UNIVERSITY OF WESTERN MACEDONIA

ACCIDENT ANALYSIS
HINDENBURG LAKEHURST NEW
JERSEY

PANTELIS KASARAKIS
Περιεχόμενα
Characteristics of the area in which the installation H2 was located. ...................................... 5
Located at Lakehurt New Jersey USA Naval Air Station Laekhurt stands tall as an important
landmark that represents the achievements made by American and global aviation industries,
including the former McGuire Air Force Base and Fort Dix makes Joint Base Mcguire-Dix-
Lakehurst a tri-service military base. ..................................................................................... 5
Established as a naval airstation in 1919 for the purposes of supporting lighter-than-air
missions with aircraft such as balloons and blimps, Lakehurst was also the East terminal
where the US Navy had to stop in order to complete their first-ever transatlantic journey in
1919 with their flying boat NC4. ........................................................................................... 5
Lakehurst was the major mooring location for dirigibles in the United States during the era of
the great airships. The gigantic Hangar One, which still stands today, was created to house
these massive airships. The hangar is nearly 800 feet long and 200 feet tall, with enough space
inside for a full-sized airship. ................................................................................................ 5
Lakehurst is most famous for being the site of the Hindenburg tragedy on May 6, 1937. The
German airship Hindenburg caught fire and was destroyed as it attempted to dock, bringing
the passenger airship era to a terrible end. .............................................................................. 5
Lakehurst has been a major testing and development location for the US Navy in addition to
its history with airships. It was essential in the development of the United States Navy's
aviation capabilities, particularly catapult systems used to launch aircraft from ships. ............ 5
Today, Naval Air Station Lakehurst serves as a research, development, test, and evaluation
facility for naval aviation. It is home to the Naval Air Warfare Center Aircraft Division
Lakehurst (NAWCADLKE), where research and development on a variety of technologies,
such as plane launch and recovery systems and support equipment, is ongoing. It also houses
the first tri-service, full-spectrum crash fire and rescue station in the United States Navy. ...... 5
Hindenburg, structure and causes ..................................................................................... 6
Detailed timetable ............................................................................................................. 8
Presented here is a detailed timetable outlining everything that occurred prior to the
Hindenburg disaster: .......................................................................................................... 8
In the year nineteen thirty-seven on May third, The Hindenburg left Frankfurt located in
Germany, and Captain Max Preuss commands an airship that accommodates thirty-six
passengers along with sixty-one-strong onboard personnel. This particular journey is the
63rd time that the airship takes off. .................................................................................... 8
The transatlantic trip made by The Hindenburg in nineteen thirty-seven was on May fourth
and fifth, during its journey over the Atlantic Ocean which covers a distance of around two
thousand kilometers from The Netherlands to Newfoundland to finally reaching United
States' eastern coastline. .................................................................................................... 8
On a morning back in May of '37: The Hindenburg landed on American soil approaching
from Boston and continuing its course all along Southward for Lakehurst New Jersey. ...... 8
There were several thunderstorms around Lakehurst when Hindenburg arrived during mid-
day on May 6th which caused delay, but with determination and skill, the captain rides out
the storm by flying over Manhattan - a sight that surprises those watching from below. ..... 8
On May sixth nineteen thirty-seven around seven o'clock pm with good weather conditions
the Hindenburg landed safely into Naval Air Station Lakehurst, despite the gusty wind

1
which still persists, the landing crew is fully prepared. The captain decides on making a
sharp S-turn which will align and position the ship for landing, some believe that this
maneuver could possibly have imposed stress on its structure. ........................................... 8
The Hindenburg's process of descending was started when it released its docking ropes at
exactly 7:30 pm pm on May sixth in 1937 and eyewitnesses recount seeing something
resembling flapping or movement in the outer hull of the ship implying probable gas
escape. .............................................................................................................................. 8
Dangerous properties of hydrogen contributed to accident ........................................... 9
The flammability of hydrogen was the key factor in the Hindenburg accident. Hydrogen
is a very flammable gas. It can burn or explode when mixed with air and subjected to a
source of ignition, such as a spark or flame. ................................................................... 9
The flammability range of hydrogen (the range of hydrogen-to-air volume at which
hydrogen can ignite) is large, ranging from 4% to 75% by volume, implying that even a
little amount of hydrogen leaking into the air could result in a combustible mixture.
Because of this, the Hindenburg was more vulnerable to fire if a hydrogen leak
happened. ...................................................................................................................... 9
Furthermore, when hydrogen burns, it produces an unseen flame and a substantial
quantity of heat, both of which would have expedited the spread of the fire.................... 9
Another important feature of hydrogen in this context is its low density, which explains
why it was used as a lifting gas. However, because hydrogen is lighter than air, any
leaking hydrogen would have climbed to the top of the airship construction and likely
collected, providing more fuel for a fire if ignited. ......................................................... 9
Most significant theories ............................................................................................... 9
Safety measures .......................................................................................................... 10
Avert the tragedy......................................................................................................... 11
Consequences ............................................................................................................. 12

