Document text
4'69 lR°"- 5'12 ! 7 U.S. Departme H7 1f Justice
L-':;l'mf;:-I' Federal Bureau of Investigationililliia
Q At-ire . . .».-'='
Mrshingron, D.C'. 20535
VlAR 1 6 1989
SubjectotFlequest: The Hind-enburq
FOIPA No. /190-
Dea" Requester:
Enclosed are copies of documents from FBI records. Excisions have been made to protect information exempt from disclosure
pursuant to Title 5, United States Code , Section 552 and/or Section 552a. In addition, where excisions were made, the appropriate exempting
subsections have been cited opposite the deletions. Where pages have been withheld in their entirety, a deleted page information sheet has
been substituted showing the reason or basis for the deletion. The subsections cited for withholding information from the enclosed documents
are marked below.
Section 552 Section 552a
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See Form 4-694a. enclosed, for an explanation of these exemptions.!
£m£mtm , 36 3 pagesis! were reviewed and 3 3 Z page s! are being released.
Preprocessed!
During the review of material pertinent to the subject of your request, documents were located which
El originated with another Government agency ies!.
These documents were referred to that agency ies! for review and direct response to you.U b! ! A!
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El contain information furnished by another Government agency ies!. You will be advised by the FBI as to the releasability of this
information following our consultation with the other agency ies!.
FBIIDOJ
4-694a Rev. 12-4-86! -
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K! !EXPLANATION OF EXEMPTIONS
SUBSECTIONS OF TITLE 5, UNITED STATES CODE, SECTION 552
A! specifically authorized under criteria established by an Executive order to be kept secret in the interest of national defense or foreign
policy and B! are in fact properly classified pursuant to such Executive order;
related solely to the internal personnel rules and practices of an agency;
specifically exempted from disclosure by statute other than section 552b of this title!, provided thatsuch statute A! requires thatthe
matters be withheld from the public in such a manner as to leave no discretion on the issue, or B! establishes particular criteria for
withholding or refers to particular types of matters to be withheld;
trade secrets and commercial or financial information obtained from a person and privileged or confidential;
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with the agency;
personnel and medical files and similar files the disclosure of which would constitute a clearly unwarranted invasion of personal privacy;
records or information compiled for law enforcement purposes, but only to the extent that the production of such law enforcement records
or information A! could reasonably be expected to interfere with enforcement proceedings, B! would deprive a person of a right to
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D! could reasonably be expected to disclose the identity of a confidential source, including a State, local, or foreign agency or authority
or any private institution which furnished information on a confidential basis, and, in the case of a record or information compiled by
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safety of any individual;
contained in or related to examination, operating, or condition reports prepared by, on behalf of, or forthe use of an agency responsible
for the regulation or supervision of financial institutions; or
geological and geophysical information and data, including maps, concerning wells.
SUBSECTIONS OF TITLE 5, UNITED STATES CODE, SECTION 552a
information compiled in reasonable anticipation of a civil action proceeding;
material reporting investigative efforts pertaining to the enforcement of criminal law including efforts to prevent, control, or reduce crime
or apprehend criminals, except records of arrest;
information which is currently and properly classified pursuant to Executive Order 1 2356 in the interest of the national defense orforeign
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to the authority of Title 18, United States Code, Section 3056;
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or for access to classified information, the disclosure of which would reveal the identity of the person who furnished information pursuant
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testing or examination material used to determine individual qualifications for appointment or promotion in Federal Government service
the release of which would compromise the testing or examination process;
material used to determine potential for promotion in the armed services, the disclosure of which would reveal the identity ofthe person
who furnished the material pursuant to a promise that his identity would be held in confidence.
FBIIDDJ
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Ir. Connelley called with reference to this matter and stated that
Commander Rosendahl hge been VBTY;Seve;ah15_In;us_as_has-iha_Dapa:imeni_o£-Com-m.;53_§3EE1q§Ee.* he stated that thergiare two representatives of Senator Cope-iandve committee at ehurst, Golonellgartney and Rogergillisison, Hartney havingbeen a inted as Techical Adviser. r. Cdnnelley sta ed that he does not believeComnanggg Rosendallor the bmmerce Committee is particularly favorable to them,
but they have not taken any action against them except to listen to their suggestions.
Hr. Ccnnelley said that the first thing they had in mind was the foot tracks which
came in from the back gate on the west side of the reservation. There is a road
running along there to which the public has access but there is s barbed wire fence
between the road and the reservation itself. at the time of the landing of the
ship there were many spectators and automobiles outside of the fence, but after
the crash the general public swarmed over the field from all directions and it was
some three or four hours before a92ni1itary patrol was established and the public
was excluded. These tracks were found leading from this gate in the back where two
persons had undoubtedly climbed over the fence and walked into the reservation.
Hr. Connelley stated that it was first believed that these tracks were made by two
boys who were picked up on the seventh, but it was further learned that the boys
have no part in the picture and that they did not leave the tracks in question.
The tracks were apparently made by some of the people who swarmed over the field.
However, Williamson has talked with senator Copeland and has put emphasis on the
fact that these prints are there and evidently Senator Ccpeland has became interests
in it. _¥r. Qgnnelley stated that they have photographed theiprintspandpalsoataken
_Rla$er casts er and thatje could mdoub i_dentificatiog 11' ge___coulJ
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d92_find;the;personstp whom they belonged, However, Hr. Connelley stated that there
must be numerous other tracks of this kind in every direction from the reservation,
and he does not believe that they bear any significance but again they might lead
to someone who went to the post and did something there. Ir. Connelley stated that
one of the ideas advanced is that somebody went to the post and possibly shot the _____
ship down as it has been indicated that a survey is being made of the ground with a 92___...-.e1_.|1.1l__ J :~.:....1:...,.. ...,......,.. ,._... 4..,_ ,1..,,_115. 7" ' '-r" _ 1*<':. =_._ ;;,.q
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the suggestion that he assign a number gf enlisted personhel7tc_@ake a ve§yTc§;¬Tul:
sheet ofihejfleld _and iténas suggested thetiwetheipnt in:¢h§r¬g-Q{?;h9_invest1gat10%7 i /4 I.<~- .. I92/0PIss 1!Es1*sof;h:.;' A , . . . ii, f * "e J-;.~' §'® _
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to instruct the_menTwhat to look for, Ir. Connelley stated that that check could
be madedanywhere in an area of 25 to 50 miles if a very careful check was to be
conducted as the ship circled around the field for some time before trying to land
due to the lightning and the storm.
Hr. Connelley stated that there is nothing to show that the ship ever
touched the ground in the United States on the last trip before catching fire,
and that perhaps this point will be played up to Senator Copeland. Hr. Connelley
stated that Roger Williamson,_the supposed investigatgrifor himse1£_and_Hartnay,
suggested the matter of the Bureau directing the search_9f th§_£ie1d to him,_Connelley,
ii3_EetoId iiIIismson what onrgpositionlds and suggested to him that as the Depailr
meat Efdonmerce was making the investigation and the scope and egtent of thé.r
investigation had not as yet been indicated, any auxiliary investigation carried on
should be submitted to them and their plan of action determined to see how far they
were going into it.
Hr. Connelley stated that the field has been pretty well cleared off and
the possibility of finding anything besides tracks is very limited. He stated that
he could see nothing being accomplished in searching the field any more than any
other area over which the ship passed during the two hours it was traveling around
waiting to land. He stated that he has not discussed this with the Commerce Depart-
ment as our position has been purely an observatory one_with the possibility that
something might come up in the future. He also stated that he doesn't feel that the
Bureau should take the initiative to suggest to the Commerce Department that we con-
duct any investigation of the type set out. He stated that he was transmitting this
information to the Bureau so that it would be available in case an calls are received
from Senator Copeland, as these men will probably communicate all this information to
the Senator tonight.
Hr. Connelley stated that he was having stenographers trite up everything
that has happened to date and also Commander Rosendahl's statements of what occurred,
he being tin man in charge. Mr. Gonnelley stated that it is to be noted that Hartney
and Williamson did not request any investigation but just went to Commander Rosendahl
uni! trig! -l-Q |-1-%+ In-he +0 aecio-n +1-uelie man. nnnn'|'Ia1r n+.1:+.eH that +.hn nmmnnnr inrii...¬l|l.L92-A IA U 5 V A-I-I-I-I-I I-I ul-dd-55.4 use u Hvlidl-II évva-of-au7c>&Id _ lawn-v 'u927I-Iblw-av v:Vn?-riv92-:-:::::aa--92-In- -from-n-n-_sated is his confidential}: thatlsaisas notae1*ii1=u1§;lr-alesBesL1'ith t.1ie.ac,t1vi?@ia§
of Hartney and Williamson and Hr. Connelley also understands that the Department ofCommeroeCbmmittee also is not particularly favorable toward them. d Z
Hr. Connelley stated that he feels that the Commerce and Navy Departments
are going on all right with the investigation. He said there was some friction on
Saturday between the two departments, but that was caused by some of the ranking officer
and the Commerce Department is now actually conducting the investigation.
Respectfully,
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IIN EDGAR HOOVER 1, ' ~ , 5' T"""' "
PEF:CDche:-al Gm-ran of Investigation qi f -_ f ,
niheh Qtatas Bapartmant nf Jun!-ire 2
Hay 6, 1937.
Time ---|--qngn __
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HEEHORANDUH FOR THE DIRECTOR ; _ , a
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SAC Devereaux of the Newark Division telephoned me and said that a;flash had
just come over the wires to the effect that the rg had blomwgplin oindenbu _p _1_ -.
nidair Just as it was ab st, ,H,et_'_J'_¬i='sey. Ir. Devereauz
said that inasmuch as this is en's/i-sséi-i~ation§' he i.no3'3.ght-he--hee+evber-gs---down there and look the situation oveginpnéng é 3
I told Mr. Devereaux that he could go down there, but unde no circumstances
should he start any investigation sithout notifying the Bureau_of the_iaotsinvolved so that a determination might be made as to whether-the isrssaiis
justified in making an investigation. I told Mr. Devereaux that after he 1
gets down there and looks the situation over, he shq_ul_d__c§l1 us and ,adrise..--._. Ius of the situation. ,
Time - 11:55 P.a. .;o92f".'" _---or ..
Hr. Devereaux telephoned me from Lakehurst, and said that the H
started to circle the field_for a landing at about 6:19 Pi!=, <-}':;;-' '
indenburg
standard time.
After dropping the landing ropes at 6:25 P.l., the ship came in for a
u landing, and when about 210 feet from the ground, fire broke 0t, due to an
explosion approximately 100 feet in front of the rear fin. The dirigible
was demolished by the fire. Of the 61 members of the crew and
44 of the crew and 20 of the passengers36 passengers,
are alive. rwentihsix unidentified
bodies have been recovered, and seven bodies are still missing. The explosion
was due to a hydrogen explosion. The American Zepplin Transport operated the
airship, which was in comand of Captains Lehmann and Pruss-
Secretary of Commerce Roper is en route
minutes. Several high officials of the
appears to be nothing the Bureau can do
Hr. Devereaux wanted to know whether he
with him, should get a list of the crew
available for future reference. I told
on this matter at this time; that if weand is due to arrive in about 15
Navy are also coming there. There
at the present time.
and r. Connelley, iho went down there
so that the information would be
him that he should do nothing further
need the names of the crew, that
information sill undoubtedly be available from a number of sources later on.
I told him that at this time, there is nothing to indicate that the Bureau has
any investi;ative jurisdiction, and consequently, nothing s?ould be done in
750 Rev. 4-I7-85!
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FEDERAL BUREAU OF INVESTIGATION
FOIPA DELETED PAGE INFORMATION SHEET
Page s! Withheld entirely at this location in the le. One or more of the Following statements. where
indicated, explain this deletion;
Deleted under exemption s! ,, with no segregable
material available for release to you.
Information pertained only to a third party with no reference to you or the subject of your request.
Information pertained only to a third party. Your name is listed in the title only.
Documents originated with another Government agency ies!. These documents were referred to that
agent!-' ie5! for review and direct response to you.
Pages contain information furnished by another Government agencyes!. You will be advised by the FBI as
to the releasability ofthis information following our consultation with the other agency l1§!-
Page s! withheld for the following reason s!:
For your information: ____ __ _ __ _____ _
The following number is to be used
92f92 *.lCtl'l!_-his __,
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§ DELETED PAGEXS! §
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Nsshingtun, H. E. ,
lay 8, 1937.
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- Re: Hindenburg"
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¥/¢/K telephoned Hr. Connelley at Newark, New Jersey, and informed him that_Senator
Copeland had tele honed the Bureau upon receiving e call from Lekehurst from dhei 2' of his men, Bogsrkilliamson, who, Mr. Connelley informs, is e clerk on the
Air Commerce Committee. Williamson informed Senator Copeland that about 1,00
feet down from where the accident occurred, they found certain footprints which
Jzj were suspicious, but that the G-Men were not interested in these at all, or
| rare not impressed with the footprints. Mr. Connelley said th he knows aboutI this, having gotten the information from Lieutenant Commandeggzicheldorf, who.92§} said that two young boys, who had been down in the swamp from the field there,92*' climbed over the fence and were within about 1,000 feet of the scene of the
_accident when one of the guards accosted them and took them down to headquarters
¥ where Lieutenant Commander Reicheldorf gave them a lecture about coming into
-' the field by climbing over the fence and turned them loose.,._.
