sun of the Texan coast, these aircraft have been somewhat coated, which gives them a ‘mock-up appearance’, but this is just an impression, for these aircraft are real and on loan from the National Museum of Naval Aviation.

The aircraft to the stern of the ship are all pretty classic, and represent types which were actually flown from USS Lexington. They include the Douglas TA-4 Skyhawk trainer, the early Cold War Grumman F9F-8T Cougar fighter jet and the loosely similar McDonnell F2H-2 Banshee. This was designed as a fighter, but it was selected to cover primarily the reconnaissance role.

A workhorse which saw combat in Vietnam and all down to the First Gulf War is the Grumman A-6 Intruder, a tactical bomber with good penetration and low-level attack qualities. Differently from the Grumman F-14 Tomcat nearby to the bow of the ship, the Intruder could be operated from the relatively small deck USS Lexington.

The Vought A-7 Corsair II attack aircraft and the North American T-2C Buckeye trainer both saw action from the deck of the Lady Lex. The Douglas A-3 Skywarrior is possibly the heaviest type to be operated from Navy carriers on a regular basis, and it is here represented by a tanker version in a blue colorway. Also this type was actually operated from the Lexington.

 

 

 

Inside the World’s Largest Aircraft – Antonov 225 Mriya

I am not sure this post does fit in the ‘sightseeing’ category. If you go to Malpensa – the largest airport of Milan – on a regular day, it’s unlikely you will spot the distinctive shape of the unique six-engined Antonov An-225. Yet in this post I will give a pictorial description of this crazy flying machine, so that wherever and when you should see the Mriya, here is what you might expect. This aircraft is a moving attraction, so exceptional that I feel going out to photograph it is still ‘sightseeing’ in some sense…

I had the chance to climb on it one night in early 2015, thanks to Paolo, a friend of mine from Italy, who is working in the company operating the airport system of Milan. The huge aircraft had been going in and out of Italy on an almost regular basis for some weeks, tasked with moving military equipment from central Africa back to the Italian soil.

It was a matter of coordination between me and Paolo, and of course some luck was involved, for the landing and take-off times of the Mriya are usually in the middle of the night and not perfectly predictable, plus good weather is never assured especially in winter. Anyway, in the end I succeeded in arranging a private visit to the Mriya with Paolo and another friend of mine. Paolo registered us as official visitors, so being there and allowed to walk on the apron of the largest airport in Northern Italy, we could come close also to some other interesting items.

The following photos are about that incredible night.

Sights

Mriya Parked

When we went on the apron the plane was still resting on its many (32) wheels, with doors closed and nobody around. The flight scheduled for that evening was basically a ferry flight to Africa, so no loading operations were expected. We were free to walk around taking pictures.

You may see how big this aircraft is by comparing its size to that of the guys walking under it. You will feel like walking close to a moored cruising ship more than an aircraft…

Air India Boeing 787 Dreamliner

While waiting for the crew to come to the aircraft for departure, we came close to a Dreamliner preparing for a flight to India. It still retained its ‘new plastic’ smell. Among the most distinctive features of this model are the beautiful engine nozzles, with a toothed profile for noise suppression.

Emirates Airbus A380

We had the chance to see an A380 taxiing to the gate after arriving from Dubai. This double-decker is really impressive, as you can see again looking at the size of the people walking under its wings. Yet this time this was not the star of the show…

We walked up to the cabin, but were not allowed to take pictures. As it is the case for most modern aircraft, the cockpit is not so fascinating especially when the electronics are switched off – you just have an array of TV scopes…

Inside the Mriya

We then went back to the Mriya to meet the crew and walk in. The crew is composed by about ten people, including those connected with flight operations and those responsible for payload.

You get access to the aircraft through a hatch with an attached ladder. Otherwise, when the cargo door to the front is open, you may access the aircraft from there. There is no cargo door to the back.

The inside is structured with a main cargo deck in the central section of the aircraft, with a built-in crane capable of moving a 5 ton load. There are apparently no hooks on the ground, they possibly fasten the payload to the sides, but I’m not sure. The tail cone section can be accessed through an internal hatch for inspection, and cannot host any payload.

Along the sides of the cargo bay there are tons of bulky items and tools for servicing, spare parts including wheels, gauges connected with the landing gear operation, and small round windows to allow visually checking the wings and the engines underneath. The main cargo section is closed to the front by the folding platform for cargo loading, resting in a vertical position in flight, when the nose cargo door is closed and the nose cone lowered.

A retractable ladder gives access to the cockpit and crew resting area, which is configured in a similar fashion to the upper deck of the Boeing 747. To the front from the hatch on top of the ladder you get access to the seats of the flight engineers and to the cockpit. Seating in the engineering compartment is for four people, but I guess this was necessary for operating the Buran or for more complicate missions. Anyway, I would say at least a crewman for each side would be needed for normal flight operations. Seating in the cockpit is for two, and the arrangement of controls and gauges is neat and linear.

I would have spent one month in the engineering compartment to check every item in detail – tons of late Cold War items, and everything so Soviet-looking! – but this was not a day-off visit for the crewmen, who were busy with preparing the aircraft for the flight. To the back of the access hatch the quarters for the crew include two side compartments for living and sleeping, a small galley and a large storage room. From there it is possible to look through a window to another compartment to the back, with clusters of electronic material and other stuff, close to the wing section.

I noticed the usual placard with evacuation routes, and other strange knobs close to the upper-deck access ladder. Close to the side door of the aircraft the crew has many stickers from various places visited with this wonderful aircraft, and a bell like that of a 19th century ship!

Boeing 747 Cargo

Waiting for the Mriya to depart, we boarded a brand new Boeing 747 cargo of the Russian company ABC cargo. The contrast between this and the Antonov couldn’t be more striking. This new 747 has a fully automatic cargo deck, with a really impressive plethora of sensors and a system of rails to safely fasten cargo pallets. The flying deck is very comfortable and modern, with the typical brownish Boeing plastic, clearly reminding you this aircraft was ‘proudly manufactured in the USA’!

Mriya Leaving

We finally went back to the Mriya to follow the departure sequence. The aircraft was pushed back with a dedicated towing strut, coping with the twin-mast front undercarriage. This item travels with the aircraft, so before engine startup it is necessary to open the front cargo door and load this gear, pushing it inside by pure handwork. The front undercarriage is tilted, lowering the front of the plane and making loading operations possible. After that, a crewman closes the side access door and startup of the six engines is initiated.

I shot a video during engine spool up, posted on my YouTube channel broadbandeagle.

Note

As I wrote at the beginning, this is a ‘special report’ and not a post with many how-to notes. I hope you got an idea of how the An-225 looks inside, but I was clearly lucky to be allowed on this special tour. All thanks go to Paolo, who invited me to join in, registering me as an official visitor. I dare to say that if you don’t know somebody doing his job and with his passion for aeronautics, then unfortunately you’ll hardly have a chance to board this aircraft and see the inside… unless you do his job yourself, or they retire the aircraft and put it in a museum!

STASI Prisons and Headquarters in Berlin and the GDR

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Among the most unequivocal signs of the oppressive communist dictatorship in the former German Democratic Republic – ‘GDR’ or ‘DDR’ in German – are probably the many buildings once operated by the STASI, the German cousin of the well-known Soviet KGB.

Being a state security service by its very name – STASI stands for ‘STAat SIcherheit’, or state security -, this organization was responsible for the capillary control over the behavior of the citizens of the GDR, to the aim of counteracting any threat to the communist rule. It was mainly composed of a para-military staff and of an extensive network of informers – so extensive that actually about 1 out of 180 in Eastern Germany worked for the STASI, while by comparison in the USSR 1 out of 595 worked for the KGB. The main goal of this agency was keeping the statu quo, hence any suspect behavior of East-German citizens, deemed subversive with respect to the communist rule, was reported, investigated and usually suppressed.

People found guilty of acts against the State – i.e. against the communist government – were often sentenced to years of imprisonment. This meant that prisons and camps flourished in the GDR, as people got arrested and at least kept for interrogation just for having received western newspapers or having colored their rooms with posters of American pop singers. How the STASI came to know of similar ‘violations’ was by means of informers, who triggered secret investigations carried out with ‘James Bond gear’, like cameras and microphones hidden in coat buttons and bags. Microphones and cameras were also usually installed in the walls, chandeliers and doors of the houses of suspected subjects.

This huge institution was among the most feared and hated – as well as expensive to run – in the GDR, and soon after the reopening of the border and the demolition of the wall in Berlin in 1989 many of its buildings were occupied by the population. To deny responsibility in the unfair trial, imprisonment and confinement of many citizens, the staff of the STASI began ‘burning’ its archives immediately, but they were so extensive that this rapidly turned out to be impossible. The STASI was disbanded among the first governmental agencies of the GDR in the early months of 1990, even before the two halves of Germany were merged. Finally the archives were made publicly available during the process of the German reunification. Many people came to know they had been carefully observed and spied in every movement during their everyday life.

Today, some of the most prominent buildings once operated by the STASI are open to the public and represent an interesting and worrying memento of this chapter of the history of Germany. The following photographs are from some such sites I visited over the years from 2013 to 2023.

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STASI Headquarters, Berlin-Lichtenberg

The headquarters of the STASI occupied an extensive citadel composed of many big, multi-storey buildings. Like the KGB, the tasks of the STASI weren’t limited to internal state security, but also to border protection – a very serious business in Eastern Germany, as you can see from another page of this site dedicated to the German inner border – and espionage activities abroad. The various directorates occupied their respective buildings in the citadel. The place is in a semi-peripheral district of former East Berlin named Lichtenberg.

The main building hosts a museum of central relevance on the topic, where you can find much data about the history and the impressive size of this agency, as well as spy gear – for instance mimetic microphones for listening to conversations in private houses. The stories of some of the victims of the communist surveillance machine are also reported. Envelope-opening devices and rags for preserving the odor of those arrested for watchdogs are displayed in showcases.

Probably the highlight of the museum is the apartment and office of Erich Mielke, the director of the STASI from 1957 – well before the wall was erected in Berlin – up to the dissolution of the GDR. Many original directional offices have been preserved and nowadays can be visited.

The place is very evocative and retains much of the disturbing ‘GDR atmosphere’, typical to this and other similar installations. The number of visitors is much lower than close to Checkpoint Charlie and the DDR museum near the Berliner Dom, which are mostly cheesy tourist attractions with comparatively little content. On the contrary, in this museum you can still easily perceive the commitment of the GDR goverment towards its own survival, and the proportion of the oppressive apparatus that was created to this aim – here you clearly understand the STASI was a serious business and changed the life of many people.

