The Hindenburg Disaster Collection: 26 signed photos, 2 letters

One year after I started The Hindenburg Disaster Collection, the photos are finally on the wall. It took 3 months to have back 4 of the 6 letters I wrote to the last survivors. I received back 26 signed photos, 2 letters. Total amount of money invested: $40. But then it took me more time to find two newspapers (8 pages each) from the next day of the disaster (May 7th, 1937) and an original list o wines served on a previous transatlantic flight of the zeppelin (in german language). 

The Hindenburg disaster took place on Thursday, May 6, 1937, as the German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at the Lakehurst Naval Air Station, which is located adjacent to the borough of Lakehurst, New Jersey. Of the 97 people on board (36 passengers and 61 crewmen), there were 35 fatalities. There was also one death of a ground crewman.
The disaster was the subject of spectacular newsreel coverage, photographs, and Herbert Morrison's recorded radio eyewitness reports from the landing field, which was broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The incident shattered public confidence in the giant, passenger-carrying rigid airship and marked the end of the airship era.
The disaster is well recorded due to the significant extent of newsreel coverage and photographs, as well as Herbert Morrison's eyewitness radio report for station WLS in Chicago, which was broadcast the next day. Heavy publicity about the first transatlantic passenger flight of the year by Zeppelin to the United States attracted a large number of journalists to the landing. (The airship had already made one round trip from Germany to Brazil that year.)

Morrison's broadcast remains one of the most famous in history. Parts of it were later dubbed onto the newsreel footage, giving the impression that the words and film were recorded together. His plaintive "Oh, the humanity!" has been widely used in popular culture. Part of the poignancy of his commentary is due to its being recorded at a slightly slower speed, so that when it is played back at normal speed, it seems to have a faster delivery and higher pitch. When corrected, his account is less frantic sounding, though still impassioned.

The spectacular film footage and Morrison's passionate reporting shattered public and industry faith in airships and marked the end of the giant passenger-carrying airships. Also contributing to the Zeppelins' downfall was the arrival of international passenger air travel and Pan American Airlines.^{[N 3]} Aircraft regularly crossed the Atlantic and Pacific oceans much faster than the 130 km/h (80 mph) speed of the Hindenburg. The one advantage that the Hindenburg had over aircraft was the comfort that she afforded her passengers, much like that of an ocean liner.
There had been a series of other airship accidents, prior to the Hindenburg fire; many were caused by bad weather. The Graf Zeppelin had flown safely for more than 1.6 million kilometers (1.0 million miles), including the first circumnavigation of the globe by an airship. The Zeppelin company's promotions had prominently featured the fact that no passenger had been injured on any of its airships.

Airship Hindenburg Collection. Werner Doehner, Hindenburg Disaster Survivor. Last passenger still alive that witnessed the disaster

Werner Doehner, was just 8 when the airship suddenly began to tilt. “Instantly, the whole place was on fire,” Doehner told the Associated Press. “My mother threw me out the window. She threw my brother out. Then she threw me, but I hit something and bounced back. She caught me and threw me the second time out.” Doehner, his brother and his mother all survived — but his father and younger sister were not so lucky. To this day, Doehner is still so pained by the memories he rarely grants interviews.

Doehner was eight years old and was travelling with his parents, Hermann and Matilde, and his siblings, 10-year-old Walter and 16-year-old Irene. The Doehner boys were the youngest of the 36 passengers on board during that flight.
Today, Doehner lives a quiet life as a retiree in Colorado. He declined to comment on this story beyond saying, “I lead a private life. That happened in the past and I’d prefer it stay there.” (manchester-nj.patch.com)

The Hindenburg disaster took place on Thursday, May 6, 1937, as the German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at the Lakehurst Naval Air Station, which is located adjacent to the borough of Lakehurst, New Jersey. Of the 97 people on board (36 passengers, 61 crew), there were 35 fatalities; there was also one death among the ground crew.

The disaster was the subject of spectacular newsreel coverage, photographs, and Herbert Morrison's recorded radio eyewitness report from the landing field, which was broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The incident shattered public confidence in the giant, passenger-carrying rigid airship and marked the end of the airship era.After opening its 1937 season by completing a single round trip passage to Rio De Janeiro in late March, the Hindenburg departed from Frankfurt on the evening of May 3 on the first of 10 round trips between Europe and the United States that were scheduled for its second year of commercial service. The United States' American Airlines, which had contracted with the operators of the Hindenburg, was prepared to shuttle fliers from Lakehurst to Newark for connections to airplane flights.
Except for strong headwinds which slowed its passage, the Hindenburg's crossing was otherwise unremarkable until the airship's attempted early evening landing at Lakehurst three days later on May 6. Although carrying only half its full capacity of passengers (36 of 70) and 61 crew members (including 21 training crew members), the Hindenburg's return flight was fully booked with many of those passengers planning to attend the festivities for 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, causing a public spectacle as people rushed out into the street to catch sight of the airship. After passing over the field at 4 p.m., Captain Pruss took passengers on a tour over the seasides of New Jersey while waiting for the weather to clear. After finally being notified at 6:22 p.m. that the storms had passed, the airship headed back to Lakehurst to make its landing almost half a day late. However, 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 visit aboard the Hindenburg during its stay in port.

Around 7:00 p.m. local daylight saving time, at an altitude of 650 feet (200 m), the Hindenburg approached 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 crew, but would require more time.  At 7:09 the airship made a sharp full speed left turn to the west around the landing field because the ground crew was not ready. At 11 minutes past it turned back toward the landing field and valved gas. All engines idled ahead and the airship began to slow. Captain Pruss ordered all engines full astern at 7:14 while at an altitude of 394 ft (120 m), to try to brake the airship. 7:17: The wind shifted direction to southwest, and Captain Pruss was forced to make a second, sweeping sharp turn, this time towards starboard. 7:18: The airship made another sharp turn and dropped 300, 300, and 500 kg of water ballast in successive drops because the airship was stern-heavy. Six men (four of whom were killed in the accident) were also sent to the bow to trim the airship. 7:21: At altitude 295 feet (90 m), the mooring lines were dropped from the bow, the starboard line being 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. At 7:25 p.m., a few witnesses saw the fabric ahead of the upper fin flutter as if gas were leaking. Witnesses also reported seeing blue discharges—possibly static electricity—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 which burned on top. Commander Rosendahl testified to the flames 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 explosion 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 due to a broken rope.