2 --. 92.. .3 g Hr. Connelley said that Commander Reicheldorf saw nothing in this incident to
' get excited about, and he personally sees nothing in it. The incident in
_ question occurred more than 36 hours after the ship had gone down, and before§*§> that time, the field was covered with tracks of people who were there and who
5 ~ gathered at the time of the accident.
J, -~£ Hr. Ccnnelley said that he explained to both Williamson and Colonegigartney
the position of the Bureau as Observers in this situation, and tol them that
I if they had anything they wanted us to look at, we would, of course, be glad
to do that, but in so far as any investigation is concerned, they would have
p to see Comnander Reicheldorf. Hr. Connelley said he is sure that these tracks
" were made on the 7th, for the reason that he personally heard Commander Reichel
dorf tell the man in charge of the change of watch about the incident. Mr.
Connelley said that he further referred Williamson and artney to Commander
Reieheldorf for any further information about the tracks. He said he is sure
that the Bureau can be subjected to no criticism at a later date in the event
' sabotage does arise by reason of our not conducting an investigation relative
c 17 ' o'no to get the names and addresses of these§
a
i'-* _ to these tracks. MI. 011-'18 _@Y 15 E 1 e _,____ _ W; ,_________ .boys ust for our general information. é? _ I 5 nnconnsn e mnnxnn * ._ __""
M Connelle said that nothing of interest has developed t ay. e any AH 1T- Y .»Department and the Department of Commerce had a little squabble today over
i h oin to hold its hearins first, and it WH5hiQb1l§d¢3a°d th?§ wh c was g g ~ 0 t . __ - Vthe Department oi Commerce would proceed first, and accordingly, -he nip _
D t t of Commerce for V58" " 92COP1ES1qBi:§>f§B;ti15ned over officially to the epar men - M b, .-_
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they may care to make of it in so far as an investigation is concerned. The
investigation and the hearings I111 start Monday. _
The Chief Radio Operator died this morning, and Captaiégehmann died last
night about 6:10 P.M.
Respectfully,
P. E. Foxwonm.
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nite?! Etatesrpartment of lunatic: _ 5
1300 Liberty Trust Building
Philadelphia, Pennsylvania 192'-
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Director, _ _ J / '6 Ge era ureau o nves iga 1o%kuB ;_; J§d,,, _*_F d 1 B f I t t ,,, lg
Washington; Du cg
" q- ls-H "'
RE: DEST31__lDH_nE_EHE_DlRl£IBLE
" '__s_ cs-e;-*- 5/P. ft O"e1».ns Z R1 WT;
Dear Sir: _. _r.
PERSONAL AND
92<@-~-.92_- -1-92
The press this morning and this afternoon con-C411 ,__.
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92
Director - 2 - lay 7, 193?
underground work aboard giant Reich liners plowing between New
York and Germany, and that the meeting would take place at the
Mecca Temple, 133 West 55th Street, New York City, and that
it would be a mass meeting, and that the organizer, who was
then April 27, 1937! in New York Harbor aboard a Nazi steam-
ship, would come to the meeting, guarded by American sailors,
and that he would speak, hidden by a mask. It was again stated
that General Butler would speak. ;
"The Daily Worker," issue of April 29, 193?,
printed an article entitled, "Seaman Who Fight Hitler," by
Rex Pitkin, which tells more of the contemplated Mecca Temple
meeting. The Pitkin article speaks of the masked man, how
Pitkin met him and called him "Karl," and that earl was a
seaman on a Nazi liner, and how Karl offered him, Pitkin, a
cigarette, and, after Pitkin had lit it, it went out, and
how Karl smiled and said, "Break it open," and that, upon the
cigerette's being opened, there was found contained in it a
'§ightly rolled, thin piece of paper. Pitkin opened it and
read a message to German soldiers, workers, and peasants,
telling them to unite against the sending of itler's soldiers
to Spain, etc. It was signed by Heinrich Mann, brother of
Thomas Mann, head of the newly-formed German Liberty League l
in Germany.
The article then states how "Karl" told of how
these cigarettes were distributed among the mmbers of German
crews on Gernen liners, and how Karl then exhibited a copy
of the organization's underground seamen's]eper, "Schiffahrt,"
and told of many such underground papers being distributed
in Germany in many industries, and how the successful strike
of fifty thousand American seamen in the United States was
forced, and how eight thousand Gernan seamen each month who
entered the Port of New York, left the Schiffahrt" and other
literature where they could be picked up by the crews, and
how they are able to recognize the Gestapo agents German
secret agents! who are on board every German liner.
The Pitkin article will be found attached.
¢
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f I~ L! ' L!
92
Director - 3 - iiay 7. 1937-
In the April so, 1931, issue of the Daily Work-
er," front page, there was published a picture of a man with
his face covered by a mask, called Hans Schmidt." Underneath
is a news article relating to the picture, with the heading,
"Fight of Anti-Nazists in Germany. Masked German Speaks at Rally
Tonight." The news article quotes Schmidt as saying, "We use
a hectograph with wax impressions. We get the news by radio
from the underground stations in Germany and from the Spanish
Government stations in Madrid and Valencia.
Continuing, the article states that Hans Schmidt
is not the masked man's correct name, but that he is merely
using it this week -- that Schmidt was interviewed by members
of the New York press ani that he explained to them the means
by which the underground German Seaman's Union regularly issues
news bulletins aboard hundreds of German ships, saying, "We
have such hectographs on every important ship flying the Ger-
man flag."
It stated that _Schmidt stood in the center of a
room in the home of Professor Margaret Schlauch, of New York
University, number 2 Horatio Street, his face fully masked
to shield his identity, and told of the workings of the unier-
ground system; that Schmidt was to be protected at the meeting
by sixty members of the International Seaman's Union; that
Schmidt's voice would be the first authentic voice of under-
ground Germany to be heard in America. It stated that the
interview lasted ninety minutes, and that there was present
a reporter of the "New York Sun," who constantly kept firing
qtestions at Schmidt.
Every issue cf the Daily Worker" since the ,
first announcement of this meeting has been carefully scrutin-
ized at this office, but nothing has appeared therein indicat-
ing that the meeting ever took place-
Ve trQ yours,
- - wins
Ne LGTDQQ;
Speci Agent in Charge
F: BCnc . SPECIAL DELIVERY
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. MY friend, Karl, a on al' _a. little eIt?rin tHUW'eYTi5TSe,TEling beer, end .'
*2 tallung about the wonderful victories the people of *Speln1-
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lanwere wlnnlng eielml _!r|_.nco and Hitler and llumollnl, ' _-"
_ Karl held out} package or cigarettes. §1:lnve one'l".he asked. __I'I2Il§l.him;d1dnt smoke. I"
"But you'll-enjoy this cigarette. "Ive mlde at anti-<,Iuclst tnMqc0."_ - .'*~-.' ' -I-= e- _'
Hesltatlngly and. curiously I lit the cigarette and pulled on ltr
It dldxft taste any dlllerent_tl1s,n_ other Buddenly it went'
out. .'_ _ -' A -' L . ._ 92
I looked at Karl In surpr1.se._ He lmiled. Wee thineone or thou +trick exploding clzereme--wmen bed felled to upleuel - *
Break it open," he suggeated, einpir-3 11-I-I large schooner ol beeri I"lone out why It doesn't burn. _ E '
Ijaore the cigarette apart. endIn -It; center between the tobacco
and its endswee a tightly rolled pleee or tnln |:aper._ I unraveled it I
end in amazement read: _ - l - I - Germanepldiersl workers and peasants! Hitler: ,_ c.r'lme"h.ae reached lie ape:|§ He it now eendirln German soldiers -'to Spain. This Ioreign admtfnture is for !M_ benet oj the traitorFranco. ~ - -; *
"You will be llmmhtered to "benet Franco and the rich men
of Spain. V Why mould the _3er'Il|ne q--Dh»0,6f¢ Frame:
enemies-be mule to ght for Franco against the Spanish people
who -are defending their democracy? i 3 - . . ., ' -
5-"Hitler uncle troops to spam not alone in the interest: of - 92
_ Spanish reucticmorles but also In the interest: or l-e_Ger'm-an I
cpilll-515. Hitler we embarked on the Spanish venture because e _1
__ he hopes for away out-but M; detect}: inevitable. » ,
92 , llorztournmellpe-gesl.helee.etwentonexpleln1nzlnconclle.~I~ succinct untenoes the reasons any German troops should not ngl-at II
Hitler": and Franco: war in Bpaln. lg; Heinrich Ma.n:n..__
be-other oi Thoma; Mann, distinguished novelist who just; lit?" JLtn"e1-ice";Int veek-end. Heinrich la heed at the newly termed German Llherty IParty,,the People; Front. movement. L K K " c -
. .., 0 u a ,0 - --1_ . I1. looked at Karl in amazement. -- '- -- ~ - J
Tere are many of ugj he said, who are very polite.
We oer our oolli-ice 1ET1T's'e92 orewilzarettee at every opportunity."
tnn"1sblIe£:92Ies"llte'out e1:arene1wé'rs"'m1TéE They are very Queue
tor them, -and we nee that they receive them regularly.1gQLm£!e_9w.menm__ g." he continued.
- "J" olrullv mm-=__1l 1 mint to 1&92$..2_11.* -91 W in * P11 WM"'1' liyire iure t»o'ncl:_ih?E:T He held up a Smafmmr. ""L ee #m- *1» w=<1¢11~ =*<1I " I E
:i__'1e_r_e gre3;grLy__euel___:_ggJ11ers_1n luau; ea. He use from the Iwow; ~~* I
ALL INFORMATION CONTAINED
HEREIN IS UNCLASSIFIED
DAT .-e=I;_le.ee -Z Q »q $> ¢5g ,
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m_i _ ___ _ l _ _~-4 q;:- v- -"'*' U " "!_l.A_!Jl§IJJ.l-Th¢_,ga|:_u1'nmznt U009: on IM :
lave 4; their opponeuti u:c1u|lvsl1r~ltc1ian-¢roopq._1']g;;',.*
p¢ic¢fI'l~t6db1ha¬f-dc!u¢£ncultadialqQ.'pltnf,th¢l¢ll'0011¢ ,_.~.*' _' " in the nth; province. _-.,- ,,_ ' _ _f' . _- ' " ""7? 3
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- Here on DICE thile wls I Irhclepnge or letter: mm Germm aqn-
I-4 .. men amnum; _the m shard theermm -
. ;h1ps.Hére0np92¢eI0ufIlB92nIl1;lGleU!lQd DieDQutQchl°i§f'p0dUOn,"'WI'1tte.n lqy Heinrich mg. um here 1m_I!§"EBc1e reecunb ~
U ing le I-"u-ii: u1.'I.ui 5-ii."'w' ¢'q"n'-1-in as-me.-: sin: = 1*.-u=.~=
- ' 111'-EU»!-11' of the demands that they -lowed Imam the And V
on !.he.=buck two pica: were article; desmibinz briey u! clearly ;92' Ems: war iglinztihe Catholic and-Protestant. churches . . y
German acumen conga to New York Iulrbpr A -1
~-ever-y-month, Ker told me. "And there in: n Iblple boat that 92
é imam Um harbor that down: iuwe iii oiier"
uqtets warmed about in places where Qmuben 0J_ tn; crew are .. »-
=';;i92lT8"l0 II41.Ul-8I-- . , §"-'§,':|'.r 1.-,_=,__._ ' _ -__
:~ é "We are. oy .cours,e, -unable -m-mun l¢rgc_1_mt_on l, §h Iy -1crbldden.._Jt u asnwm sometime: to even A 1
* Milk to member: of the c-rem. Wall; have aura. _ - - -'
So papers and magazine; are our but organizers. They are -
cm: mu. an qui¢1'?¢?c',"'iF¢¢ mm um in reach Germdn seamen. .
And believe me German worlgen are mmgrw for our Htaa.ture."
.But ism It G dangerous hummus. distributing undu-ground
mabérial? I asked. ' _ _ _ A ~ -' -
. ' -¢-££_1Lgg1Lse__._ We are at =11 Hme'.¬*92qers_'cu'etu1. mm-y pm» 01"_ literature, eve_11rA1e&_et _and every at is put nbonra I. boat tr' ca.re_1uJ1,y_ %1§t.eq. There are Gegtapo agents on every boat. and we .1 1i§ve.f»°wa_ _Qnr$T-3T ' '* _ """-_"' - -- "-'
;_;' _ _"WI_|-an I :d1__u_>_£LI don! 1'l§G-fILlf- theegrmn nag!-Nut: '_ nbp_¢ra_ tn; oceqnwoinq Ila-era. _;w¢ m¢1a¢=;'-"u1I'Ili»?"Jlmrica-a" -, = f__=-.=p:;-¢='ter: of the f gm Maésest .1221!-'5"w"'... ...:;. It to malesltrick cigarettes and to pr'Lu?£' the s¢:ug=nr:._92vp1¢i*m'Zn"dbrT't nuke '
mpch, _and ejven a third _of that is directly Mud by themint. ' ' '; '-- _W __'-so out mu-um mq. here hm mm: togelber in an mai- inpion called the Anti-m i§_ie;mg_n___ to raise_ iheiaiiiii in -zap aur ac»- is 3-sing. '" 1
{*WE ey'm running 1 benet poncert and 1-my Friday
'ni_gh't. at Mecca Temple to keep the bun ro1l1ng-as you my here inAmerlaa. ' ' " 4 -
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Will you "be there?" I asked. 7 ' " '"
1 Oh. no, thats a ticklish business. Ifdont wantthe
Gestapo agents to nd me at In Int!-Nazi 1-a}1y in New Yong. It
would do my health no good when I get. blot to Germany. "gsixty American seamen. He will tell the sfnry _o£ oondltlm in Ger-
many the ' -- .-92 ximmua ms siem of beér. "Prnsit,"Khg_'_|92id: ' _ ' "
L _- - _ - ."But one at our leaders will be 1e.l'B,.l;IiI-Sled and pmtacted by .1
In his ewes ma; a famum; 10072, and I aqua me that he was -
" V winking of 1;omorrpjnwhen the paple pi Germany will. unite - j
in the new Liberty Party and will again c't¢¢b_lL9h Q jl _g !