After visiting the museum in the central building you may have a look around to the exterior of other buildings in the citadel, today mostly unused, abandoned or partially occupied by private businesses – I guess the place still retains for many people a very negative aura.

Getting there and moving around

Today the citadel can be reached very conveniently by car or with the U5 (between the stops Magdalenen Strasse and Frankfurter Allee). The museum is fairly modern and well presented, but as of 2015 when I visited the ticket could be paid only cash and some explanations were in German only. Inside the museum there is no air conditioning, and it can be very hot and uncomfortable in summer. Parking is not a problem in front of the main entrance or nearby. Website here.

STASI Prison and Restricted Area, Berlin-Hohenschönhausen

The second largest quarters of the STASI are located in yet another outer district of former East Berlin. Old photographs of the area clearly show that this part of the town was interdicted to visitors not connected with the business of the STASI – there used to be fences and gates all around, cutting some of the roads entering the district. Besides some directorates and administrative buildings, this citadel hosted a prison and a labor camp. The former was the main STASI prison in East Berlin, and those who were arrested on account of suspect activities against the State were usually carried here, where they had to withstand interrogations.

This place is really grim and appalling. It looks like the staff of the prison had just left. Everything from what you see to the smell of the cells, offices and interrogation rooms is totally evocative of the original GDR atmosphere.

The STASI became the owner of the place in 1951, after the Soviets, who had managed the occupied territory directly after the German capitulation in 1945, left control of many administrative functions following the creation of the GDR. Under the Soviet rule, in the years of Stalin between 1945 and 1951, a labor camp was set up here and the main building of the prison – a former canteen for Nazi staff – opened for business. More than 20’000 people passed through this installation between 1945 and 1951, many of them on their way to deportation to the USSR.

Under the control of the STASI, the camp was dedicated to non-political prisoners, where the prison, enlarged in more instances as the STASI citadel was growing up, was for the ‘enemies of the State’. More than 20’000 people were imprisoned here between 1951 and 1990.

The place can be visited only on guided tours, offered on a regular basis also in English. Following the tour you can see various imprisonment cells. The worst – and really inhumane – from the times of the Soviets are in the basement of the main building, with no windows and no ventilation, where many people were crushed together waiting for interrogation or deportation.

The majority of the cells date from the era of the GDR, and are more modern. As the main business of the prison was that of extorting confessions, the prisoners were progressively brought in a state of psychological prostration. Preventing any form of communication was part of the treatment, so most cells for newly arrested people were for one person only. To isolate those arrested even more, when moving from the cell to the interrogation rooms and back the wardens observed special red and green lights, telling when there was somebody else in the corridors. This way the inmate would not see anybody except for the warden and the officer who interrogated him during all his or her stay in the prison.

Padded cells with straitjackets like in asylums were used in the process of extorting confessions, when the inmates were treated with drugs causing hallucinations and loss of physical control. These can be seen in the basement of one of the buildings.

Also visible are some cells with open top for spending half a hour per day in open air.

An interesting item presented in the exhibition is a minivan that was used for taking people quietly to the prison. The appearance and markings are those of a normal cargo van for transporting goods, whereas the interior is structured with micro-cells for arrested people.

Interrogation rooms are aligned on a corridor, and are extremely essential, featuring a shabby furniture. Greasy traces on the wallpaper and the smell of old fake leather heated by the sun is make the original atmosphere come alive.

A further wing is where a clinic for inmates was located. The clinic was of good level, with much technical instrumentation to manage several regular or emergency situations. The office of the director of this wing is another example of pure East German design. Most notably, the once omnipotent Erich Mielke appears to have been interned here following his arrest after 1989.

A one-of-a-kind exhibit is a railway truck for inmates. Besides the rather uncomfortable compartment design, with small chairs in a very little space, this transport was made really inhumane through the lack of air conditioning, the windows with bars and even a white glass, which deliberately created disorientation. These trains were artificially put on the lowest priority, so as to make traveling a painstaking experience for inmates.

The memorial is not central, so only those really interested in the history of the GDR, and of East Berlin and the STASI usually come here. Nonetheless, it is managed like a good level international museum, with guided tours, facilities for groups and a serious bookshop. Before taking the tour you are offered a movie telling the history of the prison in brief and showing the testimonies of former inmates. All in all a very interesting – and instructive – experience, surely worth a detour from the more touristic districts.

After visiting the prison, you may have a look around to the other buildings in this citadel. You can find a map in a cheap but interesting booklet they sell in the bookshop (‘The prohibited district’, by Erler and Knabe).

Getting there and moving around

The correct address of the prison building is Genslerstraße 66, Berlin. You can reach it easily by car. The neighborhood is primarily residential and not central, so parking won’t be a problem. If you have not a car, you can arrive conveniently with the tram line M5 from the most central districts. The correct stop is Werneuchener Strasse, and from there it’s about 0.4 miles to the gate of the prison. Website here.

STASI Prison Lindenstrasse, Potsdam

Behind an elegant façade like many others you can find in central Potsdam there is a prison comparable in size to the ‘main’ prison in Berlin Hohenschönhausen described above, and mostly unknown to the general public crowding this small and beautiful historical town.

This building was used as a prison by the Kaiser, the Nazis, the Soviets and finally the GDR. It was renovated and modified in many stages during its long history, and during WWII under the Nazi rule, some sections of the courthouse in central Berlin were transferred here, when the original buildings of the Nazi courthouse got damaged as a result of Allied air raids.

Differently from Hohenschönhausen, the prison in Potsdam is not part of a ‘citadel’, even though the KGB headquarters in the GDR were not far – actually they can be found close to Schloss Cecilienhof, Potsdam, now partly converted to luxury apartments and villas.

Another difference with respect to Hohenschönhausen is the style of the building, which dates back to older times. This is reflected in the plan and in many details of the construction, which at least from the exterior is very elegant.

Inside you can find Soviet cells in the basement – also here the most inhumane – and other cells packed along narrow corridors on several floors. In the inner courtyard there is a central block of open top cells for ‘recreation’, and traces of the original cameras and surveillance systems.

Something you may appreciate is the fact that you can visit the place on your own. Paneling with data or telling the stories of former inmates are totally in German, but you are given a leaflet with explanations and a map of the place at the entrance. Also a few original interrogation rooms have been preserved and can be seen.

The entry price is very reduced, so visiting is of course a must for the committed tourist, and interesting also for the general public. The place is ‘mimetic’ and not much advertised, so you won’t find the usual flocks of visitors, unlike the royal estates in Potsdam… Much recommended.

Getting there and moving around

The precise address is Lindenstrasse 54, Potsdam. It is in central Potsdam, so you may park at your convenience for visiting the district and have a stop there if you like. Similarly, if you are coming with the public transport system just go to the central district and walk to the place. Website here.

STASI Pre-Trial Prison, Rostock

Similarly to the prison in Potsdam, the anonymity of the façade of this building in central Rostock, placed to the back of a section of the courthouse still working today, is really deceiving. A prison capable of hosting more than 100 inmates can be reached today via a small door leading mainly to the offices of the faculty of the local university. Once inside the building you will notice a worrying fence on the side of the stairs going to the first floor, where you can get access to the prison.

Besides the many cells, it is possible to find a very interesting exhibition on the history of the GDR and of the STASI, with much data and stories from the time. Also many artifacts can be found, like spy gear, rags for preserving the odor of inmates for watchdogs to make capture easier, state bonds used to pay informers, and more.

The main function of the prison was that of keeping those arrested for interrogation until they were sentenced. More than 4000 people spent some time in this prison, mainly for ideological crimes, in the years of the GDR.

The place can be visited for free with an audio guide also in English. Some parts, including the open-top cells outside and the rigor cells in the basement can be visited only in a guided tour – as far as I understood, these are offered in German only.

On the top floor you can see an interesting exhibition on people who escaped or tried to flee the GDR by sea.

Getting there and moving around

Centrally located in Rostock – a lively city on the coast of the Baltic Sea – at a walking distance from Rosengarten. If you are moving by car, you can park on Hermannstrasse, and reach the door to the back of the courthouse block (opposite a small market). The door is heavy, so press it hard, it may be open even if it looks closed. Website here.

STASI Maximum Security Prison ‘Bautzen II’, Bautzen

Originally designed as a pre-trial and short-term court jail by the local government, the prison of Bautzen II was erected under the Kaiser to the back of the courthouse in the homonym town in the southeastern corner of Saxony, today very close to the border with both Poland and the Czech Republic. A larger penitentiary, named Bautzen I and originally conceived as a juvenile jail, was built around the same time in town.

With the advent of the Nazi dictatorship, both facilities began to be exploited for the prosecution of political dissidents, or to isolate elements of ‘inferior races’. Violence, intimidation and extorted confessions began to be the rule. Both branches of the prison of Bautzen fell under Stalin’s control at the end of WWII, and this corresponded to an exceptional increase in the number of inmates, which included a substantial share of former Nazi staff and opponents of the Soviet regime.

After the creation of the GDR, the facilities in Bautzen went on working as primary centers for the confinement of political prisoners, together making for possibly the largest detention center in the country. The smaller jail of Bautzen II, with slightly more than 200 single cells, was turned into a maximum security prison intended for the most dangerous ‘subversive elements’ of the whole state. While Bautzen I is still an active state prison of todays Federal Germany, Bautzen II has been opened to the public as a memorial.

The dreary access from outside is through three gates, and this adds to the perception of the place as really ‘no hope’.

Similarly to the prison in Potsdam (see above), Bautzen II can be toured on a self-guided basis, without a group. Most parts of the prison are opened, and several cells can be accessed.

Some of the cells retain the original furniture, even shabbier than the usual communist standard. The metal staircase in the middle of the prison building allows to better appreciate the size.

Besides rigor cells with additional bars and an incredibly small walkable area, some groups of cells are separated from others, with armored doors splitting the corridors in contiguous isolated sections. This was possibly a special feature of this maximum security prison. You can experience an unreal silence when sitting in a cell closing both the doors of the corridor and of the cell.

There are also some ‘common areas’ for inmates to work and stay, and an external courtyard divided in sectors, to allow inmates to spend some time open air, but without the chance to meet or see each other.

Getting there and moving around

The prison of Bautzen II is open as a national monument, a website with full information about visiting is here. I noticed that there are descriptions in German only throughout the prison, so you would better go prepared at least on the history of the place – starting for instance from the website – to get the most from your visit. The location is Waigangstrasse 8a, which is behind the courthouse of Bautzen, 0.8 miles to the east of the historical town center, conveniently reachable walking from the railway station and also by car. The area around the courthouse is mainly residential and parking can be found easily. Bautzen I is still today an active regular detention facility and cannot be visited.