2
ABSTRACT
The German airship Hindenburg caught fire and was destroyed as it attem
pted to dock, bringing the passenger airship era to a terrible end.
The subject of much investigation and debate is what caused the fire that
resulted in the Hindenburg disaster, static electricity and lightning strikes
are among some of the
proposed causes that may have resulted in ignition of hydrogen responsibl
e for lifting up and keeping Hindenburg aloft.
Airships lost their reputation as being a safe means of transport after the
Hindenburg d-isaster, which led to its decline.
Safety measures The airship industry had a variety of safety measures and
precautions in pla-
ce in the 1930s, many of which were implemented on the Hindenburg.
Several flaws in security and safety contributed to the Hindenburg disaste
r.
Finally, the Hindenburg accident resulted in important modifications in ai
rship design and operation, the most noteworthy of which was the widesp
read use of helium instead of hydrogen in airships.

3
May 6th marks an important day in aviation history with one of its most
infamous incidents being the Hindenburg disaster that occurred in
Lakehurst New Jersey.

4
Characteristics of the area in which the installation H2 was located.

Located at Lakehurt New Jersey USA Naval Air Station Laekhurt stands
tall as an important landmark that represents the achievements made by
American and global aviation industries, including the former McGuire
Air Force Base and Fort Dix makes Joint Base Mcguire-Dix-Lakehurst a
tri-service military base.

Established as a naval airstation in 1919 for the purposes of supporting

lighter-than-air missions with aircraft such as balloons and blimps,
Lakehurst was also the East terminal where the US Navy had to stop in
order to complete their first-ever transatlantic journey in 1919 with their
flying boat NC4.

Lakehurst was the major mooring location for dirigibles in the United
States during the era of the great airships. The gigantic Hangar One,
which still stands today, was created to house these massive airships. The
hangar is nearly 800 feet long and 200 feet tall, with enough space inside
for a full-sized airship.

Lakehurst is most famous for being the site of the Hindenburg tragedy on
May 6, 1937. The German airship Hindenburg caught fire and was
destroyed as it attempted to dock, bringing the passenger airship era to a
terrible end.

Lakehurst has been a major testing and development location for the US
Navy in addition to its history with airships. It was essential in the
development of the United States Navy's aviation capabilities,
particularly catapult systems used to launch aircraft from ships.

Today, Naval Air Station Lakehurst serves as a research, development,

test, and evaluation facility for naval aviation. It is home to the Naval Air
Warfare Center Aircraft Division Lakehurst (NAWCADLKE), where
research and development on a variety of technologies, such as plane
launch and recovery systems and support equipment, is ongoing. It also
houses the first tri-service, full-spectrum crash fire and rescue station in
the United States Navy.

5
Hindenburg, structure and causes
The means of transportation under discussion here is a German rigid
airship known as the LZ 129 Hindenburg which happens to be the biggest
zeppelin ever built, and this modern example of engineering measured an
astonishing 800 plus feet long. Through building this structure they aimed
at restoring the technological and industrial glory of Germany which
eroded during World War I, and its name pays homage to Paul von
Hindenburg - a distinguished military officer who later became German
President from 1925 until his death.
Starting in 1936 until disaster struck - The Hindenburg shipped
passengers from Germany to USA across Atlantic. An accident happened
on this airship's first cross-ocean journey of 1937.
Trying to dock at Naval Air Station Lakehurst after a trip from Frankfurt
in Germany was tried by the Hindenburg on the unfortunate day when
disaster happened. Counting both passenger and crew member totals
resulted in there being a sum head count that amounted to ninety-seven.
The Hindenburg burned up in an instant as it was getting ready to make
its descent, and in just seconds it met its demise as disaster struck causing
it to crash into the ground. The accident resulted in a total loss of life for
36 individuals: one ground crew member and thirty-five passengers
Despite many of the occupants experiencing serious burn wounds and
harm during evacuation process, the remaining passengers as well as
crews could flee.
The subject of much investigation and debate is what caused the fire that
resulted in the Hindenburg disaster, static electricity and lightning strikes
are among some of the suggested causes that may have resulted in
ignition of hydrogen responsible for lifting up and keeping Hindenburg
aloft. A possible explanation suggested by some other theories is that it
was either sabotage or a mechanical problem, but no definitive answer
has ever been put forth regarding the main reason.