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1'-I1¢;~.:-1, -' -E ' = --.. .-__.". __ ' ._._ "';_"_ ;'-__~__--__-..- -___'1--..-_:.-_."i* .- -.-._-____ I _ .0* *¥~ E.; BEE . .'W-*1" W -"4"-1...!ii?45?4"!T!-¥*;E1!*?¬9E!§-- 1.-Mm Wm T%%%%2 1ib1bbALS éA%£ niéjntui5AS é§R§§f5§ %AiEbtLPu1a P i1x#¥*U¥= o§iiitS;é}Afz»f:§§I§§o§§§§lEQE§I~¢é§;iEIik6§AitéivétiouOrno§
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NORTHERLY DIRECTION; -- SITUS OF _ EOOT PRINTS REFERRED 1'0 BY COPELAND- " . . . 5 .,92-, ..-.- -4 . ., -. ,_.4 - -_'_v - -- ~....v . . - _ - -. .- -- _ . :' -;..-3.,_. 3. L ___. . ,...,.,_ .f_.,.
comrrrtz INVESTIGAATOR ARE Locattnim-a w£§r£RLY nrazcrzo AND IN rn£--H _, ! .7 __=_. 92 _ ___ _-. __: __ _ __ __ ; _ . . . i- -. - < .. - - -. - ~_- -H
_posT OPEN fqnrlon or RESERVATION, LAnnIb_cazw PERSONNEL INF0RM'THAi:E
AT 11$: or uiunzuauac APPEARANCE AND ATTEMPTED LAn1Nc_tnEr£Ncz Aunjfl
OAD BOUNDING SOUTH AND WEST SIDES -OF RESERVATION WERE-THICKLY POPU"
, - . ' l - _ -:1; -_: - .-._'. ~- " ' I
LATED BY SPECTATORS IN AUTOMOBILES AND I'I_'__UAS ON UEST SIDE OF RESERVA-'
. -_ - _, _A.¢_____ _ N y.¢ _-- . . _
_"9292 QIIIIGI I W 2!! -II;_I'92 F lIP92IIITII'I'-I92 Q MIN .K' I II. B A I1.l.Ull 11151 _ IUUI I,-Kiulb FL!!! L U11ULU DI 'b'Ul"L.L.N ;_ -' ._. 1 " .-- "',_,..___ ' '__.. . ~,'. 1» _ I ---- - ~-
Puorps TAKEN pf runs; P$INTS_AND tomonnqw grioprs HILL BE MADE-T0 MAKE
casts THEREOF; LNAVY PERSONNEL swat: THaT en§cnAsu 0F%HINDENBURG_£NTRY
was MADE T0 ru£"Rr§zRvATipu_réom ALL srnts BY spzcwgrons AND THAT THIS-
-/_ _.--3 1 . . _ '4 . -- - _
ENTRY INCLUDED THAT LOCATION -WHEREIN PRINTS WERE N FOUND, ALSO THAT- -6 M. .. .__*......,.F 'f1_.. --IE-';--»-~ -Iv»-~.--- -- '-=--~~~.g_-l*~:" "'1: _f..2 '_'._'!'._. .. ...._..-_. _.L'I' £- . _-.-.1-1.. _ la./5 fwe »- as r» - "' __ __ .,, -1,? !<-- -,-3» y» - -- - '
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Time - 11:15 1.11. FLAJIJ I:-Fret-v.»-1 __-,____-_;__;__ g, ,-,. ,1 a ,_ Z
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Initrh Qtstns Bzpartment of lactic:
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lay ll, 1937.us -
92
1 I r,"rw""IU'92? CUKTPINE '31; ' u " = E
1;~,-1:3 PI!-{Q M
Be: oi.ndaib-org. ' C . . '5' Z l ' -7
I- I telephoned Ir. Connelley at Rewark and told him that when I ad an
mitted to you his comment last evening about the above entitled matter,
you wanted _.to make sure that Ir. Connelley had made our poeition clearto Gaptai92j¥92'H0senda1il- hr. Connelley said that he has by all means made
perfectly clear to all parties concerned down there the exact position
of the Bureau. -I told him you wanted the Captain to know with reference
to his indication he might want the Bureau to make the search of the field
that, of eonree, the Bureau could not ecneuct sh investigation at the
request of in Congressional Committee; that if the Captain himself had some
interest in the matter,we perhaps would take a different attuie towards
the situation and would give it consideration. -a '
I mentioned to Hr. Connelley that while the office was at Trenton, we
conducted some kind of an investigation or received complaints that
people in that vicinity were taking shots at the various blimps and
dirigibles around there, and that I recalled the shots were probably
coming from fishing boats out on the see. Hr. Gonnelley said that
while he did not see the actual ship, he understands that someone has
taken a shot at one of the Army all-metal ships. Ilr. Connelley said
that it will possibly develop later in this investigation that someone
will say that they saw flames coming out of the ship as she came over
the field the first time. One of the officers to whom llr. Gonnelley
talked indicated that he thought he saw flames coming out of the ship
as she came over the field. Ir. connelley further said that some farmer
down there took a shot at one of the Army ships there, and then called up
the airport and told then that if the planes same eve:--h.is@l%--%..ir.-,"".1r.*was going to shoot at {.qhEe¬Oiaig!aEi{!i.& INDEXEQ] ., "0.clJ._ Q if
Ir. Connelley said that the Commerce Gommittet a.nd;_ hCs12taj,n92:1tqsendahl;a'& =hsl
men look upon the Congressional Committee 80159 1'lQiQ1llO_, ,_H_8_ that
Captain Reeendahl was very much incensed over}the factihelu the Chdgressional
t e would eve est to the Bureau meri wha we d o °° i °° W35 _ . *1; ~ §!j?9.$i?-it-»_1 u:I*Pi.1J4Wwords, he feels that if there is any Agency cegable of oin
the situation, the Bureau is the agency which would be capable of oing
-'* ---L -- --1--8347- Q--'---'-:4:-92--H 131-1---92'I'I--vii! 1'-In} f'|l92v92~nn1-in-0 ¢|n§A +92r92n§ 11:: IlBIlD11D any uutoiuu bugguoblulxne nu c.-vex, ma. 4». vvsu-zuJ.4.u; on. -A uuQ92.rLuw J-ékeeping his relations with all parties concernee gq_i>:t1~-t.1iai.s 1natter"'on rfriendfy
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Iemo for Director -2- 5/11/3'7
Ir. connelley said that Hartney of the Congressional Committee got himself
-use-t--lunl-owl -Q QM can A-In HQ nvnmnnna n.1lIIa'I'l-inn no-u in I>lan-l- n-nnn<I+-er 4:IllJ!|'92J¢l|-l-l92|IU92|l- QB u»uI.l.wII4. VA-I U140 Uvuuawa. U9 92I92IlllB-LHIIGG nun -51.5 ll-92n.u um.-:u»u4.u; *0
privileged to propound questions of various kinds to the witnesses. This
he has done on occasions, bringing in e bunch of theories Ihich he personally
has as to hon this Istter could have happened. - - .- - -~
I told Ir. Oonnelley that of course, the Bureau cannot conduct any investi-
gation for the Congressional Committee for the reason that the Bureau 18
without pO'Ie1' to do so, but the relations had with the Bureau men by these
other persons should at all times be kept on s friendly basis.
Ir. Gonnellsy sdd that the hes:-irgs are apparently going to be held every
other day, and we will keep in touch with those. He said he will probably
have Vetterli and Deveresux attend these sessions while he attends court
at Newark on thgmatter.
Respectfully,
X/"
UM
E. A. Thllll.
4" J
92
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WRAIIIYEONSISTE9 OF APIPE W|1'H SEP-
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ALL 1:-u=o:=;:-".r~;r1o:-1 C-ONTAINE19 *-5;,-,11 T37?-5 IS --JG "-,3-'.~J.EIED *5? - ;.1¢ls.?..f1_.:*;;p1.ie.$ em {
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ensues as an IN
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ssenons SUITABLE
rue womcsnor on
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PUT UNDERTHEM ON SHIP
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mmso mus
COMWOTEO
Ewmns ARREST ran. mo Yarns,
THE AMERIGAN GOVERNMENTTHE -SEQREYS
HE KNEW or rue Guzman an av-wen Hausa
TURNED OVER. asvenm. mvsur-one, one
0F WHIGH RELATED TO I?-IE LOADING OF
man EXPLOJIVE snsus Bsanuse
OF THIS Am, 02 Scutli was
GWEN A uanr ssursuce --as HAO
To ssnve ONE DAY m FHE eusroov
OF N E STATES MARSHA
The Assassms of S11-darDR SCHEELE
i Ii _ :HM*~l lling Ia 9,. .- i'_éi'-:; a ~
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Says the Legend, but 4 Touch »_
of Harder _'lVas Not £m;1- _-.- .-
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W . urday - night, a '
middle-aged woman en-
tered the police station in -N. no =8. bf92 year I923, a'Sat-* '" "
iaide of the Thames, tac-' " '.5v92
ingPa1-liament. .
She gave her name as Mrs. Karrie,
and told the sergeant in charge that
_she was worried about the continued
absence of her landlady, Mrs. label
Edmunds, who kept a thresstory. 5
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Iomhlrl drew him there '
every day to watch his friend '
plead for his llle
.;, _;:_r»o9;'§: "rs. was tom. fnqa A >;-1%
- _,__', Driw: in Pair, new -"~ "j'*=".'"; "T "
=1 1'.r_::
La.tn.beth, that district of _ o
London on the Surrey "
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rooming-house in York Road. She ll
left suddenly and her rooms were no
padlocked. ~ - - A
Mrs. Norris occupied the room ne
to Mrs. Edmunds,.and since they we"
separated only by p folding door, ll
oould not help hearing what went r
next door if voices were raised. .
On Saturday afternoon a week pas
she heard Mrs. Edmunds having
erce argument with her nephew, Fr;
Jesse, who had been living in the hour
since January. The quarrel was cg;
cerning the sum of forty pounds whicl
Jesse owed his aunt. They hurled bit
ter names at each other and were stii
heartily at it when Mrs. Norris had tg
go out to have tea with a friend.
She returned to the house at elever
/The rst thing she noticed was the
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you! 1--" And thenblood-
a changeteame,
went to makes pretense c_>'£_¢;%_l3asement
these new wiu1'*rhe.;...;§f~0f
lilgltd on the photograph.s1~~cirom "Axel also."-His __attcmpt tot kill -Mrszf; __ _ _,
Axel tiny bits of_-_; and Mrs. Aclcerrnan by_poison.'"*1:-;-¢er:..' _
Ioam appearing at the earners A~you'e_an'lay1:o hatred.his trap mouth. ' T, _.¢I_. _ ' --__-7 3 _~]1c iii 9. twisted sort of Puritan, 1-iii: '1' .- *__--
Yee, there they ere! Do they B9l'.'._.'.';_T_gTOW11-7'.-§:_if.ls;;l';..sl:.L;:..E;;:._-2?»Q;-is us?-~__i 1 Q--Q? - -
with yours?"- '1"-,<,> -1-,.~ _ Yah, those- ,--And the culturedes, damn you all, they d_o! '_heW_Axel__'delivered himself of a_ _w_92_1_ordfor_ _ k U
his heavy voice suddenly isvoinen which came straightfrorn le'-
to as almost falsetto pita. -"Gr:-92.l:'=h-.n which ':.".i"ht mtterhaye-*her! 1 wanted Cauute -deadg92.stayedebaI:k-there in'"d;ssic' semis
I I hated allot themignora.nt_
fools who could make money l -= T
And then, still struggling frenziedly,
he tried to throw himself on the"
ground. For a minute the police tried
to hold him up. Then at a sign from
Masters they ' dropped him with a"
thump zmd fe_ll on top of his threshing
arms and legs. Tremblingly, Lieuten-
ant Connor snicked the bracelets. .
Well, there is your murderer, Mr.
Canute Rygaard, your own half-
brotherl said Iigger gravely then.
He had the knowledge of an encyclo-
pedia at his command-and the up-to-
date information about poisons and
bombs which the experts who wrote for
Colombian Senior, would give him
verbally, without a thought!" .
Axel !" cried the publisher, his
voice breaking piteously. - ' 7
G0 to the devil, you ignorant hypo-
crite!" snarled Axe] from the ground.