A vital center of the Sorbs, an etnic group of Saxony and Brandenburg recognized by the German Federal Government, the town of Bautzen is nice to visit and rich of historical content. It is about 45 miles east of Dresden, and bolsters a picturesque, perfectly refurbished town center with medieval to baroque architectural elements.

STASI Headquarters, Dresden

The STASI headquarters and prison in Dresden have been developed starting 1945, originally as a prison for the Soviet NKVD (later KGB), on the premises of a former factory not far from the river Elbe and the historical district of the town – which would lay destroyed for decades following air raids in WWII. Similar to the prison in Lindenstrasse, Potsdam (see above), the underground floor of the former factory building was turned into a prison, with provision for a number of very basic cells typical to Stalin’s era, aligned on a narrow corridor.

Until the facility was handed over to the newly-formed GDR in 1952, the Soviets interned here mostly German citizens accused of cooperation with the defunct Nazi regime, as well as subversive elements, unfriendly with the Soviet controlling forces. As usual within a dictatorship, indictment was largely arbitrary and sentences extremely harsh – following arrest, most people were deported to forced labor camps of the Gulag system in the USSR, some were brought to Moscow to be hanged, and many were sent to provisional camps established in the ‘Soviet occupation zone’, later to become the territory of the GDR.

In this part of the exhibition it is possible to step in most of the cells, very small and essential.

A room is dedicated to the Gulag system, whereas another is a memorial for those taken to the Dresden prison and who reportedly did not survive the ordeal of the Soviet detention system, or where sentenced to death on the base of political reasons.

Also visible are some service rooms, like the bathrooms and rooms for the guards.

Along the corridor an emergency cable could be pressed by the guards at any time when in distress, triggering an alarm. From this part of the prison it was possible to access a inner courtyard.

Concurrently with the handing-over to the STASI, the facility was expanded, with offices and a modern multi-storey prison building.

Access for those arrested was via an inconspicuous wooden gate. An apparently innocent cargo van was employed for arrests. It can be checked out and it reveals provision for several segregated micro-cells inside. Once disembarked from the van, some prisoners may have had to wait for the prison check-in process inside mini-cells. Temperature in this area used to be – and still is – terribly hot in the summer.

Once inside, prisoners had to undress and undergo an accurate inspection in the check-in room. They were photographed for records in a special room, where they sat on a chair which was moved by the camera operator to obtain portraits at specific angles. Then prisoners were assigned dresses and slippers for their stay.

This prison acted as a remand (i.e. pre-trial) prison, with 44 cells on 4 levels.

Cells were for one, two or three people. Single cells were not customary from the 1970s on, except for rigor cells.

An example of the latter can be seen, with a small chair bolted to the ground and no windows. A special cell was that for writing letters, something that was possible only at prescribed intervals (e.g. once per week) and in this special room – obviously, all communications were checked and censored by the STASI. This cell features a small table, a chair, and a lavatory.

An uncommonly ‘comfortable’ cell was employed for foreign prisoners, who included those who had tried to help GDR citizens in their escape attempt, and who for some reason had got caught by the STASI. These cells had a window allowing a view of the sky – not possible through the special windows of regular cells – and a larger iron bed, instead of a narrow wooden berth.

Separated boxes in a walled courtyard outside were employed for letting the prisoners spend some minutes per day in the open air.

Walking the prison building you may notice that most of it is still original, including the purely-GDR linoleum floor, and the alarm system. The heavy curtains make the building dark and oppressing. The temperature in the summer is also very hot. The building is very silent, much resembling the original asylum-like feeling.

A routine operation in a remand prison was interrogation of the prisoners. Prisoners were insistently interrogated by STASI staff before formalizing an indictment. For the purpose, they were taken to the top floor of the building, along a few flights of stairs, up to the the interrogation rooms. Interestingly, the door giving access to this ‘bureaucratic’ part of the facility still bear seals (now reopened), put in the days of the revolution following the demolition of the wall in Berlin in 1989. The offices of the STASI, with material and archives, were sealed for criminal investigation.

Today, in this area a few original relics from the STASI operations can be found, like photographic film, nominal folders, stamps, keys, etc.

One interrogation room is still visible, whereas many others have been converted and are today employed for thematic workshops by the organization running the memorial.

As of 2023, the memorial is undergoing restoration, with the reopening of a larger part of the offices planned soon. Momentarily, it is possible to see the original grand auditorium of the STASI, a full-scale theater, with a typical GDR decor and even an original audiovisual apparatus. It is hard to imagine what kind of people could attend some symposium in an elegant room like this, just 50 ft away from prisoners confined in cells, non-criminals confined mostly only because suspected of having some arbitrarily-defined ‘subversive ideas’.

The quarters of the old NKVD prison are linked to the more modern prison building by a long underground corridor.

Getting there and moving around

The former STASI headquarter in Dresden is run as a memorial by a very active society, supported by various preservation bodies and associations. A professional website with much information, including a leaflet with a description of your visit in English, can be found here. A visit may easily take 1.5-2 hours for an interested subject. Many parts of the facility are accurately preserved and make for a very evocative memento. Furthermore, permanent and temporary exhibitions add to the experience and documentary value.

Visiting is possible on a self-guided basis, with explanatory booklets in many languages including English lent for the duration of your visit.

The memorial is located northeast of the historical district of Dresden, right on the northern bank of the river Elbe. The exact address is Bautzner Straße 112a, 01099 Dresden. However, access by car to the inside parking is possible only at these coordinates, (51.06688926262786, 13.782718227181237). Since access is from a major road where a U-turn is impossible, and the entrance to the parking is somewhat ahead of the official address, it is worth employing these coordinates for your nav, otherwise you might be missing the entrance to the parking, being forced to a pretty long tour of ‘one ways’ and ‘no turns’ before you get back to your intended destination.

Memorial ‘In der Runden Ecke’ – STASI Headquarters, Leipzig

Similar to its cousin in Berlin-Lichtenberg, the former headquarters of the STASI in Leipzig has been opened as a memorial. In this case, the building was not made on purpose, but converted from a pre-existing one. A decorated, elegant palace in the city center was chosen for the local brain of the repressive apparatus. The building features an angled facade, since the name ‘on the round corner’ – ‘in der Runden Ecke’ in German.

The entrance hall to the former headquarters has retained much of its original appearance.

The main part of the exhibition is immediately reached through the original reception office, which has been left willingly untouched since the pre-1989 era – including now dead CC-cameras, and two elaborated majolica murals with emblems of the STASI and some decorations.

The exhibition takes the ground floor of a wing of the building, i.e. only a small part of the original site. The office of a clerk has been mothballed preserving at most its original, shabby appearance, with a portrait of Honecker.

In an adjacent room, many rigs for covert mail and communication interception and inspection activities are displayed. These range from steam-pumping envelope openers, to fake postal stamps from Federal Germany, or even from abroad (to send false communications), and even fancier machines for reproducing signatures, looking inside parcels, etc. – every design betraying a really paranoid attention to details, and a true waste of exceptional engineering abilities.

A complete cell and photo studio – for mugshots – from the now demolished STASI prison in Leipzig has been spared for this exhibition, not much dissimilar from others on this web page (see above).

More artifacts on display include audio and image gathering stuff, ranging from micro cameras and recorders, to exceptionally compact, high-precision zoom lenses. Archived rags with the smell of repression victims in case of escape – for dogs – are another specimen from the STASI crazy inventory.

A room is devoted to the STASI huge paper archive, and to the silly, titanic effort to destroy the evidence of years of illegal spying activity as quick as possible, following the re-opening of the border. The solidified slime obtained from paper fragments is on display. Some very evocative pictures show the immense Leipzig archive and its conspicuous remains after the destruction attempt.

Two more rooms tell about the immediate post-WWII history in Leipzig, with pictures from 1945 with Nazi officials who committed suicide, as well as from the first stage of Allied occupation and Soviet administration – before the GDR was founded.

An interesting collection of artifacts concerning the Soviet-GDR friendship and alliance is really evocative of a luckily bygone era.

Finally, the corridor is full of interesting pictures, telling about the disinformation role of the STASI, border patrolling, and many other businesses this overpowered criminal organization was in charge of.

The building is today also seat for an agency managing the old STASI archive for historical purposes. Furthermore, the first floor and the elegant stairs leading to the top can be toured, with some display cases showing attractive Soviet-era artifacts.

The first floor in particular must have been an official meeting/reception area, or a director’s office. Part of the original furniture is still there, including a mural with the head of Dzerzhinsky, the founder of the Soviet Ceka back in Lenin’s time, and an inspirational figure for all fanatics of ‘state security’ in the communist world – an activity which was a synonym for violent prosecution of free will.

Getting there and moving around

The memorial is on the border of the pedestrian area in Leipzig city center. It is modestly publicized, but thanks to its accessibility, it might be easily included in a standard visit to historical Leipzig, and it is significantly populated by tourists. Entrance is free of charge, and its professional website is here. Despite the small size, for an interested subject visiting might take 2 hours or more. Free pictures are allowed, and an audio guide in English allows to get much from the visit even for people not speaking German.

STASI Bunker, Machern

The bunker in Machern is an underground facility built for the STASI in 1968-72 as an emergency headquarter, for keeping the chain of command and coordinate operations in case of a potential crisis. It represents a specimen of the level of commitment of the GDR government with respect to the preservation of control, and a witness of the huge budget made available to this particular ministry, inextricably linked to the government itself and pivotal in the survival of the oppressive GDR communist regime over its entire life span.

The crisis in Prague in 1968 possibly triggered the build up of a similar underground network by the STASI, which customarily operated in secrecy. The very existence of the bunker, located some 30 minutes driving from central Leipzig, was unknown to most. The inconspicuous visible part of the facility was deceived in one of the lots in a district of free-time homes for employees of a public company. It was discovered only following the 1989 revolution and the abolition of the STASI.

Compared to underground military installations, either of the NVA or the Red Army, the bunker is rather compact. However, it had provisions for about 100 staff in case of crisis, with a moderate ability to resist military-level attacks, including facing a nuclear war scenario.

The visit starts by accessing the grounds, where an unassuming little country villa of the GDR can be found, which acts as a check-in point, and as a ticket office.

