![\"The](\"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/1\/1c\/Hindenburg_disaster.jpg\")
The Golden Age of the Airship<\/h2>\r\n\r\n\r\n\r\n
To understand what died at Lakehurst, you have to understand what the Hindenburg was. It was not a curiosity or an experiment. It was luxury transport for the very wealthy \u2014 a floating first-class hotel crossing the Atlantic in three days. Passengers had private cabins, a dining room serving four-course meals, a lounge with a grand piano made of aluminium to reduce weight, and promenade decks with slanting windows for viewing the ocean 650 feet below.<\/p>\r\n\r\n\r\n\r\n
The Hindenburg was on its first transatlantic crossing of the 1937 season when it caught fire. It had completed ten successful transatlantic crossings in 1936, carrying 1,002 passengers without incident. Its sister ship, the Graf Zeppelin, had completed 590 flights and carried 13,110 passengers over one million miles of travel without a single fatality. The commercial airship was not an inherently dangerous mode of transport. It was simply operating with a catastrophically flammable lifting gas.<\/p>\r\n\r\n\r\n\r\n
The Hindenburg was designed to use helium \u2014 inert, safe, and available in large quantities in the United States. But the US government, under the Helium Control Act of 1927, refused to export helium to Nazi Germany. The Germans substituted hydrogen \u2014 which provides slightly more lift, but burns explosively. The choice was made for geopolitical reasons, by people in Washington. Thirty-six people died in New Jersey for it.<\/p>\r\n\r\n\r\n\n
\n\u201cOh, the humanity! All the passengers screaming around here! I told you, I can’t even talk to the people whose friends are on there.\u201d\n<\/p>\n\u2014 Herb Morrison, radio broadcast, May 6, 1937<\/cite>\n<\/div>\n\r\n\r\n\r\n The cause of the fire has never been definitively established. The leading theory is that a static spark ignited hydrogen leaking from a damaged gas cell near the tail. Other theories have included sabotage, a lightning strike, and a deliberate act by a crew member opposed to the Nazi regime that operated the airship. Whatever the cause, once the hydrogen ignited, the outcome was inevitable. The Hindenburg was essentially a 240,000-cubic-metre balloon filled with flammable gas. It was fully consumed in 34 seconds.<\/p>\r\n\r\n\r\n\r\n The survival rate \u2014 62 of 97 aboard survived \u2014 was surprisingly high given the ferocity of the fire. Many passengers jumped from the promenade decks as the tail fell to the ground, landing on grass. Others walked out of the wreckage. The ship’s captain, Max Pruss, suffered severe burns while helping passengers escape and survived.<\/p>\r\n\r\n\r\n\r\n In the context of aviation disasters, 36 deaths was not unusual. The same year, 1937, saw more than 200 deaths in aircraft accidents worldwide. But the Hindenburg had something most crashes didn’t: film footage, broadcast audio, and photographs on the front page of every newspaper in the world by the next morning.<\/p>\r\n\r\n\r\n\r\n The public’s reaction was visceral and immediate. Bookings for airship travel collapsed. The surviving German airships were grounded. The Graf Zeppelin II, which had been intended as the flagship of a new transatlantic service, flew only 30 test flights before being dismantled at the start of World War II. The era of commercial airship travel \u2014 which had seemed on the verge of maturity \u2014 was effectively over in 34 seconds.<\/p>\r\n\r\n\r\n\r\n In hindsight, airships faced a deeper structural problem: they were slow, weather-dependent, expensive to operate, and increasingly outpaced by fixed-wing aircraft. The Douglas DC-3 entered service in 1936 and was revolutionising air travel on both sides of the Atlantic. Even without Lakehurst, the airship era was probably ending. The Hindenburg just made the ending visible \u2014 dramatically, publicly, and in 34 unforgettable seconds.<\/p>\r\n\r\n\r\n\n34 Seconds<\/h2>\r\n\r\n\r\n\r\n
Why the Images Killed an Industry<\/h2>\r\n\r\n\r\n\r\n