Just "because you were lucky enough
so make money, you could patronize
better men E" " l " i i
Never mind him. H65 almost in-
but not near enough so he won't
the chair," snapped Masters. He
_ your fortune, and that of your
He planned to kill you both, and
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But Mrs. Aekerman only icked the
ash'froru.the end of her little cigar,
down into the livid face on the ground.
Then shetumcd away with a shrug.'_92
All right, you can take him away,
said jigger. He will be one of the very
few criminals Ive encountered, whom
I'll be glad to know_ is electrocutedl
Hui" _ _ .. ' . _ _ .
- Q/ell, that pleasure will be denied
you!"-snarled Axel, "but in a fainter
voice. "Did you imagine a "man of my__ Q
.'_...'; ' ¢
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: __a92:;..>;..=....
' .:-. . .:-
caliberwouldexnbark .
=withoutcertain-precaut?" ~_'; ._"
_ That last word was never
Shudders suddenly attacked re-
cumbent editor, and all the strength'of
three police could not prevent his
fro:-n arching; and the death struggle
from going its twenty seconds to the
end. _- .
_ Later, on the little nger of his left
hand they found his cameo ring had
been twisted and the at-cut gern de-
pressed. There had been a tiny needle,
and a rubber sac. More poison. .
N0 one ever was sorry that instead
of a frenzied, contemptuous half-mad-
man prisoner, a corpse was carried to
the police car, and out of the grounds
of Canute Rygaard's estate.
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H.1-' ~'Y* ---A----_e-__--- _- »- I __- ~_.~, ~_'___ 7 _ _ _
. W FJOHN EDGAR HOOVER I
_ DIRECTOR 1 . - ' --' .
. Hrhsral Em-ran of llnurstigatiun '
_ '-linitch stem Erpartmrni nf Snsrr
TDQB'GL ashingtnn, B. OI.. may s, 1937.
IIBICRANDUII r-on ma. -rozsou.
mu .c ~52 " >ms Hopkins Hospital ofen e trsinin ' school Baltimore called he, c is on th g
staff! and wanted to tender his services in connection nith the
sir disaster Ihich took place recently.
He was informed that, of course, the Bureau
had no jurisdiction in this matter; that the investigations in
this regard were under the suoervision of the Havel authorities,
but that he could be assured that if any inquiries were made of
the Director for a person well qualified to act in this manner
he would surely keep his services in mind.
w!stated that, of course, he did notwent to appear for and he realized he would have to be sponsored
by someone else other than himself, but that he was very much
interested in the matter; had certain ideas and thought possibly
his services could be utilized.331 U
Respectfully,
T.D.Qumh
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llay 12, 1937. _ '
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Re:oHindenburg. " . - > e. . .
Ir. Connelley telephoned me from Rewark, ew Jersey, and said that Mr. '
Vetterli and Mr. Deveresux had just returned from Lakehurst Iher they hadattended the hearings. During the course of the hearings, Southérimble
of the Department of Commerce suggested that the Department of Commerce
committee could possibly use the Bureau in conducting some investigation
relative to this matter. He suggested that the Bureau could get a list
of the passengers, find out from them who was there to meet them, and than
interview those persons as to what they saw. Then, too, some news photo-
grapher took some color pictures of the disaster, and they want the various
photographers interviewed to determine what they sew. In other words, they
want the Bureau to go out and do the leg work for them, while they sit
inside and ask the witnesses a bunch of theory questions. Mr. Trimble
aid h th t if th B ld t v thi in +1 ti he s , owever, a e urean cou no co er s vesl gs on,
could probably get his own inspectors to do it. Hr. Trimble made thisrequest orally but formally of Mr. Vetterli tod ' Iback today RE __ Q Q / A ' coennn & INDEXED re, _¥ L as
Ir. Connelley is of the personal opinion that we shou1d'h6t'accept !thi'sW9~'~3F-92|Oi*situation for investigation, but that the proper perm tafonw thej .investigation are the inspectors oi the Department-o xmerce. / /* "'*'
' r~ l-A -- 1 ; ms
I told Mr. Connelley that we would be talking with you Qn_A_e' _lgphgnea few minutes, and that I would discuss this situation {gt . d"decision in the Premises. g e 1? £6 j p_pTime - %e/ Q0?! gs, .
I telephoned hr- Connelley back and told him you had suggested that Hr-
Vetterli get in touch with Mr. Tri-able and suggest that the Commerce
Committee can get a list of the passengers from the zeppelin people
themselves. I told him that you are somewhat hesitant about saying "no"
point blank to the request for the reason that the President has requested
all Governmental agencies to cooperate 1, but that you believe if someone
talks to Trinble and tells him that the Bureau will be glad to work with
the inspectors of the Department of Commerce, thus indicating a cooperative
attitude but not offering to ac ept the entire responsibility, it will he
all right; that if they want to put a couple of Commerce inspectors on the
job, "e will put a couple of our men on the situation to work with them
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up... as. he ___n___ I!IBIBQ I01 .UlI8G'DOI' "£-
and interview as many of these people as we can.
Hr. Gonnelley believes this is an excellent idea, and said that he would have
Hr» Vetterli see Hr. Trimble the first thing in the morning before the hearings
start and put the proposition up to him as outlined above. Hr. Connelley
believes that Hr Trimble Hill think thia is all right, end lill ugdoubtedly
agree to it. _ e
R fully,
E. A. T
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Irhrral Burma of Immstigsiiun
linitrh tatrs Bspartnunt of Jluatirrz
956 Raymond-C ommeroe Building,
Newark, New Jersey.
Hay 17. 1937 -
¥ Director,Federal Bureau of Investigation,Q . Washington, D. C-O
s1=.:= E330; or gsssxg mxmsusgss.
Deer sir:
There is transmitted herewith the original and four copies1' emorsndum prepared by me regarding the testimony of variouso e mwitnesses who appeared begore the Board of Inquiry representing the
withDepartment of commerce at Lskehurst, New Jersey in connectionthe instant case. This testimony was given on the dates of Hay 12,
13: 114- nd 150
Very truly yours,
w. s. nsvnnmux,
Special Agent in charge.
WSD:ML
70-15
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,¥EMORa§UH FOR TH BEEQBI
Hewark, new Jersey
My 16, 1957
Following is the testimony of the various witnesses IhO
thus far have appeared before the Board appointed by the gepsrtment of
Commerce of the United States, which Board is headed by south rrinble,
of the Department of commerce. It will be recalled that the testimony
given before this Board on May 10, 1937, was previously submitted to the
Bureau by cover letter of Inspector E. J. Connlley. The following re-
presents the testimony given before the Board under date of May 12, 13, 14
an 15, 1937.
On May 12, 1937, Lieutenant Raymond F. Tyler, First Grade,
U. 5. levy, presently stationed at the Naval Base, Lekehurst, New Jersey,
was heard before the board, and he testified as follows:
That he was on duty on may 6, 1937, at Lakehurst, New Jersey,
acting in capacity of being in charge of the grcun crew, which was made up
of Navy personnel and civilian personnel.
Lieutenant Tyler stated that, regarding his background
' insofar as lighter-than-air ships are concerned, he can point to nineteen
yeare' association therewith. He informed that during the World war, he
served as hydrogen officer at the American Air station on the French coast,
and was in charge of the manufacture of hydrogen for five blimp type balloons
which were being used in coastal patrol work. After the war, Lieutenant Tyler
continued as an officer in France for one and one-half years, and he then
became qualified as a pilot in non-rigid airships, and was subsequent thereto
stationed at Pensacola, Florida, at the Navy Base. Following this assignment,
Lieutenant Tyler was assigned to the Balloon Corps that was affiliated with the
Atlantic Fleet, and on the completion of this duty he was ordered to Lakehurst,
New Jersey, for active duty with the American airship Shenandoah. He states
that he observed on this ship from the time of its conditioning in the fall of
1923, to the spring of 1924, at which time he was againizransferred to Lakehurst,
New Jersey, for duty, which duty had to do with a smaller type airship.
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Lieutenant Tyler stated that except for a 2-1/2 years sea cruise, he has
been associated with lighter than air ships in some form or other since
the year 19166 During this tine he served fire years on the Airship L05
Angeles and in the fall of 1935 he Went to Europe with the Navy Balloon
Team, at which time this Team competed at Warsaw, Poland in the International
Balloon races. Following the Balloon races, he stated he went to Friedriohs-
hafen, Germany, where the Eindenburg Airship was built, and at that time, he
was taken on a tour through the Hindenburg by the son of Dr. Hugo Eckener,
the Germn Airship technician. During this tour, Tyler inforxmd that he
was observing and obtaining information on the operative apparatus of the
ship, as well as its general mechanical features. On this tour, he stated
that he was given free access to all parts of the gindenburg.
Regarding the crash of the Hindenburg at Lakehurst, New Jersey,
on the evening of lay 6, 1937, Lieutenant Tyler related that word had been
received at the Havel Base, Lakehuret on Ray 5 that the time of the landing
of the Airship Eindenhurg had been changed from 6:00 a.m¢ on the morning of
ay 6- Prior to the receipt of this information, all of the sround equipment
at Lakehurst had been retested and found to be in satisfactory condition.
It was decided that the Hindenburg was to land at 6:00 p-ms on lay 6, rather
than at 6,00 sens; that this §=QQ Pele use Eastern paylight saving rims, and
at 5=0O p.m., Daylight saving Time, general quarters was sounded, and the
ground crew assembled to receive final instructions for the grounding of
the Hindenburg.
According to Tyler, the ground personnel was broken up as
follows;
Six men making up the mast crew, ten men making up the yawl
line captains, tee men on the nunher one yawl guide, two men on the number two
yawl guide, six men on the main wire guide, four men on the yawl guide coupling
party, forty man on the forward car yawl guide, thirty men on the stern yawl
guide, thirty-four men on the forward landing lines of the port side and
thirty-four on the forward landing starboard side, thirty-three on the stern
landing port side, twenty-three on the stern landing starboard side, one on
the passenger exit, one a truck driver, and five on the tractor that was
mounted on rails.
u~According to Tyler, each of these details;::Lsupervised by
commanding officers and all of these group leaders had had previous experience
with the landing of lighter than air craft, and all of them.were at least of
the rank of chief petty officer.
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Regarding the civilian personnel which helped make up the
groun crew, Lieutenant Tyler revealed that a majority of these individuals
had made up the ground crew that operated at Lakehurst during the summer of
1936 and which ground crew had grounded the Airship Hindenburg during that
period of time. However, none of the civilians were pleced in key positions,
these positions being maintained by Ravy personnel. A
on the afternoon of Hay 6,0 vJQ..&@...¢...-.-l- Il-¢'lQ- Q5;-I--QI yhwuuuunuu ;s.vs DUE-HUIthat he recalls that the wind was light and ;arisble and that it was blowing
from two to four knots an hour. After the ground crew took up their position,
it was necessary for them.to shift to 60 degrees to conform with the wind. At
this time, the sky was threatening and light winds had set in. Due to the
fact that the Hindenburg had not yet hove into sight and rain had started to
fall, the ground crew was recalled to shelter. Ihen the rain slackened, the
ground crew was re-assembled and again assumed their positions. After a
twenty minute period, heavier showers set in and while the Hindsnburg had
already passed ever the field, she was then out oi sight, and it was deemed
advisable to again recall the crew to shelter. This last shower lasted ap-
proximated forty-five minutes. At the end of the forty-five minutes, the
rain practically ceased and the sky indicated a third clearing. The ground
crew was then again ordered to take up position on a heading of 70 degrees.
Shortly thereafter, the Hindenburg approached on a northerly head, maintaining
a height of from five hundred to six hundred feet. at this time, the wind
again shifted to a southerly direction and the ground crew was re-formed,
accordingly. The Hindenburg swung to the left, making off toward the south,
then turned to the west of the field and swung left to a position over the
0fficers' quarters, and she then made her approach towards the mooring mast in
a southerly direction. In the meantime, the Heon indicator which indicates the
wind direction, showed another shift of wind and the ground crew was
cordingly. It was noted by Tyler that during the ship's approach to
mast, the after motors gave the appearance of being operated at full
reverse in an effort to check the forward momentum of the ship. Themoved ac-
the mooring
speed in
ship was
brought to e standstill approximately four hundred yards outside of the outer
Hindenburg circle that surrounds the mooring mast. Tyler also is of the opinion
that the forward engines were used in reverse for a short period of time, but
that he does not recall that they were used just prior to the time that the
forward momentum of the ship was checked. During the approach of the ship,
Tyler testified that he noticed that she apparently was heavy in the stern, and
that water ballast was dropped aft. He stated that the starboard trail rope was
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dropped at exactly 7:21 D;S.T., and this was followed immediately by the
port trail rope. These ropes which Iere dropped from the forward part of
the ship appeared to be very dry and gave off dust at the time that they
fell to the earth, even though the groun itsdf was soaking wet. At the
time of dropping these trail ropes, Lt. Tyler is of the opinion that the
Hindenburg was two hundred feet in the air. The port trail rope, upon
striking the ground, was immediately taken up by the ground crew, and was
coupled to the port yawl guide line. The port yaul guide line rope was then
passed around th niggerhead of the yawl guide tower and a slight strain was
taken up. The forward group took hold of the guide ropes pending attachment
of the yawl guide ropes. After dropping the trail ropes, Lt. Tyler states
that the ship appeared to rise and started to drift, but that this drift was
checked by taking up the slack on the port trail rope. The starboard yawl
guide nose was still unattached but was being manned by the grounding crew.