Soon you may notice the presence of unusual gear on the premises. These include houses and training gear for dogs, cables for allowing leashed watchdogs along a pre-assigned watch pattern, a concrete sentry box, fire extinguishing gear, piles of fuel barrels, a deck for repairing vehicles, and a rather big grey hangar.

The latter hides the blast-proof double entrance to the underground bunker. Before stepping in however, it is possible to check out an impressive amount of spare parts aligned on shelves, with literally tons of interesting military-grade material – most of them clearly marked as Soviet manufacture. Many mystery boxes with writing in Russian can be seen. Rolls of barbed wire, metal nets, camo blankets, and other material for sealing and deception can be seen together with more technical material, including technical instrumentation.

A small collection of memorabilia from the STASI years is shown on site, as well as a permanent exhibition with technical schemes and organization details.

Access to the underground bunker is via a horizontal armored door and through a long flight of stairs. An airlock with two tight doors was installed for making the place blast-proof and seal it in case of nuclear attack.

Dosimeters and showers for decontamination can be found close to the entrances – there are two of them, both inside the same hangar.

The bunker was mainly intended as an intelligence center for crisis management. The flow information was guaranteed by a number of communication systems and facilities. Manned stations can still be seen in a number.

Beside communication facilities, the bunker features sleeping quarters for the STASI staff, a kitchen/canteen area, and a few offices and private quarters for the decision-makers – senior STASI officers. These offices offer a reasonable level of comfort, typical to the the bunkers from the era (see for instance Kossa and the Polish headquarters near Wolin, but a similar level of comfort could be encountered also on the western side of the Iron Curtain, like here in Britain).

The bunker is built mainly around a square corridor, with an array of long and narrow rooms, each dedicated to a specific function.

Soviet material can be found everywhere, including air filters and heaters.

Different from the previous sites bound to the grim and disturbing history of the STASI and of the communist-led repression in the GDR, this bunker offers an interesting perspective into the para-military domestic activity of this former backbone of the single-party government of that country.

Getting there and moving around

The STASI bunker-museum in Machern is a branch of the STASI memorial in Leipzig (see above).  An updated web page on this bunker can be found in the German version of the website of the Leipzig memorial (here), with updated information on the planned dates for a visit. The bunker is regularly open only on a few dates over the year, which are published in advance.

The visit allows to access the grounds, where explanatory panels are available in German, as well as the storage hangar and bunker. In the hangar, visitors are offered a short introductory video (in German). Afterwards, it is possible to visit the hangar and the bunker on a self-guided basis. Reservation is not required, but access is regulated on site by gathering visitors to form small groups, who are admitted to the bunker one by one to avoid overcrowding. Time in the bunker is more than enough to check-out the items on display, taking all the pictures. In all, a visit to this installation may take about 1 hour once on site.

Please note that they accept only cash for the ticket.

The location is in the countryside, about 10 miles northeast of Leipzig along the road B6. It is easy to reach only with a car or similar. There is a large parking there (51.376119908957726, 12.633996194227596), also serving the nature recreation area around. The entrance to the bunker can be reached from the parking with a .5 miles walk along a local road here (51.37857212168658, 12.644452664748663). No parking is possible on that road. Please note that the position corresponding to the bunker marked on Google Maps is largely inaccurate.

The bunker is located very close to the former Soviet base of Brandis/Waldpolenz (see here).

KGB Prison and Headquarters, Potsdam

This memorial is strictly speaking an outlier in this chapter, since it was never a STASI facility. Since their arrival in late April 1945, the Soviets installed a major intelligence and counter-intelligence center in Potsdam. An entire district was severed from the rest of this fashionable imperial town – which had fallen in the hands of the Soviets and later in the GDR. Its perimeter was fenced, the area provided with a guarded gate, and interdicted to everybody except authorized Soviet staff.

In it there were residential buildings, as well as central offices of the secret intelligence and security services of the Soviet Union in the heart of the GDR, and immediately on the border with West Berlin.

Today this exclusive residential area has been returned to its original function, except for a memorial, which has been prepared in the former prison originally built by the Soviets in a pre-existing, relatively little and unassuming building.

The Soviet secret services employed the prison from 1945 to the early 1950s as a remand prison for former Nazi collaborators, but also for German citizens considered dangerous or unreliable for the Soviet system. They were typically sentenced to years of forced labors and deported to the Gulag systems. When the STASI was created and took over the surveillance of GDR citizens, this prison was employed primarily for Soviet citizens considered as dissidents, including military staff. It is estimated that the Soviet population in the GDR totalled half million people in the late 1980s, therefore surveillance was not an easy task for the Soviets, requiring a dedicate apparatus with its own facilities.

The citadel and the prison in it went on operating until 1994, among the latest facilities to be relinquished by the then-Russian government.

The largely arbitrary indictment and sentencing of German citizens interned in this prison by the inhumane bureaucratic Soviet government of the years of Stalin indeed made many victims. Therefore, this place is primarily a memorial.

The shabbiness of the entire construction, typical to Soviet KGB prisons (see for instance here) is really striking. The visits starts on the first floor, where a number of cells can be seen. A rigor cell can be recognized by the lack of any light or ventilation. The ground was typically flooded with cold water, and the walls are covered in rough plaster, so that the prisoner could not sit on the ground nor lean against the wall.

On the top floor, former interrogation rooms today host a very interesting exhibition, with rich and detailed information in multiple languages including Russian and English. They cover the activity of Soviet secret services in the ‘Soviet occupation zone’, and later in the GDR and the Soviet enclaves in it. The brutal treatment reserved to many Germans, typically in the immediate post-WWII years under Stalin’s rule, is witnessed through striking documents, accounts and photographs. Among those sentenced to death were even schoolboys who did not want to learn Russian.

A focus is put on the structure of the law system of the communist dictatorship in the USSR, as well as on the mechanism of interrogations – including accounts of Soviet defectors.

Original memorabilia from the place include coats, special armbands for the staff authorized to enter the citadel, as well as original documents from the various ages of operation of the place.

In the basement are group cells intended for many people on their way to deportation. Graffiti from inmates can still be seen in the plaster.

A rigor cell which did not allow standing is also part of the exhibition.

A memorial to the victims of Soviet hardship has been installed on a side wall, whereas a modern visitor center completes the exhibition.

A thematic walk in the former Soviet citadel highlights through explanatory panels the original function of some of these buildings. Now returned to their original imperial splendor, they carry unsuspected grim memories of the communist era. Among the most notable features is the relic of a former small monument. Looking carefully, some of the houses still bear numbers on the facade according to the Soviet-style numbering of town blocks.

Getting there and moving around

The memorial is called Gedenk‑ und Begegnungsstätte Leistikowstraße Potsdam, and its professionally-run website is here. The address is Leistikowstraße 1 – 14469 Potsdam. Many parking opportunities on site. Reaching is easy also with public transport from Berlin. The prison is very close to the Cecilienhof palace.

The visit is on a self-guided basis, with much information available through the website, including options for smartphone-guided tour to the prison and to the former citadel. The permanent exhibition (in many languages) is rich and interesting, a detailed visit to the prison and exhibition may take up to 1 hour 15 minutes. A walk in the former Soviet citadel, today very enjoyable, may add 30-40 minutes for the more committed visitor.

Vogelsang – Soviet Nuclear Base in the GDR

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‘The lost city of Vogelsang’ – this is the complete name often attributed to this former Soviet installation built under Stalin’s rule in 1952, located about 35 miles north of Berlin in the former territory of the communist German Democratic Republic (GDR, or DDR in German). Actually, the base was among the first three of the kind in size, housing about 15.000 Soviet troops of tank and artillery divisions, service staff and their families – much more residents than the majority of ‘normal’ cities in the region.

In the case of Vogelsang, two facts add to the usual grim aura of a deserted Soviet base.

Firstly, it was never much publicized among the locals, being large enough to contain all services needed by the troops and their families – it was basically a ‘secret base’. The trees now invading all free areas between the skeletons of the remaining buildings were not there until the early Nineties, when Russian troops left the former territory of the GDR – during 1994. Yet even when it was active, the place was hidden from the eyes of those passing by, thanks to the very rich vegetation. Its very location, pretty far away from everything, surely helped in shrouding it into secrecy.

Secondarily, at least in one instance in recent history, in the years of Khrushchev, of the latest Eisenhower and Kennedy administrations, this place was used for the deployment of an arsenal of strategic missiles pointing to European targets, reportedly in core Europe and Britain. Much confusion exists about dates and many details are missing – the deployment was so secret that even the government of the GDR didn’t know about it, so the existence of the base and its role are a somewhat ‘inconvenient reminder’ of the recent past for Germany. Today this base is still really hard to spot.

Anyway, I visited the site several times between 2016 and 2020, and I took the following photographs. While from the sequence of my visits it is apparent that the installation is quickly decaying, thanks to the combined action of the government and of ignorant writers, both showing a bothering null respect for history, there is still something left to see. I give also some basic info for getting to this site on your own.

Getting there and moving around

The village of Vogelsang can be reached by car from downtown Berlin in about 1 h 30 min – the road distance is about 40 miles, but a substantial part of the itinerary follows local roads, resulting in a pretty long time needed. Be careful when pointing your nav, for there are several towns named ‘Vogelsang’ in Germany. This one is in Brandenburg, located north of Berlin, along the road 109. The closest major town is Zehdenick, a few miles to the south of Vogelsang on the same road 109.

As usual with military bases, there is a railway track reaching Vogelsang, and getting there by train is of course possible. During my stay I heard the whistle of various trains passing there – even though I noticed only a very small station and nobody around, so possibly there’s no ticketing service. I noticed the scheduled time for arriving by train from Berlin is identical to that needed moving with a car. If you don’t want to be forced to stick to timetables, I suggest going by car.

Once there, I parked my car on the grass close to the only crossroad in town – where the 109 is crossed by Burgwaller Strasse. I parked behind the info table – there is obviously no info on the base, just about ‘regular’ nature trails in the area. Nobody complained about me parking there, and I found my car intact about six hours later…

Burgwaller Strasse crosses the railway and heads straight into the ‘zone’. Please note that soon after crossing the railway a) the road is not paved any more, b) there are prohibition signs about vehicle traffic, so you can’t go further with a car.

For moving around you will need an electronic map and possibly a GPS, cause the site is huge, and the area is covered with trees and vegetation, and many former roads are not visible any more, so getting lost is pretty easy. Moreover, from Google maps you can’t spot much from above, because of the trees. This makes a GPS + map of the site very important for the particular case of this site, differently from other bases.

