The Hindenburg disaster was an airship accident that occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The LZ 129 Hindenburg (Luftschiff Zeppelin #129; 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. 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.
The Hindenburg was the successor of the Graf Zeppelin (LZ 127), which had been launched in 1928. After her maiden flight on March 4, 1936 the Hindenburg had made ten trips to the United States without any incidents. 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.
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 streets to catch sight of the airship. After passing over the field at 4:00 p.m. EDT (20:00 UTC), 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.
Around 7:00 p.m. EDT (23:00 UTC), at an altitude of 650 feet (200 m), 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 394 ft (120 m), 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 toward the mooring mast. At 7:18 p.m., as the final turn progressed, Pruss ordered 660, 660, and 1100 lb (300, 300, and 500 kg) of water ballast released 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 295 ft (90 m), 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.
At 7:25 p.m. EDT (23:25 UTC), 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 four and five. 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 one behind the rudders. Inside the airship, helmsman Helmut Lau, who was stationed in the lower fin, testified to hearing a muffled detonation and looked up to see a bright reflection on the front bulkhead of gas cell four, 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 one to nine, as 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 upward 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 order, "Navy men, stand fast!" to successfully rally his personnel to conduct rescue operations, despite the considerable danger from the flames.