Airships lost their reputation as being a safe means of transport after the
Hindenburg disaster, which led to its decline. Despite improvements and
positives around travelling by airships during that era being apparent
prior to this cataclysmic event happening. The calamity served as a
cautionary tale highlighting significant risks associated with passenger
flight via these vessels; so, causing sharp drop-off in usage.
The creation of the Hindenburg highlighted incredible skills in both
engineering and design, measuring at approximately an unbelievable size

6
of over eight hundred and three-feet-length along with one-hundred-
thirty-five-feet-diameter, this colossal airship surpasses even the Boeing
plane thrice over.
The basic structure of the Hindenburg was formed of a cylindrical body
with tapered edges that held 16 separate gas chambers created from
multilayer cotton combined with gelatine-latex material, and the
hydrogen filled in these gas cells made them lighter than air and gave
buoyancy to the ship. Roughly 7 million cubic feet was the total gas
volume of the Hindenburg.
Using a lightweight metal alloy called duralumin became an essential part
of building the airship's structure. The framework used fifteen main rings
composed of strong materials as well as numerous longitudinal girders to
assist in maintaining the shape of the airship without adding too much
weight. Covering the duralumin structure with a fabric skin that had been
treated with iron oxide and aluminum-infused cellulose acetate butyrate
gave the Hindenburg its recognizable shiny appearance, while supplying
some level of shielding against natural forces and contributing to its
aerodynamics capabilities.
Located within this colossal framework was where passengers resided
aboard the Hindenburg.
The establishment was outfitted with numerous accommodations such as
individual bedrooms and communal areas like a dining hall or living
space. Aside from this, there were designated parts meant solely for the
crew coupled with a sizable area intended to have goods and allocated
sections catering towards maintenance of airship.
Driving big propellers were four powerful Daimler-Benz Diesel Engines
with each engine producing a whopping output of 1050 horsepower and
pushing the airship forward. Their improved gas mileage and lower
chance of ignition made diesel engines the preferred choice over gas-
powered ones.
Buoyancy was employed as a principle for operating airships like the
Hindenburg which is like how balloon floats and boat stays on top of
water.
Hindenburg used hydrogen gas which is less dense than water and helped
in enabling the ascent of this iconic plane. However, descending was only
possible for the ship if it released some gases or added water ballasts. The
process of achieving fine-tuned altitude control while running a ship
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involves adjustments in trim and shifting weight via fuel and water levels
or relocation of crewmembers.
Detailed timetable
Presented here is a detailed timetable outlining everything that occurred
prior to the Hindenburg disaster:
In the year nineteen thirty-seven on May third, The Hindenburg left
Frankfurt located in Germany, and Captain Max Preuss commands an
airship that accommodates thirty-six passengers along with sixty-one-
strong onboard personnel. This particular journey is the 63rd time that the
airship takes off.
The transatlantic trip made by The Hindenburg in nineteen thirty-seven
was on May fourth and fifth, during its journey over the Atlantic Ocean
which covers a distance of around two thousand kilometers from The
Netherlands to Newfoundland to finally reaching United States' eastern
coastline.
On a morning back in May of '37: The Hindenburg landed on American
soil approaching from Boston and continuing its course all along
Southward for Lakehurst New Jersey.
There were several thunderstorms around Lakehurst when Hindenburg
arrived during mid-day on May 6th which caused delay, but with
determination and skill, the captain rides out the storm by flying over
Manhattan - a sight that surprises those watching from below.
On May sixth nineteen thirty-seven around seven o'clock pm with good
weather conditions the Hindenburg landed safely into Naval Air Station
Lakehurst, despite the gusty wind which still persists, the landing crew is
fully prepared. The captain decides on making a sharp S-turn which will
align and position the ship for landing, some believe that this maneuver
could possibly have imposed stress on its structure.
The Hindenburg's process of descending was started when it released its
docking ropes at exactly 7:30 pm pm on May sixth in 1937 and
eyewitnesses recount seeing something resembling flapping or movement
in the outer hull of the ship implying probable gas escape.