I used my iPhone and it worked perfectly. Just install the free Ulmon (aka CityMaps2Go) app (app website here) and download the offline Brandenburg map – this provides an incredible detail. Furthermore, there is a strong Internet signal over most of the base – strangely enough, the area is well covered.

Anyway, if you don’t want to depend on the Internet once there, you can pinpoint the places you are more interested in on the offline Ulmon map before going – I did also this as a backup, cause I didn’t know whether Internet would be working.

I suggest not to overlook this point. Thinking back, I would have hardly made it without a cell phone with a GPS + map. You have to walk in the trees quite a bit before reaching any buildings. The trees hide everything and you can easily get disoriented – wasting much time moving around. Everything is solved with a GPS and a good map.

Over five visits, I spent almost 20 hours touring the place. During my first visit (lasting about 6 hours), I just concentrated on the southernmost part of it, which is of course the richest in remains, electing not to reach the launch pads closer to the village of Beutel (see this chapter). On that first visit, I walked approximately 11 miles standing to my iPhone, so be ready to walk. Even though there are no great physical barriers for moving around, the place is really abandoned and vegetation is wild. Probably you will need to walk in nettles and brambles at some point, so choose your clothes and shoes carefully.

On the plus side, you will see much wildlife!

Many interesting sights are outdoor, some are indoor. As usual, all abandoned buildings, except perhaps the nuclear storage bunkers that are very sturdy, must be considered dangerous. You should observe through the windows or enter at your own risk.

Sights

Missile Launch Pad

This is the southernmost, isolated launch pad on the site. You can see a concrete platform at the level of the ground about 20 feet long, with metal holding points. It was used to anchor missile-carrying trucks before tilting the missile canister vertical and preparing for launch. It is highly probable that the missile system intended to be installed here was the R5 ‘Pobeda’, NATO codename SS-3 ‘Shyster’. The relatively small range of this missile is in support of a deployment in a region so close to the border with european NATO Countries (see this chapter also for a general map of the missile installations in this area).

The road leading to the missile pad and from there to the main complex of the base today is barely visible. Traces of a barbed wire fence, delimiting the external perimeter of the base, can be found here, together with a network of trenches and dips once needed for the missile launch system (which included technical trailers with generators, control system panels, …).

The territory of the base is scattered with tokens from their former owners, from mugs to batteries, to military material of all sorts.

Southeastern Inner Access Post

Walking along the barbed wire fence from the missile launch pads to the core of the base, you will come across a long concrete wall. Soviet bases are often divided into sealed sectors. Access to the ‘service part’ of the base, with living quarters, schools, … was past this wall. The gate has disappeared, but you can find traces of it where the wall is interrupted and a concrete-paved road points into it. A cage for watchdogs can be found close to this checkpoint.

In a first building for the guards, with window railings, look for Russian writings even on the ground.

Buildings by the entrance post include a garage with writings in Cyrillic, with an apron for maneuvering trucks or cars. On the cranes inside the garage, you can find inscriptions by the Soviet troops occupying the base. Leaving this type of ‘autograph’ was typical for Soviet troops (see for instance the traces left in the theater of bases in Poland, here).

Nearby the entrance, a clubhouse, visitor center, or something alike can be found, with a pleasant architecture – large windows and a bar.

Entertainment Quarters

Two main buildings here, a movie theater and a clubhouse.

The theater is still in good shape. Some of the original lights and traces of the performance program board can be seen outside.

The road leading to the front entrance is still visible, but the façade is not imposing any more, for trees are now hiding it.

Signs and propaganda posters in Cyrillic alphabet and with photos can be spotted here and all around the base.

The café, with an original banner in Cyrillic, can be spotted to the left of the theater, close by a small warehouse with a loading platform.

Some kitchen furniture and gear can be still spotted around.

Between the theater and café buildings, you can find an incredible Soviet sculpture. The most striking feature you can see in the pics is a portrait of Lenin!

The Lenin panel was moved in 2017 to a Soviet-themed museum in Wünsdorf (see this dedicated chapter about this incredible place and its museum). The rest of the mural was there as of 2019, still reasonably resisting to the weather and spoilers.

Mural monuments are among the most interesting features of Vogelsang. Not far from this base, you can find another example of these Soviet creations described in this chapter.

Children School

This is rather creepy – even the curtains are still in place on some windows…! On the ground floor you can access a small gym.

Much of the heating system – made in Germany – is still in place.

On the first floor some very interesting murals can be easily spotted, together with traces of a small theater and special classrooms for language teaching and other purposes.

Soldiers Sports Ground

This has been turned into a corn field. Something of the original tribunes still stay, with original decoration made from parts of machinery I guess.

Water/Heating Plant

A small water pumping/heating plant occupies a building nearby the gym (see next section). Traces of the original hardware can be found, with writing in Russian.

Also a small living room, likely belonging to a technician looking after plant, is part of this small construction. Traces of the original curtains are still there! Unofficial writing in Cyrillic can be found on the concrete wall making for a small backyard to the plant.

Soldiers Gym

Very creepy! Gym apparel, subscription forms, record boards and gym gear still around…

To the back you can spot a former Turkish bath with no roof and trees in it.

Soldiers Barracks

There are pretty many buildings of the same kind aligned along a still visible concrete paved road between the school and the training center. Many of these buildings look like being close to collapsing. Some interesting halls and various items can be found in some of them.

Soldiers Canteens & Training Center

There are various canteens and entertainment centers scattered over the territory of the base.

Some nice murals in pure Russian naïve style can be found in some of the buildings. Some of the halls are very very large.

Among the most notable features in Vogelsang, a peculiar tank simulator and a small but very deep pool, for training purposes, can still be found in a dedicated training building.

Unfortunately the door appears to be blocked by a collapsed roof or something, but you can reach or at least see the features of interest through broken windows.

Base Headquarter

The headquarter of the soviet base in Vogelsang sit in a two-levels building with an imposing facade. Today you can see the remnants of a porter’s office, giving access to the main staircase.

Climbing to the upper floor, you reach a hall with a wooden canopy. Two corridors leading to the offices of the military staff depart from there.

From a 2020 visit, this building has taken a particularly rotting appearance, and maybe it is not going to last for long.

Mural of Soviet Triumphs & Soviet Soldier, plus Buildings Nearby

This is an incredible mural, about 60 feet long, with various symbolic scenes – army power, technology and agriculture, family and helpful society and housing for everybody.

A collection of Soviet emblems follows. This mural contributes greatly to the uniqueness of Vogelsang in the panorama of Soviet bases!

Turning your head 90 degrees to the right from this mural, you will see an artistically pleasant giant head of soldier, embossed on the side of a building. Differently from the mural nearby, this is of some artistic value. The head was still there during my next visits, even though writers have attacked the base of the wall where it is standing, and the plaster is starting to fail. Who knows how long this old guardian will stand, recalling the past splendor of Soviet Vogelsang with his sad expression?

Close by, it is possible to find scant remains of other propaganda gears, like a three-steps stand for speaking, a bigger one in the shape of a Red Banner flag made in concrete and bricks, and an adjoining painted mural with planes, ships and soldiers. Unique!

In this area you can find also some service buildings in a relatively good shape. Among other things, there is a (likely) central laundry, with (possibly) ironing machines still in place.

Still in the area, some buildings appear to host small apartments. As usual in Soviet bases, Pravda and other news adorn the walls – they were used to hang wallpaper, but this has largely gone today, and old news have faced again. Just reading the publication dates and titles, or looking at the pics, can be really intriguing.

Some of the buildings hosted nearby the mural hosted technical services, like boilers for centralized hot water supply, or similar. You may spend some time exploring this area, finding some curious rooms – and even a well preserved sauna!

Underground Cellar with Mural

An interesting sight for braver – maybe crazier – explorers can be found in the underground cellar, in the basement of a canteen building, among the service buildings just described.

There a big plaster (?) mural can be found, painted in bright colors, with missiles, soldiers, the Kremlin in Moscow and a huge red banner with hammer and sickle! The state of conservation is exceptionally good.

Also very interesting are the inscriptions left by troops stationed at Vogelsang, apparently coming from districts like Kishinev (now Chisinau, Moldova), Chelyabinsk (Russia), Krim (Crimea), Yakkabag (Uzbekistan), Donbass (Ukraine) – all around the USSR! The years reported range between 1989 and 1990. The mural might date from just little earlier, hence it may be relatively new, justifying its still good condition.

It is not a long walk from the surface, you just need to descend a short flight of stairs. The only thing is that the cellar is flooded, so you will need to explore it moving around in a kind of pool of clean but cold water, reaching up to your crotch! A good torchlight is mandatory. Other adjoining rooms display further inscriptions in Cyrillic.

Mirage Mural & Most Peripheral Buildings

A painted portrait of a Mirage 2000 was made on the back of a fence wall not far north from the mural of the Soviet triumphs, close to a watchtower. A data sheet in cyrillic alphabet is painted besides, and another aircraft is visible on another part of the wall.

Pretty curious about the choice of the Mirage, among all ‘enemy aircraft’ of Western powers. May be this was just the beginning of a gallery of portraits? As of 2019, I could not find this any more, maybe it is now gone.

As a matter of fact, this corner of the base is now close to an area to the north end of the base, where demolition works have stricken hard, flattening huge lots once occupied by many more buildings.

On the border of the surviving group of buildings, you can find some interesting items, including a garage, and another 3D monument, on the side of a secluded flat area now invaded by vegetation, which might have been a square or a small outdoor sporting facility.

Northeastern Gate Area and Defense Bunker

On the northeastern corner of this major remaining part of the base, just north of the school and theater you can find traces of a kind of park, with a network of walkways sided with hedges. Today, the plants used for hedging are overgrown, but you can still clearly recognize the original patterns. Furthermore, there are street lamps still standing an showing the way!

On the northern end of this once pleasant area, you can find a half-interred bunker. The entrances are bricked up, so you can’t get in. Considering the position, close to service buildings for everyone in the base, like canteens, gym, school, etc., this bunker might have been a defense bunker for the people of the base, in case of an attack.

A lonely gate and fragments of the wall surrounding this sector of the base can be found not far from here, a rather evoking sight.

Bunkers for Nuclear Warheads

These are located to the south-west of the base, pretty far from the living quarters and training centers, and closer to the limit fence of the and to the road and railway. A long concrete-paved road connects these two sections of the base.

Two bunkers can still be seen. They are very large and covered with land and vegetation. They have security gates at both ends. On one end, there are cranes probably for moving the nuclear warheads between trucks and the bunker. On the other end there is a small service building, attached to the side of the bunker.

The ventilation system is huge, with large openings, valves and extensive piping.