- According to Lt. Tyler, the list aft in the stern is not a
condition that is unusual in airships at the time they are attempting to land
but usually every effort is made to trim an airship upon landing, so that it
is on even keel. '
He did state that he noticed all of the ballast discharged
from the Eindenburg upon her approach was discharged aft and it Ias his re-
collection there was only one discharge of ballast. '
He also stated that to his recollection the rear trail ropes
are attached at a point forward of the lower fin and are used primarily in
hauling the stern down to the ground after control of the ship is gained at
the nose. Tyler states that he is positive that no lines or ropes were
dropped aft from the Hindenburg nor had any portion of the ship aft touched
the ground prior to the explosion.
Getting back to the landing operations, he stated that the
starboard trail rope was about to be attached to the starboard yawl guide,
and that in connection therewith, it was in the process of being attached
to the niggerhead.
. In his opinion, the ship was definitely under control of the
ground crew at the forward points, and he states that the ground crew was
ready to land the ship.
Regarding his position at this time, Lt. Tyler related that
he was forward and slightly on the port side of the ship facing aft. While
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his position, he noticed e burst of flene just ioreerd or the port fin
and just above the longitudinal axis of the ship and further that this burst
of flame was followed by a report or detonation. The fire spread rapidly
forward according to Tyler, and soon the entire ship was enveloped in flames.
He stated that he is positive that the main cable ihich is
dropped from the very nose of the ship was unattached at the time of the ex-
plosion, and further that as the ship fell to earth, he remembers giving orders
to those under his immediate command to the effect that all hands were to stand
clear. as soon as the control car had touched the ground, and while the ship
was blazing fiercely and even though- it seemed likely that there were to be _
further explosions, according to Lt. Tyler, various members of the ground crew
rushed to the area about the passenger compartment and attempted to effect
rescue work. He states that upon the fire being placed under control, the
rescue parties were organized for a sectional search of the wreckage for bodies i
and that he recalls the last body was recovered early on the morning of may 7.
Lt. Tyler, upon being queried as to static electricity, informed
that in his opinion the dfyftrail ropes which were the only parts of the ship
touching the ground couldxdischarge static electricity, as they were manila lines
and non-conductive.
normal and, in
ship personnel
which would beHe stated further that the approach of the ship for landing was
his opinion, was satisfactory in teohnigue.
He stated also that the only means of communication that the
had with the groud crew was through the medium of a megaphone
controlled by the captain of the Hindenburg. He stated that the
megaphone was not used and he felt that if any procedure being carried out by
the ground personnel on landing did not meet with the approval of the airship
personnel, the
Captain of theground crew would have received notice of this fact from the
ship by the use of the megaphone.
At this time, a diagram of the Hindenburg was introduced as
well as a map showing the landing field at Lakohurst and the immediate vicinity,
and Lt. Tyler marked thereon the anchoring ring and the landing circle of the
Hindenburg, as well as the location of the Hindehburg at the time that she met
dlS%St¬Ti Under further interrogation, Tyler stated that he first noticed the
burst of flame and that this was followed almost simultaneously with a detonation.
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he recalls that there were a number of detonations and he could not state
positively whether there was a muffled explosion before the appearance of
the flame. He stated he had a direct view of the flame and that he would
describe it as being approximately of the area of 10 feet long and 5 feet
in width, and that it burst outwardly from the ship; further, that, immediately
thereafter, flames almost covered the whole stern of the ship and then spread
progressively forward. The pressure behind the first flame appeared to be
of explosion pressure. He also stated that the left port motor at this time
was turning over but that he cannot recall the approximately revolutions that
it was making. He also recalls that the trail ropes aft had not as yet been
dropped and that he is also positive that there was no radio antenna trailing
from the ship. He did state, however, that the ship was asking a high landing
but that this was orthodox Procedure in every way.
He stated that due to the drying out process of the superstructure
of the ship which had become wet due to the previous rain, it was both possible
and practical to assume that the ship was valving off hydrogen gas.
He was positive in his statement that at the time of the fire and
explosion, the Hindenburg had definitely checked its forward momentum and was
more or less stationary. He did state, however, that he is quite positive
there was no backward movement to the ship.
Upon being questioned as to what was his basis for estimating the
height of the Hindenburg at the time of the explosion, Tyler informed that the
trail ropes were 417 feet long and that due to the fact that approximately half
of this trail rope was still uncoiled after striking the earth, he estimated
that the ship was approximately 200 feet in the air.
In reply to a question concerning the valving off of gas, Tyler
stated that once the landing lines are properly connected to the niggerheads
and after the main mooring cable is attached to the main cable of the ship,
the ship is then drawn down mechanically by the main mooring cable, and that
once this process is under way there is no further need to valve off hydrogen
gas, due to the fact that the ship loses altitude by force being applied through
the means of the snoring cable.
Lt. Tyler states that to his recollection the gindenburg first
appeared in sight of Lakehurst shortly after four o'clock p.m. on the afternoon
of May 6, 1937, and that it was his unerstanding that the ship was scheduled
to depart again for Germany as close to 10,00 p.m. as possible that night. He
also stated that even though the Germans might have been attempting to make as
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much haste as possible in order to depart by 10g00 p.m., he was not of the
opinion that they would be hasty or careless for speed's sake, due to the
fact of their wide experience with lighter-thanpair craft.
Again referring to the explosion, Lt. Tyler stated that he was
of the opinion that ittook place in the area between the port fin and the port
aft engines and that he felt that the subsequent detonations heard by him were
caused by each cell catching fire subsequent to the first outburst. He also
stated that the first explosion sounded to him as though it was a gas detona-
tion. However, he stated that if one of the gas cells had had a purety of
85% or less, the explosion upon having this concoction ignited would have been
terrific. '
In Lt. Tyler's opinion, static electricity could only have been
grounded by means of allowing a metal cable to touch the groun from the ship
or that the manila ropes could have grounded the static electricity if they
had been soaking wet. ;
He stated that the color of the fire first observed by him ap-
peared to be of a reddish tint, and that it maintained this color. He
stated that he could not observe the extreme top of the Hindenburg due
position.
He also stated that the Hindenburg did not appear to be
ticularly tail-heavy after the discharge of ballast, and in connection
with, he stated that it would appear inconsistent to discharge ballastalso
to his
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at the
same time as valving off hydrogen gas, for the simple reason that one operation
is to correct or equalize the other.
He also stated that to his recollection there were no landing
or running lights or passenger cabin lights lit on board the gindenburg. He
also stated that he did not observe any propellers or motors behaving oddly,
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the aft engines were operating at full speed shortly before the crash.
He stated he is of the opinion that the flames observed by him
were hydrogen flames.
Lt. Tyler admitted to the Board that he is possessed of
a limited amount of experience or knowledge concerning electricity andonly
static
electricity, and further that he is not an authority on motor operations. He
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stated that he did not notice any of the motors on the Hindenburg backfiring
and discharging flame in the exhaust, but he states also that he did not
have a full view of the exhausts-
He stated that to his knowledge the fabric used on the
Hindenburg was referred to as "doped" fabric-
The testimony of Tyler was wound up by his referring to
the fact that he has never heard of a charge of static electricity being
given off by a dry manila rope.
ee
on may 12, 195?, Lt. Benjamin May, of the United States
Navy, stationed at the Naval Base, Lekehurst, New Jersey, testified before
the Board representing the Department of Commerce, and stated that he was
assistant mooring officer stationed atop the mooring mast on May 6, 1957,
at the time that the Hindenburg was attempting to land on lay 6»
Lt. May stated that he had been associated with lighter-than-
air craft since 1928; that he had performed duty on the Airship Les Lngeles
as well as small nonrigid airships; that he took a round-trip passage on the
Hindenburg as an observer for the United States Navy during the summer of
1936, and that in connection with this trip, he was allowed to roam the entire
ship, to observe the methods of operation as well as the mechanics and structure
of the same.
on May 6, he stated that he received orders to prepare the top
of the mast to receive the Hindenburg and that he was then instructed to carry
out the function of taking up the main wire cable which was to be played out of
the nose of the Hindenburg-
He stated that at the
mast and prior to the explosion that
ground, although he does recall that
limited distance from the earth-
He also revealed thattime the Hindenburg approached the mooring
this main cable had at no tine touched the
it had been played out slightly to a
the Hindenburg had approached the landing
field from the south, had passed over the mooring mast and proceeded north
and then to the port side and headed into the wind to make her approach to the
mooring mast; that the Airship then passed over the Officers quarters at
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Lakehurst and at this time, he noticed that she was apparently heavy in the
stern and that quite a bit of ballast was dropped at the stern of the ship.
He was also of the opinion that the approach of the Hindenburg
towards the mooring mast seemed rather fast for such a big airship, and that
it was a faster approach than had been made during her previous voyages during
the summer of 1936, and that it is to be noted in ccnection therewith that
Lt. lay was stationed at the mooring mast during this period cf time in the
same capacity that he had assumed on Hay 6, 1937.
He states that the Bindenburg, upon approaching the Hindenburg
circle, had put her forward motors as well as her aft motors in reverse. He
states that the ship came to a stationary position and that as she was drop-
ping her trail ropes, he felt a cold wind come in from the west. He states
that a shift of wind caused the nose of the Hindcnburg to fall off the mast
position and drift slightly to the starboard; that as th ship started to
drift, he noticed that the crew handling the port line seemed to be having
a little trouble but that this line was immediately thereafter hooked on to
the yawl guide line which was attached to the mast engine, and he observed
that three or four turns were taken on the niggerhead of the port yawl guide
motor and that these turns took out all of the slack on the port line. He
stated that he was closely observing the Hindenburg at this time for the pur-
post of ascertaining the proper way to handle her at this time; that the nest
orei iouid then handle her accordingly at the time they would receive the main
wire cable. He stated that it was about this time that he noticed just aft
of the power car and just ahead of the port find in about the middle of the bag
that this area seesed to collapse outwardly and he noticed small streaks of
flame; further that this was followed almost immediately by a muffled explosion,
and a blast was noted about the tine of the first outward burst on the super-
structure. He stated that he was approximately 600 feet from the outburst
noted on the port side of the ship and that probably due to this distance he
felt no concussion from this explosion. Lt. May was of the opinion that there
use another explosion immediately thereafter and at this explosion, it appeared
that the entire stern became enveloped in fire and that the flames progressed
rapidly forward. At this time, the stern settled to the earth and anchored
the ship so that she stopped her drifting and also ceased her upward motion,
which apparently had been caused by the first of the explosions, and the entire
ship settled to earth and by the tine that she had settled, the entire ship was
consumed with hydrogen flames._'
Lt. May stated that he immediately rushed toward the ship and
by the time he had reached the wreckage, the Hinenburg was still burning, but
that the hydrogen flames had subsided and it appeared that only the fuel oil
was burning.
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as to the color of the flame that he noticed prior to the
explosion and along therewith, he stated that it appeared to he bright
yellow in color and that this tint was maintained until the settling of
the ship, at which time it took on a more reddish hue. According to Lt.
Iay, the first outburst that he noticed was of a mild nature and it ap-
peared that the framework parted and came out in sections, and that this
was followed immediately by a detonation.
He stated that he observed no radio antenna trailing from
the ship, and he does recall that the trail ropes had been thrown prior
to the explosion and that the coils upon reaching the ground had emitted
dust, indicating that they were quite dry. He also informed that at no
time did he observe any after lines being dropped.
At this time, there was introduced into evidence a diagram
of the ship along with a designation by Lt. Hay thereon showing the position
of the first outburst noted by him.
Lt. May states that at no time did he notice a glow or flame
on board the Eindenburg prior to the outburst and that in connection.with the
noting of the structural outburst, he heard a sound that seemed to be the
cracking of natal and also that he is of the opinion that the structure was
virtually shot out at the area of the outburst, and that flames seemed to
follow this eruption of structure. stated that the muffled detonation He
that followed seemed to be unconfined in nature and that isnndietely there-
after a flame shot out of the side of the superstructure, and this was followed
by a flame that flared from the top of the ship. This flame at the top of
the ship was dartlike in appearance and extended from the ship some thirty
feet into the air and was accompanied by other fingers of flame, 6 or B
in width, all being 20 to 30 feet long. He states that his position at the
time was one that was below the ship and also below the area of the explosion-
Upon being questioned further concerning the sound of the
outburst, he stated that it seemed to be hollow and of a metallic nature, and
was similar to the cracking of timbers.
He also testified that it was his recollection that all of the
motors on the Hindenburg were functioning in reverse at the tine. He also
recalls that the exhaust of the aft port engine gave off some discharge, but
he cannot relate as to the exact time relative to the explosion that this
discharge was noticed by him-
He stated that it has been his observation that the Germans have
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e tendency to utilise a sethod of backing the engines in landing more so
than the Americans.
Also, in response to a question, the Lieutenant informed
that he does not know the amount of gas pressure maintained in the gas cells
of the Hindenhurg at the beginning of her voyage, but he did state that
it is his opinion that there is a diffusion of gas through the fabric covering
at all times.
He also stated that he does not recall seeing any landing
lights or any light of any nature aboard the Hindenburg at the time that
she approached for landing.