8
Dangerous properties of hydrogen contributed to accident.
The flammability of hydrogen was the key factor in the Hindenburg
accident. Hydrogen is a very flammable gas. It can burn or explode when
mixed with air and subjected to a source of ignition, such as a spark or
flame.

The flammability range of hydrogen (the range of hydrogen-to-air

volume at which hydrogen can ignite) is large, ranging from 4% to 75%
by volume, implying that even a little amount of hydrogen leaking into
the air could result in a combustible mixture. Because of this, the
Hindenburg was more vulnerable to fire if a hydrogen leak happened.

Furthermore, when hydrogen burns, it produces an unseen flame and a

substantial quantity of heat, both of which would have expedited the
spread of the fire.
Another important feature of hydrogen in this context is its low density,
which explains why it was used as a lifting gas. However, because
hydrogen is lighter than air, any leaking hydrogen would have climbed to
the top of the airship construction and likely collected, providing more
fuel for a fire if ignited.

Most significant theories

Since the event that took place in 1937 there has been much debate about
what precisely caused the Hindenburg disaster. Here are a few of the most
significant theories:
The leading theory suggests that the hydrogen explosion was caused by a
static spark. Theoretical explanation states that during an electrical storm,
the buildup of static electricity in the airship's body led to sparks being
created between its skin and frame due to potential differences resulting
in fire. The suggestion is that the mixture of hydrogen and air combined
with static electricity or sparks caused the catastrophic fire.
Theories of sabotage were widely accepted in the wake of the accident, in
part due to the late 1930s' rising political tensions around the world.
However, no conclusive proof of sabotage has ever been discovered. The
crew member Eric Spehl is the most often referenced suspect in sabotage
ideas, but there is no concrete evidence connecting him to the accident.

9
Incendiary Paint Theory: According to a theory put out by former NASA
scientist Addison Bain, the fire was started by the airship's exterior skin,
which included both iron oxide and cellulose acetate butyrate that was
impregnated with aluminum. This explanation claims that the hydrogen
did not cause the fire. These compounds have the potential to be
extremely combustible and, under the correct circumstances, to react in a
manner like a solid-fuel rocket. The consensus among scientists is that
this theory lacks sufficient evidence and is not widely accepted.
The cause of the disaster has prompted many investigations over a
significant period, and the hydrogen explosion originally investigated by
the US. However, it was uncertain what triggered this. The notion of a
static spark is being further supported by newer studies involving full-
scale reproductions as well as virtual reality simulations.
Despite conducting multiple investigations into the matter there is still no
definite conclusion as to what caused the Hindenburg disaster.
Safety measures
The airship industry had a variety of safety measures and precautions in
place in the 1930s, many of which were implemented on the Hindenburg.
Gas Cells: The Hindenburg's 16 gas cells were meant to isolate the
hydrogen, decreasing the possibility of a large-scale conflagration in the
case of a leak.
Non-flammable Materials: Much of the inside of the Hindenburg,
including the passenger compartments, was composed of non-flammable

10
materials. Unfortunately, neither the exterior cover nor the hydrogen gas
itself met this requirement.
Venting and Valving System: The airship was outfitted with a venting
system that allowed for the controlled discharge of hydrogen. In addition,
a valving system was installed to allow for the rapid release of gas in the
event of an emergency.
Crew members were taught in emergency protocols, such as rapid
docking and evacuation techniques.
Weather Monitoring: Airships such as the Hindenburg were required to
closely monitor the weather and change their schedules accordingly. The
Hindenburg was very vulnerable to atmospheric conditions because it
was a lighter-than-air vessel.

Avert the tragedy.