At the time of my first visit one of the two bunkers could be entered with no difficulty by the back gate. The thickness of the gate is impressive. Inside there are multiple interconnected cellars running along the main axis of the bunker, separated by walls and gates. Approaching the other end, where the entry gate to the crane area is blocked closed, there are rooms and ventilation control gears.

The inside of the bunker is very dark, but surprisingly it is far less wet than expected. Probably at least the construction layers for climate control are still working properly.

Since 2017, both bunkers are closed, but as you can see from the pics below, the exterior is still basically intact. Writings in Russian can be found on the gates of the bunkers.

Scattered around the bunkers are some guard turrets overseeing the area, walls enclosing it in a perimeter, as well as protected entrances to some subterranean passages. In front of the blocked entrance of the bunker you can walk in, there is a mystery wall of ceramic brick, whose function I can’t guess.

Warning: in the area between the two bunkers I almost stepped on much dangerous debris, like pieces of rusty barbed wire and similar items. Carefully watch your step.

North of the bunkers a large garage for trucks can be found. The bunkers just described were for warheads only. The missiles used to be stored in dedicated bunkers, once located besides the trucks depot (trucks were used to take the trailers carrying the missiles to the launch pad).

These missile storage buildings have been partly demolished, leaving some concrete slabs once making for a pavement. Some further bunkers have been interred (filled with land). I took some pics from the top of these old halls, by letting the camera down a loophole on the rooftop.

Cutting from the bunkers directly south to the road going back to the village, you cross the former perimeter of the base. From the inside you cross a wall, two lines of poles with traces of barbed wire, and a ditch. Thinking back, mines might have been buried between the two lines of barbed wire…

Southeastern Corner and Carved Graffiti

An incredible testimony of the people once occupying the base came as a surprise during a short detour in the trees from one of the major roads crossing the base, approaching the southeastern corner of its large premises. A group of graffiti carved in the trees by the presumably young Soviet soldiers stationed there, totally in Cyrillic with names and year, left a vivid trace of archaeological value in this region of Germany. Some inscriptions date back to the 1960s!

Approaching the railway track an unusual parking can be spotted, where only the lights are still in place. Totally disproportioned to the size of the town, it was probably connected with the military base, and is now deserted. A now dead railway crossing can be found too.

Final Comments

You can’t see anything unusual at a glance when passing by the very small village of Vogelsang. To say it all, you can hardly spot todays village itself – a handful of small houses along the main road.

This would be good for urban explorers and war historians, as it should protect what remains from writers and other spoilers. Paradoxically, it is not protecting the site from disappearing at a quick pace, as the German government is reportedly promoting reforestation in the area, and buildings are being demolished little by little.

It is a pity, for this former base is rich of examples of Soviet ‘art’ and of other very rare artifacts, which after all are now part of history, and perhaps should deserve more consideration.

Since my first visit some years ago, some buildings to the north have been demolished, and the bunkers closed forever. Ignorant writers and spoilers are taking their toll, too. In 2020 there were huge construction trucks and teams with heavy machinery working in the northwestern part of the base. Recent updates from fellow explorers reported that not much remains of the northwestern part of the base. Remarkably, the mural with the Soviet soldier has been demolished, and so the painted underground cellar, between 2020 and 2022.

This was partly expected, but as of 2022 it looks like we are getting close to the point when the present chapter will be a memento of what used to be in Vogelsang. There is still something left to check out there, but possibly not even such to justify a specific tour and the inconvenience of reaching this wild destination.

Peenemünde Army Research Facility

Peenemünde is broadly known for having hosted the first ever large-scale research center and test ground for military rockets, missiles, flying bombs and innovative ordnance and weaponry in the world. The small town of Peenemünde is located on the island of Usedom, a nice, almost flat island on the shore of the Baltic sea, on the border between today’s Germany and Poland – ‘Peene’ is a river having its mouth (‘münde’ in German, from which the name of the place) where Usedom island is.

History – in brief

The Peenemünde site was a creäture of the administration of the Nazi regime in the late Thirties. It grew rapidly to a considerable size especially for the time. The site included an electric power plant, later used after the closure of the research center for supplying energy to the East German power grid, an airport, later converted into an air base and operated by the Air Force of East Germany, a sea port, a series of technical facilities for testing and producing all that was needed to assemble rockets, their systems and engines, as well as for preparing propellants.

There were also several launch pads for missiles and flying bombs, and last but not least, scattered over a broad area, housing for thousands of people, which included high-ranking technicians and people from academia – there was also an advanced wind tunnel -, military/SS personnel, as well as factory workers, including many prisoners of the regime.

The site was so large that a dedicated local railway was built and operated to allow people commuting, modeled on the urban railway of Berlin. The railway network was the third in size in Germany, following Berlin and Hamburg.

This enormous installation was directed by Wehrner von Braun, later to become a technical leader in the US research efforts in the field of rocketry, and a central character in the race for space opposite the Soviets.

Peenemünde was never an operative launch site – it was far too distant from potential targets in Britain for the limited range of flying weapons of those days – but due to its primary relevance as a testing and production site of the v1 flying bombs and later of the v2 missiles, the site became a designated target of very intense bombing raids.

The Peenemünde complex was severely hit in a series of air attacks launched by the Allied British and US air forces in the summer of 1943. After that, production was moved in forced labor camps in central Germany – Mittelbau/Dora being probably the most in-famous – whereas only research and testing was still conducted in Peenemünde, with plans to move progressively more and more equipment to other destinations scattered over the territory of the Third Reich, for which construction was started in the last years of WWII.

The Soviets captured what remained of the complex in Peenemünde at the very end of WWII in May 1945. By common agreement, the Allied put an end to rocket research in Germany, the Soviets materially blowing up every technical building still standing in the area, with the exception of the power plant, the airport and a few others. Parts of the machinery in the powerplant as well as almost all railway tracks were reportedly transferred to the Soviet Union.

Since then, the air base of the East German Air Force has been developed in more instances, adding aircraft shelters, a tower and other technical buildings that are still standing – the airport is today open to general aviation. The power plant was updated over the years by the Communist regime, becoming one of the most polluting plants in Germany, whereas the former launch pads and the area once occupied by technical buildings were rapidly reclaimed by nature.

The following photos were taken during a visit to the site in April 2016.

Sights

Museum

After 1989 and the German reunification, the power plant was soon closed, and a museum (Historical Technical Museum, website here) on the history of the Peenemünde site, recognized worldwide as the cradle of modern rocketry, was opened in it.

Among the few buildings of the Nazi era still standing today, the building of the ticket and book shop of this museum used to be a bunker for governing the power plant also in case of an air raid.

There are three main exhibitions in the museum. The open air exhibition, on the ground of the power plant, is composed of an original v1 launching ramp moved here from France, with a v1 flying bomb assembled from original pieces, a reconstructed v2 rocket, and a local train from the original local railway system.

In the photos it is possible to see the launch system of the v1, which was pushed to its take-off speed by a piston moving in a pipe underneath the bomb, in the body of the ramp. Mostly similar to modern acceleration systems on aircraft carriers, except for the piston was moved as an effect of a chemical reaction involving hydrogen peroxide, and not water steam as it’s most typical for aircraft carriers.

The second and third exhibitions are hosted in the building of the power plant – itself a significant example of industrial architecture from the days of the Nazi regime – and describe the history of the army research center and of the powerplant. The first of these two is the ‘central piece’ of the complex, no visit of Peenemünde is complete without a look at this exhibition.

In the photographs it is possible to see some of the artifacts in the exhibition about rocketry in Peenemünde. It is possible to appreciate the advanced technologies tested here already in those early years, including high pressure mixing of liquid propellants, graphite deflectors for thrust vectoring, inertial navigation systems, turbopumps for pumping the propellant into the combustion chamber at the correct rate. There are also original signs from the area.

Scaled mockups of all items tested in Peenemünde, much more numerous than the v1 and v2, add to the show, together with models of the former launch pads. Especially launch pad ‘VII’, used for the v2 rocket, was so well designed that it was adopted also in the US after the war as a blueprint for their own designs.

A visit to the complex of the power plant may easily take 2 h 30 min for an interested subject.

Former test grounds and launch pads

The launch pads were placed closer to the airport, very close to the northeastern shore of the island, to the north of the village of Peenemünde. Today, this broad ‘ghost area’ is partly fenced, surely not accessible with private vehicles, possibly accessible by foot. It is a kind of natural preserve, with much wildlife around.

The best way to explore this area, without getting lost in the trees and with a chance to spot what is still in place, is going with a society offering guided tours of the site, named ‘Historische Rundfahrt Peenemünde’ (website here). As of 2016 there are tours offered in German three times a day on a regular basis, but it is possible to arrange tours in English upon request at your preferred time – this was my only option as I don’t know much German. In my case, it turned out I was the only visitor on that tour, so I had the guide – a gentleman speaking a very good English, and with an incredible knowledge of many technical matters – all for me for the duration of the whole 3 h 15 min tour. You move mostly with a minivan, so apart from the bumpy road the visit is very comfortable.

The tour starts by the airport of Peenemünde, and you are soon driven into the site. With the help of a digital map, the guide will show where you are standing with respect to the buildings and installations that were originally there. You can see from the photos that Soviets took their job very seriously, so that very little remains of the original structures. You can recognize the original plan of the site mainly by the asphalted roads still in place today – albeit covered in dust.

The most prominent sight in the complex is surely launch pad ‘VII’, once used for the v2. It is possible to spot the containment banks all around the launch site. The concrete flame deflector is still in place, filled with rainwater. The walls of the deflector were water-cooled to resist the extreme heat of the rocket exhaust at takeoff. The water pump occupied a part of the lateral banks, together with measuring equipment and a sheltered observation deck. Still standing is a water nozzle used by firefighters in the – likely – event of fires due to malfunctions in the launching process.

A stone celebrates the launching of the first v2 missile from this site.

The rocket used to be moved to the launching position – above the flame deflector – with a special trolley. Multiple silos were placed around a common track made of concrete, built outside the perimeter of the containment banks. The trolley, loaded on a sliding platform, could move along the concrete track. The missile was collected from the assembly silo, the platform moved along the concrete track to reach the head of a short metal railway track where the trolley could be pushed to reach the flame deflector, in the middle of the containment banks – see the photo of the model above. Like the flame deflector, the concrete guide is still standing today, filled with rain water.

Other interesting sights of the visit are the experimental launch ramps of the v1, placed to the northernmost part of the island, right behind the beach. A first experimental ramp (type 1) was totally made of concrete, and was clearly not adopted for operational use, being too difficult to build and manage. Other two ramps, not so different from one another, were the first examples of types 2 and 3.