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On May 12, 1937, the following record was made of the testimony
of Lieutenant Richard S. Andrews, who is a Junior Grade Lieutenant, U. S.
Navy, presently assigned at the Naval Base at Lakehurst, New Jersey.
According to Lt. Andrews, he has been stationed at Lakehurst
for the last ten months and he was on active duty on May 6, 1937, that date
being the day of the arrival of the Airship Hinenburg; further that he was
in charge of the detail that was to handle the landing of the control car
of the Airship and in connection therewith it eas the duty of this detail
to physically catch hold of the control car and properly moor her to the '
earth.
He states that he saw the Hindenburg approach the landing
field; that she circled the field and then went in the general direction of
Seaside, New Jersey; that at this tine, the ground crew took up stations at
130 degrees off the landing flag on the flOlde He also stated that the
Assistant Mooring Gffioer had stationed a detail at 70 degrees following the
appearance of the Hindenburg over the field; that it was at this time that
there was a slight shower of rain and the crew was placed under shelter and a
short time again took up positions and again, due to the occurrence of showers
and the fact that the Hindenburg had not returned, the landing crew was againn
placed under cover. The lest rain lasted but a short while and that as it
lessened, it was noted that the sky was clearing in the west» The ground crew
then again took up their stations and the Hindenburg was observed approaching
the landing field from the general direction of akehurst, New Jersey, and that
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she crossed the field at approximately five hundred feet in the air, made
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the field, due to the change of the wind, had the ground crew change
position to due north, in view of the wind change, and that the order was
changed for position to be assumed at 320 degrees off the landing flag.
At about this time, the Hindenburg proceeded, approached the mooring mast,
made a right turn and there was again a change on the part of the landing
crew in order to take up more favorable stations based upon the position of
the approaching airship.
Lt. Andrews noticed that the Hinenhurg was approaching at
a higher rate of speed than usual and that the motors both forward and aft
were being raced and that he thought this was unusual at the time. He
stated that the forward momentum of the ship was checked, and that the guide
lines were dropped from the forward part of the ship. It is interesting to
note that at this time, according to Lt. Andrews, he, along with his detail,
was located practically directly below the airship.
Andrews stated that he noticed the port line was dropped and
that at first it seemed to foul, but that later it straightened out and
it was then properly connected with the port yawl guide rope. At this time,
he noticed that the ship's nose began to rise and the bow fell off to the
starboard. He also recalls that the engines of the Hindenburg had become
quiet at this time, but that he feels the two forward motors were still run-
ning, turning over slowly, and that the aft engines, pert and starboard, had
either stopped or had stalled.
Upon further inquiry, it was revealed that Lt. Andrews had
clear observation of only the port motor and that, therefore, he could only
give an opinion as to the condition of the port aft engine.
Lt. Andrews stated that he noticed that sparks were being
discharged from the exhaust of the port aft motor and upon being questioned
as to whether he was watching the ship, Lt. Andrews informed that his entire
detail had been watching the ship intently, due to the fact that one of the
lines that was cast off by the Hindenburg previously had almost hit one of
his detail and he had called out orders that all hands were to observe the ship
in order that none of the landing lines should cause an accident, and in order
that none of the duties of his detail should he inefficiently performed.
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Shortly thereafter, Andrews stated that he saw a burst of
flame that appeared to be horizontal in nature and was located on the
port side of the ship ahead of the fin and slightly below the longitudinal
axis of the superstructure. He noted that the flames spread over the stern
rapidly and a detonation was heard. He recalls feeling no concussion as'a
result of this explosion, but does recall that he issued orders for his entire
detail to run clear of the ship. He stated that his entire party ran in the
direction of the port bow and that he looked over his shoulder and went out
of range of the ship. He stopped and noticed that the ship was settling for-
ward to the ground.
Lt. Andrews states that he does not recall seeing any persons
leave the ship prior to the time that she struck the earth following the ex-
plosion and he recalls seeing the control oar strike the earth and the super-
structure settle over her in a flaming mass. It was at this point that he
proceeded immediately to the wreckage and engaged in rescue work and the record
will reflect in some detail the various acts performed by Lt. Andrews and the
various members of his crew.
_ Lt. Andrews was recalled to the stand on the morning of May 13,
1937, at which time he was further interrogated as to his observation on the
evening of May 6, and in connection therewith, he states that in his opinion,
he saw the flash of flame and fire prior to the time that he was conscious of
hearing the detonation and further, that the sound seemed to him to be more
like a shot or the discharge of explosives.
He stated that, to his knowledge, the bow of the ship was
steady at the time of the fire and explosion, but that there was a strain on
the port bow trailing line. He again reiterated that the first flame that he
had seen aft on the ship appeared to go out horizontally from the Hindenburg
and that he does not recall seeing any structure being discharged from the ship
and further, that he did not see, to his knowledge, any structural failure
on the Hindenburg prior to the time of the explosion. He clarified this, how-
ever by stating that he had a limited view of the ship due to the fact that his
position caused him to take up station directly under the ship. He feels he
can state positively, though, that the Eindenburg was stationary at the time
of the fire and explosion, and that the stern of the ship was slowly swinging
to the starboard. He also feels that the aft port engine was idling and that
the forward mtors were also turning over slowly.
Regarding the sparks that he noted at the port aft motor, he
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informed that they seemed to be going out in the exhaust stream and further
that in his opinion, Diesel engines give off sparks in the exhaust stream
when they have been raced and also that he is of the opinion that the aft
motors of the Hindenburg were still in reverse at the time of the blast and
fire. He also stated that in his opinion if a motor was in reverse, sparks
from the exhaust stream would be thrown forward, rather than backward.
He also stated, in response to a question, that he is of the
opinion that to shift the cams in the transmission of the Diesel engines being
utilised by the Hindenburg, it is necessary that the main crankshaft or screw
had to be stopped from her forward rotating notion before she could be thrown
into the reverse notion.
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n Uni? 15. 103']. PF.lIn1r Ff- Inn? A5151 n'nn'§nAnw Qnn-{nee fie-vnrlnye .113-IJ' -10 Jnvwr, ;.--no-n no ;|,a-even. -raw-5- Wblbbl-I991, |.|92-ll-I-d-uu Iceland,
who performs certain duties at the Naval Air Station, Lakehurst, New Jersey,
gave testimony before the Board for the purpose of laying foundation for the
introduction into evidence of charts showing the exact position of the wreck-
age of the Hindenburg and its relation to the other physical structures on the
reservation at Lakehurst.
Knox stated that the diagram was based on tangent measurements
and that they were exact to within six inches.
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A Newark, s. J.
Ea? 16, 195?.
On Hay 15, 1957 B05'Sn 0fficer'H. A. BUCKLEY testified before
the Board, and in connection therewith he informed that on May 6, 1937
he was acting as Assistant lboring Officer and had taken up position
away from the mast.
Insofar as his background was with lighter-than-air craft,
Officer Buckley informed that during the period of time from the years
1916 to 1921 he ins on active duty in connection with lighterethsnesir
craft, and that subsequent thereto he had been on active duty on the
Airship Ins Angeles, as well as the Shenandoah, and that he had per-
formed temporary duty on the U.S.S. Akron and had put in two years
aboard the Eaoon,as well as having previous experience at the Naval
Base at lakehurst, New Jersey. Officer Buckley stated that he can point
to 19 years of continuous service with lighter-thaneair craft, and that
insofar as the iirship Hindenburg is concerned, he infornwd that he made
a short flight aboard her during the fall of 1936 and that this gave him
a slight knowledge of the general construction of this ships
Getting back to the date of Hay 6, 1937 Buckley informed that
as Assistant Mooring Officer it was one of his duties to check all of
the moving equipment on the field that was to be utilized in the land-
ing of the Hindenburg, and that he distinctly remembers making a thor-
ough check of this equipment and he fbud it all to be in satisfactory
condition, and further, that at the time the Hindenburg approached the
landing field everything was in readiness to properly handle her at the
time she attempted to land. Es stated that the sero hour nae set for
5 P.M., Daylight Saving Time, on My 6, 1957, and that all of the men
were congregated in the main hangar, and subsequent thereto they assumed
their proper positions on the field. At this time there was a slight
rain, according to Buckley, and along with the rain the Hindenbnrg hoved
in sight, coming apparently along the New Jersey coast line. When the
Ship came over the landing field the ground crew was innndiately put in-
to position, but the zeppelin continued on over the landing field, and
inasmuch as a heavier shower set in, it was deemed expedient to give or-
ders for the sround crew to take shelter, In.the meantime the Hindem-
burg had disappeared from the horizon. Very shortly the Hindenburg again
sight and the ground crew again took their places on the field. came into
According to Buckley, when the Hindenburg was 350 to hO0 yards frcm.the
mooring mast he recalls that the motors both forward and aft were idling
and appeared to be in reverse gear, and during this procedure she was
decreasing her altitude.
He recalled seeing the trail ropes being dropped from the
_forward part of the ship, and he also recalled that the ship tendedS IdESTROYED rt w~e";¢_?*,:¢i:r:-tr {T-~Ti.E?.-.IE~IEI.3M' "A
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to drift to the starboard and at the sans time assumed e. gentle rise
upward. The zeppelin, according to Buckley, was approximately 100
feet in the air when her trail ropes were dropped, and that subsequent
thereto he would estimate that sheroe to an altitude of 250 feet-
It was about this time that Buckley recalls seeing fire appear on the
superstructure between the fin, port side, and the port after engine,
as well as seeing fire burst out along the entire center line of the
ship about two-thirds of the way up. Buckley stated that he did not
recall seeing the wt :~.......g*****~ light havig men lit, and it should he
noted that this light is situated near the sane on the nose of the
lhipn
Buckley infcrmed that the moring operations up to the
time of the accident appeared to him to be normal in every respect,
and in his estimation the landing would have been properly made had
it not been for the subsequent accident,
He recalled t after the trail ropes werelet out iron
the Hindenburg at the time they mde impact with the earth, a cloud
of dust arose, indicating that these menilla trail ropes were quite
dry. He also stated that the trail ropes were properly tied into
the port and starboard yaw}. guide ropes, but that only the port yaw].
guide ropes had been taken in to reduce the slack.
Upon further questioning, Buckley informed that the trail
ropes were not used in the same manner that they were used on lleq 6
195? as they were used during the summer of 1956, and further, in his
opinion the Hindenburg was making what he would term. a "high landing."
Last year, according to Buckley, the trail ropes were usually not used
until the Hindenburg had been otherwise fastened in some way to the
lending field, and after she had been made fast the trail ropes would
be brought into use,
According to Buckley also, he had never seen the Hindem-
burg mks a landing during the summer of 1936 at lakehurst in such
stormy conditions as those conditions which prevailed on the evening
oi Hay 6th,
Buckley informed that at the time of the fire he was
standing ahead oi the ship about 100 to 150 feet to the port side;
that as he saw the fire he believes that it was followed by a sort
oi a puff or mzffled explosion: that at the time of the fire he was
not looking at the pa Itioular spot at which the fire broke out, but
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the breaking out of the fire attracted his attention at once to iat
portion of the vessels. He also informed that he noticed no structural
failure that he can recall prior to the time he saw the first flame,
followed by the muffled explosion, but he does recall that the motors
had been in reverse and that at the time of the appearance of the fire
it is his recollection that the mt-are were idling, end that at the
time he saw the first outburst of fire he believes that the motors
had been slowed down for approximately one half minute.
it this time there was marked for identification a diagram
of the field at Lakehurst as well as the diagram of the Hindenburg it-
self upon which appears the markings of Officer Buckley which indicate
the position that he assumed at the time of the ship's approach for
landing on Hay 6th.
Upon further questioning he stated that he did not recall
whether the motors were started or stopped several times during the
nanoeuvers performed in the ship's attempted landing, due to the fact
that he was more concerned in getting the ground crew under his direct
supervision into the proper position so that the ship could be proper-
ly received at the time that she was ready to be moored.
He described the first flame seen by him as being fifteen
to twenty feet in length and five to ten feet in width, and that it ap-
peared two-thirds of the way up on the ship's back. Upon further
questioning Buckley informed that he does recall that the Hindenburg
had moored under more difficult conditions during the last year of 1936
than the conditions prevailing on Hay 6th, and that he wanted to clarify
his previous statement regarding the conditions on lhy 6th to read
"that stormy conditions certainly prevailed and that the conditions
were more storngr than any under which she had previously landed at
Lakehurst, but that the Hindenburg had landed under more difficult con-
ditions at Lakehurst, which conditions were produced not by stormy wea-
ther but by strong prevailing winds.
He also stated that he did not feel that there were any
difficulties encountered in the landing on May 6th up to the time that
the accident occurred. Further, that the ship appeared to be making
e. usual landing, and n-ther, that even though the Bindenburg was slight
ly heavy at the stern he is of the opinion that for a lighter-than-air
craft to show e. slight list in the stern is not an unusual condition
at the time she attempts to land. Further, he stated that the discharge
of water ballast to correct list ait was most certainly the erthee
dcx manner in correcting such a condition,
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' Ihie offieer stated that last year the Hindeniburg had
usually utilized what they called "spider lines in landing at Lake-
hurst, but that for sane reason or other on her initial trip for this
year she preferred to use the guide line form of landing.