Despite these precautions, the Hindenburg disaster occurred. In
retrospect, the following procedures could have perhaps averted the
tragedy:
Helium Use: In the 1930s, the United States was the only country with
major helium reserves, and it prohibited helium export due to its strategic
value. Helium is non-flammable and so considerably safer to employ in
airships, albeit it gives less lift than hydrogen. The Hindenburg accident
could have been avoided if helium had been used instead of hydrogen.
Better Structural Integrity: The structural integrity of the Hindenburg may
have been damaged during its rapid S-turn maneuver just before docking.
A design capable of withstanding such maneuvers, or recommendations
against such sharp turns, could have potentially avoided the accident.
Stronger Grounding Procedures: According to the notion of a static spark
igniting leaking hydrogen, stronger grounding procedures could have
prevented the accident. Ensure that the ship was correctly grounded
before handling any of the lines to avoid a spark leaping between the ship
and the ground.
Hydrogen Detection Systems: A hydrogen detection system is a current
technology that was not available in the 1930s. A system like this could
have detected a gas leak early on, potentially averting calamity.

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Finally, the Hindenburg accident resulted in important modifications in
airship design and operation, the most noteworthy of which was the
widespread use of helium instead of hydrogen in airships.
Consequences
The consequences of the Hindenburg disaster were deeply felt within the
world of air travel.
A major consequence was that the public perceived airships to be an
unsafe method of transportation, as the powerful images of the
Hindenburg erupting into flames that were widely distributed through
newsreels and photographs have left an enduring impression on public
perception. Passenger numbers took a significant dip due to this incident
as well as other airship disasters like that of the British R101 crash back
on '30 and US airship crashes - that is the USS Akron incident occurred
during '33 while the second one is from ''35 - both proved catastrophic.
Following the Hindenburg tragedy, the remaining airships in the Zeppelin
Company's fleet were grounded. The Graf Zeppelin II, which was
approaching completion at the time of the Hindenburg tragedy, was
loaded with helium and flew a few times before being abandoned due to
the prohibitive cost and inefficiency of operating with helium.
Meanwhile, fixed-wing planes were rapidly developing in terms of
dependability, speed, capacity, and range. The Douglas DC-3, which
debuted in 1936, was particularly notable, supplying a level of comfort
and dependability that made it a popular choice for commercial air travel.
Transatlantic journeys, which were long the sole realm of airships, were
increasingly being done by airplanes.
Furthermore, World War II caused a significant shift in the aviation
industry's concentration. The demand for military aircraft resulted in
technological and industrial breakthroughs that further cemented the
airplane's dominance over the airship. Following the war, commercial
planes expanded swiftly, displacing airships.
However, airships did not completely disappear. They were still utilized
for specialized applications like advertising, providing overhead views of
sporting events, and certain scientific study. Airships were also used in
the military in the mid-twentieth century, especially as airborne early
warning platforms, although these functions have been mostly replaced
by fixed-wing aircraft and satellites.

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In summary, the Hindenburg accident signaled the end of the era of the
great passenger airships and heralded the development of the airplane as
the primary mode of air transportation.

13
Physical/chemical hazards
Several flaws in security and safety contributed to the Hindenburg
disaster:
Hydrogen instead of Helium: Hydrogen, a highly flammable gas, was
utilized for lift in the Hindenburg instead of helium, which is far safer but
more scarce. At the time, the United States, which held the majority of
the world's helium supplies, prohibited the export of helium, prompting
the German Zeppelin Company to choose for hydrogen. Given the
acknowledged risks linked with hydrogen, the choice constituted a blatant
breach in safety protocol.
Lack of Spark-Prevention safeguards: There were insufficient safeguards
in place to prevent sparks from igniting hydrogen. For example, the ship
may not have been grounded long enough before passengers began
disembarking, allowing a static charge to accumulate. This static
accumulation could have been exacerbated by the abrupt weather
fluctuations.
Lack of Non-Flammable Materials: The Hindenburg was mostly made of
flammable materials. The construction was composed of duralumin, and
the gas cells were formed of "goldbeater's skin" that had been treated with
a gelatin manufactured from cow bones. The exterior cover was also
doped with cellulose acetate butyrate and aluminum powder, which may
have contributed to the fire.
Inadequate Safety Measures for Hydrogen Leaks: While the airship was
equipped with gas valves to vent hydrogen if the pressure within the gas
cells became too high, there were no effective means of detecting and
addressing smaller hydrogen leaks, which could also lead to a fire if a
spark was present.
No Firefighting Protocol: For a hydrogen fire, there were insufficient
firefighting precautions in place. Because hydrogen burns incredibly hot
and rapidly, a fire fueled by hydrogen, especially one that engulfs an
entire airship, is nearly impossible to extinguish once begun.