Type 3 was adopted operationally and deployed to the coasts of France and Belgium. Inert concrete warheads used in test flights can be seen in the photos, left from the age of testing.

You can see here that all ramps pointed directly to the Baltic sea. Telemetry towers were installed on the neighbor islands of Oie and Ruegen for tracking the experimental flights and taking measurements. Two such towers that are still standing today can be spotted from here in the distance, you can see them in the photos.

Before leaving, having shown a great interest for the topic of aeronautics, I was given the opportunity to tour an incredible exhibition of weapons, systems and artifacts from the area they are putting together in a small farm surviving from the days of WWII – where rabbits were bred for feeding the staff and for making fur for airmen. As of May 2016 this was not yet open to the public.

Among the artifacts you can see in the pictures from this exhibition, TV-guided bombs, experimental solid propellant rockets, a piloted v1 and tons of other incredible items. This shows once more that many technologies later become widespread had been tested here much before they started to be massively used. Also preserved are some parts of aircraft downed during the raids of 1943.

Maybe after finishing with the tour it is interesting to have a brief look to the airport, where the control tower possibly from the Nazi era and some aircraft shelters are still standing. The place can’t be walked freely for it’s still an active GA airport, but part of the former base is being used as a testing track for sport cars and can be approached safely.

My tour lasted more than 3 hours, but at the time of booking my English tour I was offered also shorter options.

K-24 Juliett-class Soviet submarine

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This submarine is moored in the port of Peenemünde, a five minutes walk from the entrance to the power plant. This is reportedly the only Juliett class submarine existing today, so visiting is an absolute ‘must-do’ for the committed tourist (website here).

Furthermore, the condition of this unit is still very good, making for an interesting and unusual visit – a unusal fact is that all is written in Cyrillic alphabet, with many ‘CCCP’ factory signs on the labels of the gauges and of the technical stuff. Juliett submarines were designed in the Fifties and operated till the collapse of the Soviet Union in the early Nineties, with a capability for launching cruise missiles with tactical nuclear warheads directed to target ships or coastal targets, from a distance of some hundred miles. They were conventionally powered with large diesel electric-units.

Having been designed after WWII, they are much roomier than German U-Boots from the Nazi era, hence the visit is ok also for claustrophobic people. You can see two launch tubes in a deployed position to the back of the ship.

Visiting may take between five minutes and 1 hour depending on the level of your interest.

Note

A visit of these three items at a reasonable pace but without running may easily fill a day schedule. I know there is much to explore and see on your own in the area of the former complex, but I could only dedicate one day to this site during my trip. I would recommend doing at least the same for an interested person.

In any case, the island with its Baltic shores and light is nice and relaxing, so I would recommend planning a day for Usedom also in case you are not interested only in military history.

Getting there and moving around

The island of Usedom is much larger than the area of the former research complex, which once occupied the northernmost extremity. The island can be approached by car with two bridges in Anklam and Wolgast from mainland Germany, or from Poland. It is very easy to get there by car.

Once in the village of Peenemünde, it’s easy to spot the massive building of the power plant. K-24 can be reached with a five minutes walk from the entrance of the power plant. The place is very popular, so there is a large parking just besides these two attractions.

The pick-up point for the guided tour of the former research center is by the small airport, which is located north of the village, a 1.5 miles drive from Peenemünde. Free parking besides the small office building.

I couldn’t imagine a more convenient way than having a car for moving around, but the island is reportedly very crowded in summer. A train can be used to reach some of the villages on Usedom, so you may consider also this alternative.

The Aerospace Valley

Among the most intriguing places for aviation enthusiasts, the ‘Aerospace Valley’ is the name attributed to the flat desert area extending North of the town of Palmdale, which can be reached with an about 70 miles drive north of central LA along N.14.

This large desert basin, which extends further north to Mojave, some 35 miles from Palmdale on N.14, encompasses two installations of major relevance for the history of aeronautics and for todays air power research, namely Edwards AFB and the close-related Plant 42.

The former has been developed for decades basically with aircraft testing in mind, and is located on the dry Rogers Lake. Today it is still an active AFB, home of the 412th Test Wing and other units. It is also operating a NASA research center named after the first ever moon-walker Niels Armstrong. The installation has more than ten runways, some of them paved in sand. Visiting is obviously prohibited – there used to be planned visits, but this appears to be not any more the case today. This site is really huge, and would offer many interesting sights to the enthusiast, including some relics from the past abandoned in the desert far from the main buildings of the base – some buildings and runway have moved over time for convenience and trying to cope with the natural movements of the desert sand, altering the slope and shape of the dry lake basin.

Obviously, the base is constantly guarded, so you may come close to it but you cannot really get close to what is in it without an authorization. In any case, I found exciting just being around where the sound barrier was passed by Chuck Yeager in 1947, and if you like deserts of the westernmost part of the country, touring this area would be interesting just for the natural setting – and even more if you are an aeronautic-minded person.

Plant 42 is actually not a totally separated entity from Edwards AFB. It is a unique installation, where some of the most iconic aircraft factories in the history of US military airpower – Lockheed ‘Skunk Works’ division and Northrop-Grumman – have some of their production and assembly hangars. These are all around the same airport, which is not an airbase – in the sense it’s not home to any units of the USAF – but is nonetheless owned by the Government and leased to the companies operating on it. Today Plant 42 is configured to supply and support test aircraft operated at Edwards AFB.

There is also the NASA Dryden research center installed on the premises of this airport, which is physically located on Plant 42 but is nonetheless administrated by Edwards AFB.

Even though Lockheed moved its Skunk Works division here only after the assembly of all exemplars of the SR-71 well in the Eighties, it was here that during the last decade of the Cold War the Blackbird fleet underwent maintenance. Also the reactivation of the U-2 production line with the TR-1 in the years of the Reagan administration implied production of new aircraft was carried out here.

Other most notable items produced here include the Space Shuttle orbiters – the hangar for their assembly is still standing and can be clearly spotted. Northrop produced here the world-famous F-5, before merging with Grumman. Today Northrop-Grumman, Lockheed and Boeing have active support lines here.

As you see, the area has been a focal point for aeronautics since long, fully justifying the name of ‘Aerospace Valley’.

But it’s not over. There are more sights of the kind around. Mojave has been for long a place for storing aircraft of all sorts and size – a properly sized airport, capable of operating a Boeing 747, obviously being a promptly answered necessity for companies in that business – taking advantage of the dry climate of the Californian desert. Literally tens of large liners of all sorts can be found parked waiting for reactivation, resale or scrap on the apron of Mojave airport. In more recent years, the place has grown to higher fame for being used as a base for space tourism operations. Consequently, the airport has been proudly renamed ‘Mojave Space Port’.

The following photographs from these and other sites in the Aerospace Valley have been taken during a visit in summer 2014.

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Aerospace Valley – View and Hangars

There is a panorama point with a placard approaching Palmdale from N.14. From there you can see Palmdale and reach beyond to Plant 42.

Among the hangars scattered around the area of the airport in Plant 42, it is possible to see the Boeing facilities, with new Boeing liners around. One of Boeing’s hangars has an asymmetric roof. This is where all Space Shuttles were built, the higher part of the roof made to fit the tall tail of the orbiter. The name ‘Northrop-Grumman’ can be seen standing above the airside door of probably the largest hangar of all. Both Boeing and Northrop-Grumman occupy the northern part of the airport.

The emblem of the ‘Skunk Works’ can be spotted on the Lockheed-Martin hangar to the south-west of the complex. Further East the NASA Dryden facilities occupy the south-eastern part of Plant 42.

Skunk Works

In front of the gate of Lockheed ‘Skunk Works’ on Plant 42, at the end of 15th St. E in Palmdale, it’s possible to reach a small park with an F-16A and an F-104N, both Lockheed designs. These exemplars were used for testing by NASA Dryden research center, and are actually on loan from NASA Dryden. The F-16A is the only civil registered aircraft of the type, where the F-104N, one out of three specifically designed for NASA for pilot’s proficiency and for use as chase aircraft, logged more than 4000 hours flying for NASA.

Note: I involuntarily triggered a security inspection having ventured by car on the road running along the Lockheed hangar nearby the gate – the road is called Lockheed way. This is probably because the road is private property of Lockheed – even though it runs along the outer side of the fence. I was spotted and reached by pickups of Lockheed security – nothing bad, but better avoiding this if you can. The hangar with the Skunk Works emblem can be photographed from a little further, near the railway track to the west of the airport.

NASA Dryden

Two sights attracted my attention on the apron of Plant 42. Both could be clearly spotted from 40th St. E in Palmdale, running along the eastern side of the plant. Placidly parked on the apron where NASA Douglas DC-8 – as far as I know the only one still operated by NASA, which is using it for satellite testing, new sensor testing, space vehicle telemetry and atmospheric studies – and the massive Space Shuttle Carrier N911NA. Today the latter is on permanent display in Palmdale, the photos were taken before it was prepared for display. This is one of only two Boeing 747 converted for transporting the orbiter, the other (N905NA) being in Houston.

The DC-8 is being operated by NASA Armstrong research center, from the ‘neighbor’ airbase of Edwards, but I found it at NASA Dryden.

Note: photographs of what is on the apron of Plant 42 from the distance are virtually impossible during the day due to excessive thermal turbulence close to the ground. Consider going near sunset for avoiding such annoying effect.

Blackbird Airpark

This spectacular exhibition can be easily reached driving on E Ave. P, to the South of Plant 42, Palmdale (website here). It can be clearly spotted from the road. The most peculiar display is to the front of the small museum building, and is composed of three Lockheed ‘black’ aircraft, namely an A-12, an SR-71 and a U-2. Also there are a D-21, a ramjet propelled drone mounted on a modified A-12, the engines of both the A-12 and SR-71 and of the U-2, and two different spooling mechanisms for starting up the engines of the A-12 and SR-71.

This is the only place on Earth where an A-12 and a SR-71 can be spotted together.

Close to the door of the museum building there are models of the A-12, probably built for wind tunnel testing. Inside the building, first and foremost you can find some air conditioning… there are also artifacts, videos and a nice shop with books and items about Plant 42 and the three ‘black’ aircraft outside. I personally met Bill Flanagan, who collaborates in managing the airpark on a regular basis, and is a former RSO on the SR-71 – he was very nice and told me many interesting stories about the aircraft outside on the apron. Some of the vids you can see there (they are also selling a DVD) were shot by Mr. Flanagan on duty.

