The
grandest airship in the world, the LZ 129 Hindenburg, arrived
over the United States as a rainstorm was broiling over its intended
destination, the Naval Air Station in Lakehurst, New Jersey. It was
the latest struggle in a journey that had suffered powerful headwinds
across the Atlantic. The day before arriving, a fuel pump had broken,
prompting intensive repairs. Now facing storms, Captain Max Pruss
delayed the landing with an airborne tour of Manhattan (wowing New
Yorkers and passengers alike) and once more with a view of the coast
until the storm slackened.
By
the 1930s, travel by airship became the premier method of travel.
Within only a few years of their success, propellers were applied to
hot air balloons, leading to Jean-Pierre Blanchard’s 1785 crossing
of the English Channel. As engines became more efficient through the
nineteenth century, chemically produced hydrogen provided effective
lift, and the cost of aluminum dropped to make it usable for
construction, airships became more practical. Count Ferdinand von
Zeppelin became the premier designer of airships through his use of a
girder-frame covered in fabric. Germany soon led the world with a
fleet of “zeppelins,” which were put to the war effort as bombers
and spotters, although they soon outpaced by airplanes. After the
war, the zeppelin found its role as a commercial passenger carrier.
The
pinnacle of airships was the Hindenburg, launched in 1936. Its
guest accommodations were as luxurious as ocean liners without noise
or seasickness; in fact, advertisements bragged how a pencil could be
balanced on its tip while in flight. This luxury came at a cost: a
one-way ticket on its first season of seventeen transatlantic voyages
cost as much as $400 ($2,600 in 2014). Yet the cost proved to be
another awe-inspiring factor as only the crème de la crème of
society were aboard, such as politicians, businessmen, and boxer Max
Schmeling upon becoming world heavyweight champion. The Nazi
government seized on the propaganda appeal of the airship. They used
it to distribute fliers and appear at Olympic Games in Berlin as well
as a mobile monument to German prowess.
To
start its second season of service, the Hindenburg flew to New
Jersey with a half-filled cabin. Its return voyage was fully booked
as a stream of wealthy notables planned to attend the coronation of
George VI. Despite delays that caused them to cancel plans for public
tours, Captain Pruss was hopeful that the cabins would be cleaned and
engines checked for their return on schedule. At last he received
radio word from Lakehurst that the storm had passed. When the
Hindenburg arrived a few
minutes after 7 o'clock, though, ground crews were still not ready.
Pruss ordered a sharp turn to circle the field. A sudden change in
the wind forced another sharp turn as the airship made a final
approach. It was a race against time as a new storm approached.
The
Hindenburg came toward
the mooring mast stern-heavy. Pruss and his command thought nothing
of it; the airship had been designed to collect rainwater as ballast,
which often collected in the rear due to aerodynamic pressure. As he
prepared to order the ballast dumped, a quick thought about the
sudden turns made him wonder why the water had not shifted to port or
starboard. Instead, he ordered crewmen to investigate, which led to
the discovery of a broken bracing wire that had burst one of the
balloons. Explosive hydrogen gas was venting out of a flap just in
front of the top fin.
Pruss
ordered all external vents opened, which caused a sudden drop as the
free hydrogen escaped. The gas exploded as a pillar of fire above the
airship. Eyewitnesses among the crew on the field and press that had
gathered said that the Hindenburg
glowed beforehand. Later investigations showed that the glow was most
likely St. Elmo's fire, an static-electrical build-up due to the
rapidly shifting weather, the discharge of which produced sparks
necessary to set off the hydrogen. At the time, others took it as
divine intervention protecting the passengers. Despite the bumpy
landing, no one was harmed.
It
was a turning point for a long history of airship crashes.
Development in other countries had been stunted by tragedies, such as
the 1930 crash of the British R101
over France on its way to India, killing nearly all of the leaders of
airship development for the country. In 1933, the USS Akron
broke up in a storm, and its sistership, the Macon,
crashed in high winds in 1935. The landing of the Hindenburg
was seen as heroic and instilled faith in the public as an airship
could land slowly in a crash whereas airplanes simply fell.
Flammable
hydrogen was still a major issue, especially as the United States had
passed the Helium Control Act in 1927 that limited its export as a
potential weapon to protect American interests as the singular
helium-producer. Pressure from upper classes who admired German
airships encouraged loosening of the law. As trade ended with Germany
with World War II approaching, American airships became militarized,
proving unfit for combat but crucial for submarine-hunting, using
instruments and depth charges to render Wolfpacks useless against
convoys. Blimps, twice as fast as naval ships, served as aircraft
carriers for planes making forward patrol.
The
war provided a generation of new development that translated to
civilian uses as the Cold War progressed. Designers combined the best
of heavier-than-air planes, and later helicopters, with the efficient
lift of blimps for hybrid airships. Comfortable, if slower,
long-range cruisers supply worldwide travel, in addition to cargo
carriers that transport goods in a cycle following jet streams that
has been nicknamed the “orbit of atmospheric satellites.” The
demand for helium, typically obtainable only in spent uranium fields,
has many economists worried about the earth running out, spurring
interest to harvest on the moon.
--
In
reality, the crash of the Hindenburg remains one of the most
famous disasters of the twentieth century. In just over thirty
seconds, the airship collapsed as newsreels rolled. Thirty-five of
the ninety-six people aboard perished, and the public turned toward
air travel by plane. Airships today are largely used for
entertainment or research purposes.
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