14
Inadequate Emergency Evacuation Plans: In the event of an emergency,
there were insufficient safeguards in place to ensure the prompt and safe
evacuation of passengers and crew. The speed with which the fire
overtook the aircraft allowed little time for evacuation, and the airship's
enormous height above the ground made escape even more difficult.
These flaws in the safety protocol emphasized the necessity for more
rigorous safety precautions in airship design and operation, contributing
to the considerable improvements in air safety standards that followed the
disaster.

15
Deficiencies that existed in terms of implementation security protocols.
The Hindenburg disaster taught us a lot of things, many of which have
influenced the development of safety standards, accident investigation
methods, and the approach to engineering safety in the aviation sector.
The significance of safety rules in the aviation industry was underlined by
the Hindenburg tragedy. One of the most important effects was the
widespread realization of the dangers of using hydrogen in airships,
which resulted in the use of helium as the lifting gas in all future airships.
The tragedy also highlighted the importance of stronger structural
designs, enhanced grounding processes, and hydrogen detection systems,
among other safety enhancements.
Thorough Investigations: The accident highlighted the significance of
conducting thorough investigations in the aftermath of similar incidents.
While the exact cause of the Hindenburg fire is still unknown, the
subsequent studies did result in substantial improvements to airship
safety. Airship accidents also aided in the creation of more methodical
accident investigation techniques, which are now used throughout the
aviation sector.
Learning from Past Mistakes: The Hindenburg disaster served as a sharp
reminder of the repercussions of engineering errors, emphasizing the
importance of learning from past mistakes in order to avoid future
mishaps. Many of the present aviation safety measures and regulations
have been fashioned by lessons learned from mishaps such as the
Hindenburg disaster.
Transportation Technology Shift: The accident hastened the transition
from airships to airplanes for long-distance air travel. This was a vivid
example of how a tragic event can alter the course of technical
development and adoption. The aviation sector discovered that public
trust is critical and that safety concerns can have a substantial impact on
the acceptance of a specific mode of transportation.
Conclusions
The global broadcast of the Hindenburg disaster marked one of the first
occasions that the public experienced such a tragedy in real time, or close
to it, altering popular opinion and reaction to such disasters. It
emphasized the impact of the media on public opinion and the importance
of open communication in the aftermath of incidents.
Overall, the lessons learned from the tragedy influenced everything from
safety standards and investigation methods to public relations and crisis
management.

16
The catastrophe had a significant influence on the airship business,
resulting in a rapid drop in airship travel and a shift toward other modes
of air transport, particularly airplanes. The event signaled the end of the
era of airships and represented a crucial turning point in the aviation
industry.
The lessons from the Hindenburg accident were profound. They
emphasized the necessity of safety laws, the need for comprehensive
investigations after accidents, and the notion of learning from past
mistakes to avoid doing them again. The incident also illustrated the
impact of the media on public emotion and the importance of open
communication following mishaps.
In the perspective of aviation history and safety, understanding the Hindenburg
accident is critical. It provides insights into the obstacles and perils of early air travel,
and the lessons acquired have played an important part in developing today's aviation
industry's safety standards and practices.

References:
https://edu.rsc.org/feature/what-ignited-the-
hindenburg/2000137.article
https://zephyrsolutions.com/how-helium-could-have-changed-
history-the-hindenburg/
https://www.history.com/news/hindenburg-disaster-zeppelin-
crash-why
https://www.census.gov/history/www/homepage_archive/2022/
may_2022.html
https://www.britannica.com/story/the-hindenburg-before-and-
after-disaster
https://www.airships.net/hindenburg/disaster/
https://www.pbs.org/wnet/secrets/hindenburgs-fatal-flaws-
preview/6098/

17
https://www.inverse.com/article/31249-hindenburg-disaster-
anniversary-legacy
https://airandspace.si.edu/stories/editorial/aftermath-
hindenburg
https://study.com/academy/lesson/hindenburg-disaster-
overview-impact.html

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