Many other aircraft can be found on the Joe Davis Heritage Airpark, accessible to the back of the small museum building.

Edwards AFB

I tried to approach the area from the south (Redman and 120 St. E), knowing some relics can be spotted in the desert in the area. Unfortunately, turn back signs begin to appear much earlier than reaching the real gate of the base. I didn’t risk going further, so unfortunately I couldn’t take good pictures of the base. You can appreciate the size of the installation from the zoomed photos below.

Milestones of Flight Air Museum

This place is located in Lancaster, on the eastern side of William J. Fox Airport, close to the station of the National Guard.

Again, a very short visit – the place was closed, contrary to the opening times I had found on the web. To be honest, it looked like the museum was not actively maintained any more. Nonetheless, there were some interesting items outside the museum hangar.

The white civilian B-25 was reportedly owned by Howard Hughes. The wings have been removed, but strangely enough the tires are inflated.

Mojave Space Port

It’s not hard to spot this huge airport, to the north-east of the small town of Mojave. Access to the terminal is along Sabovich St. At the end of it you have a good and convenient spotting place close to a low fence.

When I visited, aircraft on the apron of the airport included at least three Boeing 747, a McDonnell-Douglas DC-10 and various DC-9, possibly a Boeing 720, and various other exemplars.

There are several companies operating on the airport, including parts resellers, aircraft resellers and industries connected with space flight.

Among the rare aircraft I saw around, a Lockheed TriStar operated by Orbital, a Sweden-made SAAB Draken, and an Italian Aermacchi MB326.

Leaving the area of the space port to the south, I spotted a Douglas DC-8 used as a gate guardian.

Note: expect mild security checks when spotting in the area. I was reached by car and briefly interviewed by a lady of the security service, who had noticed I was taking pictures from close to the airport fence. I explained I was just taking pictures, she said goodbye and left without further troubles.

Monino – Central Museum of the Russian Air Forces

Probably the most famous air museum in Russia – and formerly in the whole USSR – the Central Air Force Museum in Monino doesn’t need a presentation for aviation enthusiasts from every part of the world. As a matter of fact, still today this is probably the world’s largest collection of military and experimental aircraft manufactured in the Soviet Union.

Similar to many air museums in western Countries, this aircraft collection has been located on the premises of an active airbase since it opened its doors back in 1958. For this reason, in the years of the Soviet Union and even for some time after its collapse, the collection couldn’t be visited without prior permission. A specially restrictive visiting policy was applied to foreign visitors, due to the technological content of the exhibition. Today things have greatly improved in this respect, and visiting is absolutely free for everybody, both Russians and foreign tourists, like it is the case for most similar sites in the West.

To be sincere, I expected something like what you can find in former peripheral Countries of the Soviet bloc – an array of rotting fuselages, landing gears, rusty jet engines and no information around. It turned out I was totally wrong. What caused my inaccurate prevision was I had failed taking into account the singular passion and nostalgia that Russians show still today for their Soviet past, at least when it comes to military power and technological glory. In this respect, many other more ‘western’ and politically correct neighbor Countries in Europe, like Italy and France, have a much colder attitude towards aviation and their own past aeronautical endeavors.

So, at Monino the conditions of the aircraft both inside and outside are extremely good, especially if you consider the harsh weather that aircraft bodies have to sustain in the terrible Russian winters. From photographs on the web you can rapidly realize most aircraft are covered in snow in winter, so visiting may be also not much rewarding in that season. I visited in September, and except for a Soviet-grey, cloudy day I could enjoy a normal visit.

From the technical viewpoint, the collection is composed of many aircraft and engines up to WWII, hosted indoor, plus a huge outdoor collection of aircraft covering the majority of military models deployed by the Air Force of the Red Army over the years of the Cold War, in their respective roles – strategic bombers, fighters, …

Also some really rare prototype aircraft are part of the exhibition – some of them, like the Tupolev Tu-144 and the Sukhoi Su-100, are unique and very famous. There are also some iconic (gigantic) Mil helicopters, and some liners. There is much information around for less experienced enthusiasts, almost all placards both in Russian and English – a very rare sight in English-unfriendly Russia! If you can speak or understand Russian – unlike me – you can also have guided tours with former Air Force staff, which are reportedly much interesting.

The following photos were taken during a visit in September 2015.

Getting there

One of the reasons for so few interested people actually include Monino in their visit plan is the fame of the place as almost unreachable, inconvenient and expensive. This fame is due to the many companies on the web chattering about permissions, passport requests, tickets in advance, many hours to get to the place and so on. These companies usually ask for many hundreds dollars for taking you on the trip.

These are genuine tourist traps. There is no need for any permission, the place is not any more an active base (since long) and you are not asked any document. Plus, getting there with the local railway system serving the greater Moscow area is very easy – the train has Monino as destination – and the totally inexpensive trip takes about 1h 20min, only due to the countless stops.

First of all, note that I don’t speak russian nor can I read the Cyrillic alphabet. Nonetheless, I managed to get to this place about 20 miles from center Moscow to the East without troubles and traveling solo.

Trains going to Monino depart Moscow Yaroslavskaya in central Moscow rather frequently, about two to four times per hour – accurate timetable available briefly googling for local trains from Moscow to Monino. The terminal is the local railway terminal, placed right behind the main cottage-like building of the railway station (from where you can go as far as Vladivostok…). You can buy a ticket from one of the countless automatic vendors – in Russian, impossible for me – or from one of the countless ticket offices – this was my option. I got a ticket for both ways – you just have to say “To Monino and back”, even though Russians are not friends of English, this request was immediately understood by the officer. The fare is very cheap. The line I considered terminated at Monino, reached after many many stops and about 1h 20 minutes later. Note that the railway ticket is required also for leaving the station on arrival, so you’d better keep it safe.

If all you had seen before in Russia is St. Petersburg and central Moscow, you might be a bit shocked, and feel like you had leaped in the past and well back into the Soviet era – large and cheap concrete buildings, partially paved roads, many elderly people walking around along silent streets and more bicycles than cars around. Sure the village is nothing special and far from monumental, but it’s not dark nor scary or unsafe. Plus you can notice signs of its past vocation, as ghost insignia and abandoned control booths typical to a former military installation can be spotted immediately close to the railway station and around the village, together with a Lenin’s statue still proudly placed in a small square on your path to the museum.

The only problem is that there are no signs for reaching the museum – not any until you are in front of the gate -, which is about .7 miles from the station to the other end of the village (South). You can take a (rare) taxi, or enjoy the walk. The latter was my option. The road is extremely straightforward. Actually it’s basically straight. If you don’t have a digital map, you can simply print the Google map of Monino with a satellite view of the buildings – this again was my option – and this is definitely enough to get to the place. I prepared this small map with the path I’ve followed and some notable sights.

The ticket to the museum is less than 3 dollars, very cheap.

For going back you just reverse the plan. Travel time in total for the trip both ways may be 3h 10min, including train and transfers between the gate and Monino station by foot. Adding about 3 hours for visiting the museum with a relaxed pace, a visit to Monino from central Moscow may take about 6 hours, so you may plan something more than half day for this visit.

Opening times can be obtained from the official website http://www.monino.ru, some Google-translation is needed if you like me don’t know Russian.

Sights

Including descriptions of all aircraft in Monino would be impractical and probably uninteresting. For this reason I will include only photographs and some comments. For an almost-full list of the aircraft in Monino, with something about each of the preserved exemplars, I would recommend the book in English A guide to the Russian Federation Air Force Museum at Monino by Korolkov and Kazashvili, published in the US.

In the blue-roofed building of the ticket office some early aircraft engines and panels about the history of aviation in Russia are presented.

Then you can enter the neighbor hangar, with some unique aircraft from up to WWII. These include an exemplar of the world-famous Ilyushin Il-2 Sturmovik.

The rest of the exhibition is hosted on the other side of the road. Immediately past the gate on one side you have probably the world’s largest helicopter, the twin-rotor Mil Mi-12. Facing this monstrosity, some iconic bombers, including the Tu-4, i.e. a licence-built Boeing B-29, and a prototype Tupolev Tu-22M, with ancestral engine fairings later replaced on the production version. Also notable are a Tu-22, Tu-128 – a really massive interceptor – and two very famous Soviet prototypes, the Myasischev M-50 and the Sukhoi Su-100, with its characteristic Concorde-like deflectable nose.

In a hangar nearby it is possible to find some further experimental aircraft, including rocket-propelled aircraft, high-atmosphere balloon capsules and other curious items.

Placed on an off-limits grassy area nearby the hangar there are some very uncommon aircraft awaiting restoration, and on the other side a good collection of Mil and Kamov helicopters, including the Mil-24A featured in the third chapter of the John Rambo series, a Mil-10 flying crane helicopter and a huge Mil-6 which used to work as a flying command station.

Nearby is the ‘Yakovlev alley’, where most aircraft from this high-tech design bureau are presented.

Approaching the far end of the exhibition grounds you can spot some of the Soviet ‘big ones’, including an Antonov An-22 Anthei, an Ilyushin Il-76, an Il-62 and a very rare Tupolev Tu-114 turboprop with counter-rotating propellers. This was among the fastest-flying propeller-driven aircraft in history.

Recently added to the collection, on one corner of the exhibition are two truly iconic Cold War veterans, a Tupolev Tu-142 and a Tu-22M Backfire, both retired production exemplars.

Other interesting items are a rare Beriev Be-12 huge seaplane, a pretty old Ilyushin Il-18 and a Il-2, and obviously the world-famous prototype Tupolev Tu-144 supersonic liner.

Before taking to the ‘MiG alley’ and ‘Sukhoi alley’ reaching to the exit, three unique prototypes should not go unnoticed, namely the Lavochkin La-250 supersonic interceptor, with a 1956 variable incidence delta wing, the high altitude Myasischev M-17, a twin tailed, ultra-high aspect ratio wing, the Buran flight emulator, created to reproduce the flight dynamics of the ill-fated Buran orbiter in terminal maneuvers, and the Bertini-Beriev VVA-14 ekranoplane. The latter was off-limits when I visited, and could be spotted sitting derelict in the backyard, awaiting restoration.

Approaching the exit you can notice a full array of MiGs, including some more rare to find in the West, like the MiG-25 ‘anti-Blackbird’ Mach-3 interceptor, and various Sukhoi designs ranging from early prototypes to the more modern exemplars. Among them a Lisunov Li-2, a licensed Douglas C-47, was undergoing active restoration when I visited.

Finally, some photos of the ‘pleasant village’ of Monino, a former militarized village.