Officer Buckley also stated that to his knowledge nothing
has been found on the field in the vicinity of the wreckage of the Hin-
denburg that would indicate that it had been removed from the wreckage
in the manner that it was blown as if from an explosion. He also sta-
ted that to the best of his recollection the flame and detonation heard
and observed by him seemed to occur almost simultaneously, and further,
that he does not recall feeling a concussion on the ground at all.
On Hay 15, 1957 there also appeared before the Board rep-
resenting the Department of Gonmerce in connection with the instant
investigation, EFEF B0$Sh"S FFEUERICK J0$Ei=H TGBIH, who infoi-Tzed
that he had been associated with lighter-than-air craft since the year
1922, at which time he was stationed at the Navy air field at Pensicola,
Florida. This oioer was a member of the crew of the ill-fated Shen-
andoah, and was one of the crew on board at the time that the Shenandoah
crashed in the middle west. He was also a member of the crew of the
Los Angeles, and was attached to the ground crew that took care of the
landing operations of the Airship ah-on, as well as the Airship Hinden-
burg.
On May 6, 195'] Tobin was assigned to the duty of assisting
the mooring the Hindenburg, and in connection therewith his duty was to
have his men attach the ground ropes the yawl guide lines! to the guide
lines which were thrown out from the ship. Besides this he also had
more or less of a roving commission in that he was to observe the entire
landing field and see that all of the operations were functioning prop-
erly, and be of any assistance possible in the event the lines fouled or
one of the lending crews became confused and performed their work in
inefficle *marn1-"~e r.
According to Tobin the Hindenburg on Hey 6th passed over
the ground crew in more or less of s. manoeuver and proceeded across the
field, melting a left turn. It was at this time that he noticed that
one of the rudders at the rear of the Hindenburg on the port side was
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two degrees off tron the rudder on the starboard side. According to
Tobin these two rudders should be properly synchronised, and therefore,
if working properly, should be in relatively the same position. He
stated that the Hindenburg continued to make a left turn and slowly
approach the mooring mast for the landing operations, and at this time
he would esti.'r.ate that she one appronhmately 590 ieet in the air and
upon checking her forward motion it appeared that she started to grad-
ually shift to the port side. He states that the trail ropes were
dropped from the ship and he recalls that the port trail rope was at-
tached to the yawl guide line by the grounding crew and tint the star--
board rope was also taken up by the grounding crew on the starboard
side, but apparently was not long enough to attach to the starboard
ysorl guide line. He is of the opinion that the starboard trail rope
was never attached to the starboard yawl guide line.
It was at this time that Officer Tobin noticed a burst of
smoke and flame, accompanied by e. crackling sound, and further, that
the sound heard by him was quite similar to the sound that he remembered
mi hearing at the time that the Shenandoah cracked up in the
at which time he was a member of the crew. He stated that
crew, while taken by surprise, immediately followed ordersddle west,
the ground
and attempted
to get out from under the bow of the ship, inasmuch as the ship was
settling rapidly towards the earth.
He was of the opinion that the flame noticed by him started
in the aft part of -the ship near the rear port n, and a little below
the equator of the superstructure. He also recalls that shortly after
running away from the wreck, the tail oi the Himienburg enveloped in
flames and crashed to the earth.
Upon being questioned concerning his observance at the time
of the outbreak of the fire, he informed that he saw the flames and
heard the detonation but he could not recall exactly how the engines,
either forward or aft, were functioning. However, he does recall that
just prior to the explosion the engines were working a little more rap-idly than usual, and further, he recalls that they were making s. little
more noise than they usually made during the process of landing manoeuvers;
however, there appeared to be nothing irregular about the engines. He
also stated that he did not see any of the engines idling from the pOBl-'
tion that he had assumed, which position was directly under the mooring
cone at the nose of the ship.
Upon further inquiry regarding the rudder positions, he
clarified the rudder appearance by stating that the lower rudder ap-
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peared to be placed hard to the left, and that the upper rudder was
three or four degrees to the right. Be statedihat he did not follow
the operation of the ship after she passed over the landing field the
first time with respect to the rudders. _
Subsequent to the accident he has viewed the wreckage
of the Hindenburg and has observed that he deems to be an emergency
tackle setup which has been placed on the operative equipment from
the control car to the rear port fin, and it appears that this tackle
is attached to the lower fin and it night have been so attached as a
temporary arrangement for the taking up of slack in the controls of
this fin. He stated this would not, in his opinion the slack! cause
undue vibrations in any of the other parts of the ship. However, he
cannot definitely state whether this temporary tackle was in fact at-
tached to the controls of the lower fin.
With regard to the rudders, Tobin stated that in his cp-
inion one could be free to roam, due to the fact that her controls
were not working properly, yet the other rudder, if properly set, would
be sufficient to keep the ship on its course. He also stated that due
to his position he had a limited view of the Hindenburg at the time
that she began her mooring operation, and that, therefore, he might
not be in a position to see a smaller flame higher up on the ship's
superstructure, but he does recall seeing the larger flames appear on
the port side aft, and that he was first concerned about the safety
of the ship at the time he saw the smoke and flames. Further, that he
was of the opinion that the sound of the crackling noise, which re-
minded him of wires being broken, as well as broken girders, seemed to
precede the appearance of the flame.
Upon being questioned as to why he did not report the ap-
parent defect in the rudders of the Hindemburg, he replied that he was
of the opinion that this defect was merely an optical illusion on his
pert and that he considered the Hindenhurg under control at all times
up to the tim of the fire. He also stated that there is a clutching
device which is utilized on s great many American ships which makes it
possible to steer the ship in a satisfactory manner even though one rud-
der is not fxmctioning satisfactorily, but he does not know whether or
not the Hindenburg was equipped with this device. He also stated that
the damage to the rudder wire would not necessarilydamege the gas cells
or the
such a
ruddersuperstructure, in his opinion, and that he has never heard of
thing in his experience. However, he does consider that the
defect noted by hin.might be considered one of the probabilities
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in eonneotion.uith the eauses of the wreck. se also stated that the
rudder defect was noticed by Iilliem Bishop, a member of his detail,
end that Bishop made mentios of the defeat to iii: at the tire that
the Hindenbuz-5 passed overhead.
Also on lay 15, 1937 the statement of ITLLIAH F. BISHOP,
a member of the ground crew, as well as e. member or the U. 8. navy,
stationed at the Naval base at Lakehnrst, lee Jersey, was heard by the
hoard of Inquiry.
He testified that he had been associated with lighter-than»
air draft from.August 1925 until October 1930, at which time he was
assigned to general field dty at Lakehurst, New Jersey: that the first
association he had had with the Airship Hindenburg was on Hay 6, 1957
on her initial voyage of this year from GOlIil.8.liQFe Further, that he was
assigned to the mooring section of the groud crew, and that his hue
mediate superior was Officer F. J, Tobin. ;
He testified that one of his dties was to take in the
guide ropes after they were fastened to the yawl guide lines and tie
them around the niggerhead, and after they were so fastened, see that
all of the slaok was reduced in these lines. He testified that he
recalled seeing the Hindenburg approach the landing field at Lakehurst,
and as she passed over the field and proceeded off; he noticed that the
top rudder was a little to the starboard side and the lower rudder was
a little to the port side and that they appeared not to be properly
syrieh-r-seized. He stated that he was about 209 feet from the ma:-org
mast at the time that the ship passed directly overhead, and that he
observed the rudder at the time she passed. He stated that at the time
the ship approached the mnoring mast to effect her landing, he Ian,
of course, primarily interested in the handling of the trail ropes
that were dropped from the ship; that in connection therewith he picked
up the port line that he was thrown out from the forward part of the
Eindenburg, and fastened it to the yawl guide line, and in turn fastened
it to the niggerhead, and that upon completing this operation he pro-
oeedsd over toward the starboard trail ropes it this tim he noticed
that the ship was starting to drift slowly at the stern in a starboard
direction. He could see all of the port side Of the ship from the bow
to the fins. He recalls seeing the lanes appear on the after port side
of the ship, and it appeared to him as though these flames were coming
from the inside of the superstructure and that the flames, when they
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burst out of the port side, appeared to be a little above and aft of the
rear port motor and ahead of the rear port fin. Further, that this
blaze was four or five feet wide and was a good sized one, being red-
dish in color. He believes that after he saw the ame he heard an
explosion.
At this time Bishop informed that his job on met lighter-
than-air projects had to do with gas cells. He stated that upon exem-
ining the wreckage of the Hindenburg in a prefunctory manner, he noticed
what appeared to him to be a temporary tackle installed on the horizontal
rigging on the after part of the ship. He also stated that in his op-
inion cross rudders can be dangerous if one "fouls the other.
In response to inquiry he stated that the Hindenburg ap-
peared to be under control, but in connection therewith he stated that
it is his opinion that the ship could have been steered with only one
rudder being operated properly. Also in response to inquiry he stated
that the starboard rudder appeared to him to be fifteen degrees out
of line with the other rudder. He also stated that neither of the rud-
ders appeared to move while he was watching them. He further stated
that the ship did not appear to him to be getting into the wind as she
came in to land the way that she should 138.780
Upon further interrogation Bishop stated that it is true
that the zeppelin made a sharp turn to the left, and that such a man-
oeuver should not indicate that there was any rudder difficulty being
encountered on the part of the ship's ez-err, and that the approach to
the mooring mast made by the Hindenburg was a rapid one and he admitted
that it would be likely that if a steering difficulty was being en-
countered, that the ship's approach would be low.
Bishop informed thatciae to his position at the time of
the attempted landing oi the ship, he was not qualified to cement
on the condition of the aft port motor.
ge-_
There was also called to testiiy before the Board of In-
quiry, Dep8.1 l2m6nl; of Comoros, on Hay 15, 1937, HA1 BIRIIERIBERG, who
was e. room steward on board the Hindenburg at the time that she arrived
at Lakehurst on T!-Jay 6, 195?. at the time that this individual testi=
ed it was necessary to utilize the services oi Sydney B. Smith as
interpreter. Smith is a representative of the State Dqpartment from
Washington, D. C-
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Hennerberg testified that in his estimation the fire
broke out on the port side of the ship in the beginning, and that the
flames were behind him; that he is of the opinion that he first saw
the flame or the reection of the flame, and subsequently heard the
explosion or detonation.
He stated that there were no lights burning on the ship,
at least in the section in which he was located, at the time of the
fire, and in clarification thereof stated that he was in the passenger
dining salon observing the landing operations from the window in the
dining salon. E stated that after the appearance of the flae he
heard a dull detonation followed by several others. He stated that
he could not see much of the superstructure in the aft part of the
ship, nor could he see the port after motors. He did not recall feel-
ing any vibration immediately before the fire broke out or immediately
after the fire broke out, and neither can he estimate the lapse of
time between the appearance of the fire or the reflection thereof," and
the hearing of the detonation.
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"burg since the time of her conmissioning, and that he had been with
the German Zeppelin Transport Company since lhrch 6, 1936 and that at
no time has he assumed the position of anything but room steward dur-
ing this time.
p He stated that after the appearance of fire and the de-
tonation he stayed at the window of the dining salon, and when the ship
was e.ppr0:'ima'be1y 50 feet above the ground he jumped out the window,
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He also informed that to the best of his knowledge he is
of the opinion that the Hindenburg prior to the outbreak of fire was
operating in a satisfactory manner, and that her crossing had been
normal in every respect.
it this time he recalled that the detonation heard by him
subsequent to the appearance of fire was of sufficient force to throw
Q heacllong, to the floor, and iilrther, that this detonation reminded
him of the bark of e. heavy artillery piece. He was first concerned
about the safety of the ship and of his personal safety at the time
he first saw the reflection of flame.
In response to inquiry he stated that at no time prior
to the accident bad he overheard any conversation about a mechanical
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or structural difficulty of the Hindenburg, and also in response to
inquiry he stated that upon the ship's arrival in America airplanes
were constantly f1ying'within full view of the zeppelin, but that none
of these planes behaved in such a manner that it gave him any concern
whatsoever.
Hennerberg stated that he could give no information of
value connerning the accident, inasmuch as he ess eithcst knowledge
of'same.
There also appeared before the Board of Inquiry on May
1}, 193? FRITZ DEEG. In connection with this testimony the services
of Sydney B. Smith, of the State Department, were utilized as the
State interpreters
Deeg informed that he was one of the crew personnel
aboard the Hinnenburg at the time that she met her accident on the
evening of May 6th, and that he was performing in the capacity of
cabin steward. He stated that he had previously worked on board the
Graf Zeppelin in the year 195k, and that upon securing this position
as steward aboard the Graf Zeppelin, this marked the beginning Of his
association with lighter-than-air craft.
He informed that he went aboard the Bindenburg as a reap
ber of her crew in August 1936 and that he was on board the Hindem-
burg on all of her voyages henceforth with the exception of missing
the last trip to America in 1936.
He stated that on Hay 6, 1937 at the time that the Hind-
enburg was approaching the mooring mast he was standing at an open
window on the port side in the passenger's dining salon. He stated
he recalls seeing ax Hennerberg also standing at one of the forward
windows in the dining salon. Deeg testified he recalls seeing the
guide ropes being dropped from the forward part of the Hindenburg, and
that it was shortly thereafter that he felt a blast that shook the
ship and that this blast had apparently emanated from the stern por-
tion oi the ship. He also recalls that he had a difficult time main-
taining his footing subsequent to the blast, and that he was able to
tuble out of the window of the dining salon.
