1937 airship fire in New Jersey, U.S. 
The "Hindenburg" disaster was an airship accident that occurred on May 6, 1937, in Lakehurst, New Jersey, United States. The LZ 129 "Hindenburg" (; Registration: D-LZ 129) was a German commercial passenger-carrying rigid airship, the lead ship of the "Hindenburg" class, the longest class of flying machine and the largest airship by envelope volume. It was designed and built by the Zeppelin Company ("Luftschiffbau Zeppelin GmbH") and operated by the German Zeppelin Airline Company ("Deutsche Zeppelin-Reederei"). It was named after "Generalfeldmarschall" Paul von Hindenburg, who was president of Germany from 1925 until his death in 1934. Filled with hydrogen, it caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. The accident caused 35 fatalities (13 passengers and 22 crewmen) among the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.
The disaster was the subject of newsreel coverage, photographs and Herbert Morrison's recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of theories have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The publicity shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.
Flight.
Background.
The "Hindenburg" made ten trips to the United States in 1936. After opening its 1937 season by completing a single round-trip passage to Rio de Janeiro, Brazil, in late March, the "Hindenburg" departed from Frankfurt, Germany, on the evening of May 3, on the first of ten round trips between Europe and the United States that were scheduled for its second year of commercial service. American Airlines had contracted with the operators of the "Hindenburg" to shuttle passengers from Lakehurst to Newark for connections to airplane flights.
Except for strong headwinds that slowed its progress, the Atlantic crossing of the "Hindenburg" was unremarkable until the airship attempted an early-evening landing at Lakehurst three days later on May 6.Although carrying only half its full capacity of passengers (36 of 70) and crewmen (61, including 21 crewman trainees) during the accident flight, the "Hindenburg" was fully booked for its return flight. Many of the passengers with tickets to Germany were planning to attend the coronation of King George VI and Queen Elizabeth in London the following week.
The airship was hours behind schedule when it passed over Boston on the morning of May 6, and its landing at Lakehurst was expected to be further delayed because of afternoon thunderstorms. Advised of the poor weather conditions at Lakehurst, Captain Max Pruss charted a course over Manhattan Island, causing a public spectacle as people rushed out into the street to catch sight of the airship. After passing over the field at 4:00 p.m., Pruss took passengers on a tour over the seashore of New Jersey while waiting for the weather to clear. After being notified at 6:22 p.m. that the storms had passed, Pruss directed the airship back to Lakehurst to make its landing almost half a day late. As this would leave much less time than anticipated to service and prepare the airship for its scheduled departure back to Europe, the public was informed that they would not be permitted at the mooring location or be able to come aboard the "Hindenburg" during its stay in port.
Landing timeline.
Around 7:00 p.m., at an altitude of , the "Hindenburg" made its final approach to the Lakehurst Naval Air Station. This was to be a high landing, known as a "flying moor" because the airship would drop its landing ropes and mooring cable at a high altitude, and then be winched down to the mooring mast. This type of landing maneuver would reduce the number of ground crewmen but would require more time. Although the high landing was a common procedure for American airships, the "Hindenburg" had performed this maneuver only a few times in 1936 while landing in Lakehurst.
At 7:09 p.m., the airship made a sharp full-speed left turn to the west around the landing field because the ground crew was not ready. At 7:11 p.m., it turned back toward the landing field and valved gas. All engines idled ahead and the airship began to slow. Captain Pruss ordered aft engines full astern at 7:14 p.m. while at an altitude of , to try to brake the airship.
At 7:17 p.m., the wind shifted direction from east to southwest, and Captain Pruss ordered a second sharp turn starboard, making an s-shaped flightpath towards the mooring mast. At 7:18 p.m., as the final turn progressed, Pruss ordered 300, 300, and 500 kg (660, 660, and 1100 lb) of water ballast in successive drops because the airship was stern-heavy. The forward gas cells were also valved. As these measures failed to bring the ship in trim, six men (three of whom were killed in the accident) were then sent to the bow to trim the airship.
At 7:21 p.m., while the "Hindenburg" was at an altitude of , the mooring lines were dropped from the bow; the starboard line was dropped first, followed by the port line. The port line was overtightened as it was connected to the post of the ground winch. The starboard line had still not been connected. A light rain began to fall as the ground crew grabbed the mooring lines.
At 7:25 p.m., a few witnesses saw the fabric ahead of the upper fin flutter as if gas was leaking. Others reported seeing a dim blue flame – possibly static electricity, or St. Elmo's Fire – moments before the fire on top and in the back of the ship near the point where the flames first appeared. Several other eyewitness testimonies suggest that the first flame appeared on the port side just ahead of the port fin, and was followed by flames that burned on top. Commander Rosendahl testified to the flames in front of the upper fin being "mushroom-shaped". One witness on the starboard side reported a fire beginning lower and behind the rudder on that side. On board, people heard a muffled detonation and those in the front of the ship felt a shock as the port trail rope overtightened; the officers in the control car initially thought the shock was caused by a broken rope.
Disaster.
At 7:25 p.m. local time, the "Hindenburg" caught fire and quickly became engulfed in flames. Eyewitness statements disagree as to where the fire initially broke out; several witnesses on the port side saw yellow-red flames first jump forward of the top fin near the ventilation shaft of cells 4 and 5. Other witnesses on the port side noted the fire actually began just ahead of the horizontal port fin, only then followed by flames in front of the upper fin. One, with views of the starboard side, saw flames beginning lower and farther aft, near cell 1 behind the rudders. Inside the airship, helmsman Helmut Lau, who was stationed in the lower fin, testified hearing a muffled detonation and looked up to see a bright reflection on the front bulkhead of gas cell 4, which "suddenly disappeared by the heat". As other gas cells started to catch fire, the fire spread more to the starboard side and the ship dropped rapidly. Although the landing was being filmed by cameramen from four newsreel teams and at least one spectator, with numerous photographers also being at the scene, no footage or photographs are known to exist of the moment the fire started.
The flames quickly spread forward first consuming cells 1 to 9, and the rear end of the structure imploded. Almost instantly, two tanks (it is disputed whether they contained water or fuel) burst out of the hull as a result of the shock of the blast. Buoyancy was lost on the stern of the ship, and the bow lurched upwards while the ship's back broke; the falling stern stayed in trim.
As the tail of the "Hindenburg" crashed into the ground, a burst of flame came out of the nose, killing 9 of the 12 crew members in the bow. There was still gas in the bow section of the ship, so it continued to point upward as the stern collapsed down. The cell behind the passenger decks ignited as the side collapsed inward, and the scarlet lettering reading "Hindenburg" was erased by flames as the bow descended. The airship's gondola wheel touched the ground, causing the bow to bounce up slightly as one final gas cell burned away. At this point, most of the fabric on the hull had also burned away and the bow finally crashed to the ground. Although the hydrogen had finished burning, the "Hindenburg"'s diesel fuel burned for several more hours. In the face of this catastrophe, Chief Petty Officer Frederick J. "Bull" Tobin, in command of the Navy landing party for the airship, and a survivor of the crashed American military airship, USS "Shenandoah", shouted the famous order, "Navy men, Stand fast!!" to successfully rally his personnel to conduct rescue operations despite the considerable danger from the flames.
The time that it took from the first signs of disaster to the bow crashing to the ground is reported as 32, 34 or 37 seconds. Since none of the newsreel cameras were filming the airship when the fire first started, the time of the start can only be estimated from various eyewitness accounts and the duration of the longest footage of the crash. One analysis by NASA's Addison Bain gives the flame front spread rate across the fabric skin as about at some points during the crash, which would have resulted in a total destruction time of about 16 seconds.
Some of the duralumin framework of the airship was salvaged and shipped back to Germany, where it was recycled and used in the construction of military aircraft for the "Luftwaffe", as were the frames of the LZ 127 "Graf Zeppelin" and LZ 130 "Graf Zeppelin II" when both were scrapped in 1940.
In the days after the disaster, a board of inquiry was set up at Lakehurst to investigate the cause of the fire. The investigation by the US Commerce Department was headed by Colonel South Trimble Jr, while Hugo Eckener led the German commission.
News coverage.
The disaster was well-documented. Heavy publicity about the first transatlantic passenger flight of the year by Zeppelin to the United States had attracted a large number of journalists to the landing. Thus many news crews were on-site at the time of the airship exploding, and so there was a significant amount of newsreel coverage and photographs, as well as Herbert Morrison's eyewitness report for radio station WLS in Chicago, a report that was broadcast the next day.
Radio broadcasts were not routinely recorded at the time, however an audio engineer and Morrison had chosen the arrival of the "Hindenburg" to experiment with recording for delayed broadcast and thus Morrison's narration of the disaster was preserved. Parts of Morrison's broadcast were later dubbed onto newsreel footage. That gave the impression that the words and film were recorded together, but that was not the case.
 ;templatestyles src="Template:Blockquote/styles.css" / ;It's practically standing still now they've dropped ropes out of the nose of the ship; and (uh) they've been taken ahold of down on the field by a number of men. It's starting to rain again; it's... the rain had (uh) slacked up a little bit. The back motors of the ship are just holding it (uh) just enough to keep it from...It's burst into flames! It burst into flames and it's falling, it's crashing! Watch it; watch it, folks get out of the way; Get out of the way; Get this, Charlie; get this, Charlie! It's fire... and it's crashing! It's crashing terrible! Oh, my! Get out of the way, please! It's burning and bursting into flames and the... and it's falling on the mooring mast and all the folks between it. This is terrible; this is one of the worst of the worst catastrophes in the world. Oh it's... [unintelligible] its flames... Crashing, oh! Oh, four or five hundred feet into the sky, and it's a terrific crash, ladies and gentlemen. There's smoke, and there's flames, now, and the frame is crashing to the ground, not quite to the mooring mast. Oh, the humanity, and all