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He stated that after the ship settled most of the flames
appeared on the starboard side of the wreckage, and Iithin the brief
period of twenty minutes the entire ship was consumed by fire.
It this time he outlined in detail his various rescue
activities, and in connection therewith he stated that he juped from
the ship when she was a little over thirty feet from the groud. Deeg
stated that he had no idea whether he hard the blast or detonation
before he saw flames appear. He also informed that he felt or heard
nothing unusual prior to the detonation and appearance of the flames.
He did testify that he recalled talking to Captain Lehmann on the star-
board side of the vessel, and that during this conversation Captain
Lehmann instructed him to move to the port side of the vessel, which
was more or less uoccupied.
Be also testified that insofar as he knew the entire trip
from Germany had been most satisfactory, and that he was of the opinion
that the mechanical as well as the operative functions of the vessel
were normal. He recalls that after the detonation all of the furniture
in the dining salon started to roll backwards and the ship canted to
a fifty to sixty degree angle.
He also testified that after the Hindenburg had sighted
land in America the various airplanes were observed flying in the air
in the vicinity of the Hindenburg, and that he recalls that one news
airplane, apparently containing newspaper photographers, flew along
with the Hindenburg for about fortyhfive minutes. as also stated that
none of the antics of any of these airplanes caused him undue concern;
further, he had no concern for his own safety or the safety of the
Hindenburg until after the appearance of fire and the sound of the ex-
plosion. -
BEVERIN KLEIN, a steward aboard the Hindenburg on Hay 6,
19}? testified before the Board of Inquiry on May 1}, 193?. He stated
that he made all of the voyages with the Hindenburg as a room steward
during the season of 1936, but that prior to 1956 he had hadno previous
experience with airship travel.
He stated that on May 6th at the time the Hindenburg came
to a stationary position during her approach to n mooring inst to
begin mooring operations, he was standing in the dining salon on the
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port side of the ship at window nmber three. Eb stated that this is
eitnated in the aft part of-the dining salon. Eb also recalls that
Fritz Deeg and lax Hennerberg were also at windows in the dining salon.
Eb stated that at no time did he lean out of the window, and therefore
his observation of the ship itself was quite limited. He recalls see-
ing the reflection of fire, but does not recall from whet portion of
the ship it seemed to emanate from. Be also testified he heard the
explosion at approximately the same time he noticed the reflection of
flames and cannot recall exactly when he felt a jolt or vibration, but
he does recall feeling a strong vibration.Ihich threw him headlong ins
to a corner along withcther passengers as well as objects of furniture.
He stated further that he cannot recall the exact color or texture of
flame or the reflection of flame, but that his mind is at blank except
that herecalls he juped from the ship at the time that the zeppelin
was from ten to twelve meters above the earth. He informed further
that heexperienced nothing unusual prior to the ieeling of the jolt
or vibration, or prior to the observation of the reflection of fire or
the fire itself.
Germany
insofar
amongstHe informed that insofar as he Ias concerned the trip from
had been normal in every respect and had been most satisfactory
as operative and mechanical phases were concerned.
He also stated that at no time did he hear any discussion
the passengers or crew concerning faulty mechanical condition,
and also testified that he heard airplanes circling in the sky at the
time that the Hindenburg passed over land in America, but that the ens
tics of none of these ships gave him any concern whatsoever.
Be testified that he could give no helpful information
to the Board of Inquiry as to the ca so of the fire or the accident it-
self, and further, that he heard no unusual sounds prior to being cone
ecious of the explosion or blast.
manyThe next witness to appear before the Board of Inquiry on
1957 ins WERNER FRANZ, cabin boy, who resides in Frsnkfcrd, Ger=
so is lh years of age and was a member of the German crew that
was operating the Hindenburg on May 6, 1957.
tionedHe informed that at the time of the accident he was sta
in the officer's mess. Further, that he could see out of the
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ship by utilizing a Iindow in that compartment, and that as he was peer-
ing out of the Iindow he recalls hearing e detonation; that imediately
thereafter he proceeded to the gangway of the superstructure and he was
conscious of the ship falling to the earth and that all was in flames.
He remembers juing clear of the wreckage and that he was afterward
towards the bow of the ship, and that as he looked on the ground a water
tank above him burst and drenched him'Iith water and that this was more
than likely one of the reasons why he was not severely burned. He stated
that he recalls that he juped from one of the hatches from the front of
one of the smoking room compartments, where he proceeded after he had
reached the gangway. He informed that after alighting on the ground he
ran clear of the wreckage, and as he turned around he saw the entire ves-
sel settle to the earth and that it was shortly thereafter consumed by
fire
He also informed that he noticed nothing irregular about
the operations
at no time did
concerning any
actions of theof the Hindenburg on her last voyage, and further, that
he hear the crew or any of the passengers in a discussion
irregularities or any abnormalities on the part of the
ship.
EUGENE NUNNEHMACHR testified on lay 13, 1957 before the
Board of Inquiry, Department of Ccmerce, to the effect that he was a
member cf the German crew that was operating the dirigihle Hindenburg
at the time she mmt her disaster on My 6, 195? and that he was performh
ing in the capacity of dining room steward.
He stated that at the time of the accident he was stdcned
in the passenger's dining salon and had just finished preparing s table
for the Customs agents in the middle of the salon. Be stated that he
was looking out of the window on the port side of the ship and that the
window from which he was peering was closed, and therefore, a view of
the entire superstructure was limited. He stated that he had just gone
to get a silver plate of sandwiches; that he had just placed this silver
plate containing the sandwiches in the pantry and proceeded back into
the dining salon, where he watched the guide ropes thrown to earth and
he observed the ground crew take u the ropes on the ground. It was
immediately thereafter that he saw flames shoot out on the ship and
heard and felt a detonation. The force of this detonation was so great
that it threw him.to the floor, and upon arising he noticed that passenp
gers were scrambling for the windows. He remembers assisting in the open!
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ing of one of the windows and that he observed two passengers jump from
this window and he then jumped also, but does not recall exactly how
high the flaming ship was from the ground at that time. He then de-
scribed in detail how he scrambled clear of the falling wreckage, and
also described in detail the various rescue activity engaged in by him.
Getting back to his observationaprior to the accident,
he tated that the first fire noticed by himwas a glare which he no-
ticed by looking out of the windows, and that this glare appeared to
be in the after pert of the ship. He stated at he feit an erplosion
or detonation at the same instant he observed the glare of the fire.
In his opinion the detonation wasn't so terribly strong in nature, and
the glare of the flames observed by him appeared to be white-
He stated that he has been a member of the crew of the
Hindenburg since the time oi her commissioning, and that he has never
been employed by any other airship. He stated that to his knowledge
lights were lit on board the Hindenburg in the sleeping quarters of the
passengers, but that he is oi the op@on that this nechnnisn was fanc-
tioning properly, and he further stated that in his opinion most of the
passengers were located on the starboard side of the passenger section
of the ship.
Po inferred that during the voyage he e of the opinion
that it was a normal voyage and that at no time did he note or hear any-
thing unusual insofar as the operations of the ship were concerned.
On zrther interrogation he estimated thatfthe time he
jumped from the ship, the ship was ten to twenty meterafrom the ground,
and further, that he does not recall seeing any actual flames but only
the glare thereof.
He informed the Board that he had no oonment whatsoever
to make insofar as the accident was concerned as he was possessed of no
knowledge that would be of assistance in ascertaining the reason for the
accidents
ALFRED GROETZINGER, 21.; years of age, testified before the
Board oi Inquiry on May 15, 1957. He stated that he was a member of the
crew of the Hindenburg on May 6, 1937, and that he was s cook. He stated
that he had been a cook on board the Hindenburg since the ship had been
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commissioned. Prior to that time he had been a cook on board the Graf
Zeppelin since the year 1932.
He stated that at the time the ship came to a halt on the
approach to the mooring mast at Lakehurst, he was located in the for-
ward part of the ship in the frame. He stated that he was more or less
assisting the triming of the ship, and that his usual landing station
is in the kitchen. He informed that he was looking out of the ship
at the time, and that he is the only member of the six or seven of the
crew that were forward toward the bow that escaped with his life. He
stated that at the time of the accident he must have either dropped
out of a hatch or was blown out. Be cannot recall exactly that hap-
pened nor how he reached the earth. He did state that he has a vague
recollsxion of s vibration being felt. This was accompanied with a
muffled explosion. He also stated that he recalls a feeling as though
the bow of the ship was lifting upward and this evidently either fell
or was blown through the ventilation hatch at the bow.
Upon further questioning he stated that he was to the left
of the lower gangway in the forward part of the ship and that he first
observed fire just daove him, but he cannot state from whence this fire
had progressed. He also testified that he saw no evidence of fire prior
to the feeling of the explosion, and that the explosion occurred prior
to the fire insofar as he was concerned. st also does not recall hear-
ing any suteequent explosion after hearing the first,
entirely possible that he could have been uconscious
ship crashed to the ground. He stated that he has no
seeiné the ship on the ground or noticing any fire.
He stated that before the detonation, by
the ventilation hatch, he could see the mooring chainand that it was
at the time the
recollection of
looking through
at the cone of
the ship which is located on the foremost portion of the bow, but he
does not know Whether this mooring chain ever touched the ground before
the accident happened. He stated, however, that he is sure the guide
ropes, both starboard and port, reached the ground after they were thrown
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He informed that for the purpose of cooking,aboard, the Hin-
denburg used stoves which had electric plates, and that two of these
electric plates were in operation for the purpose of heating water at
the time of the accident, but to his knowledge the electric stoves on
board had always functioned properly.
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He stated that the reason for his taking up position for-
ward use due to the fact that he was usually directed to that portion
of the ship that was lightest in weight at the time that mooring oper-
ations began. Ee also stated that he had not been called to assume
the position in the forward part of the ship for the purpose of land-
ing for quite a lengthy time, but he does believes that he had assued
that position once before during one of the trial flights of the Hindem-
burg.
He stated that the voyage from Germany had been a success-
ful one as tell as a normal one, and that he was in possession of no
information that would be helpful to the Board in ascertaining the cause
or causes for the accident. i
On May lb, 1957 the first witness to appear before the
Board of Inquiry was HENRICH KUBIS, of Frankford, Germany. Kubis ad-
vised that he was e member of the crew of the Eindenburg on Nay 6, 1957
in the capacity of Chief Steward.
During the approach of the Hindenburg to the mooring nest
Enhis came from the lower deck to the upper deck, making sure that the
passengers were all on the upper deck, where there were only a few pass-
engers. Eb saw through the window that the landing lines were dropped,
and he then proceeded to prepare the tables for the Immigration auth-
orities. Hb observed the ship to take an angle of inclination to the
rear, and at that time the center windows closed and Kubis jumped to
open them and called to the others to keep the windows open. Every-
thing happened so fast that he was not sure whether he first observed
the fire or the accompanying shook. As he noticed that the ship was too
high above the ground he cautioned others not to jump. Eben the ship
reached about the height of five meters above the ground he told others
to jup and he did so himself. Upon landing on the ground he ran from
the ship about fifty meters and turnd aroud to see if he could help
any of the others.
p The first time that he thought something was wrong was when
he noticed that the bow of the ship had risen at an unusual angle. At
this time Knbis was looking to the center of the cabin on the upper deck
and did not notice the iire beiore he noticed the angle oi inclination.
He first felt a jar frcm.an explosion at approximately the same time
that he noticed the angle of inclination.
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Ho further advised the Board that during the trip he did
not notice anything unusual among the passengers or the crew, and that
he did not know of any difficulty with the 1ighting_system during the
entire trip; further, the lights were burning at the time of the acci-
dent. Be stated that the Hindenburg hd experienced no trouble on
prior trips with the lighting system or any of the fuses burning out.
Knbis advised the Board that he had been on the Hindenhurg
since the very first trip and has been on airships for the last twenty-
five years. as the ship was approaching the mooring mast Kubis was
opposite the center window on the upper deck and observed that the ship
was about 120 feet above the groud, and at this time he saw the back
port line drop and the landing crew take the line and bring it to a
mediu degree of tension. It was shortly after this that he felt the
shock of an explosion and then noticed that the ship was afire at the
stern. The nature of the explosion was that of a muffled report. The
effect of the explosion did not cause him to lose his footing. at the
time of the explosion some of the passengers on the upper deck were
in the lounge and some in the dining roam and connecting quarters.
Before the explosion there had been no indication of any danger. So
far as he knew there were no passengers in the smoking room at the time,
and the only person there was the smoking room steward. The time inter-
val in making the observation of the various locations, particularly
from the dropping of the landing line until the lifting of the bee of
the ship, according to Kubis, was approximately one minute.
Knbis advised that when the ship was in portlt Germany he
did not know of any visitors to the ship, but he did know that certain
people have access to the ship while it is in port. During the trips
of the Hindenburg the passengers are conducted on tours through the
ship. Kubis conducted a few of the tours, but they are usually assigned
to the ship: doctor and one of the stewards. So far as Kubis knows,
while the ship was in port in Germany, no one was conducted through the
interior of the ship. The ship, as is usual, is always closed to vis-
itors one and onehalf days before making a trip. The company regulations
are that while the ship is in port visitors are only conducted through
the ship by officers of the ship. Smoking is permitted only in the
amking room, and then only after a half hour from leaving port until
a half hour before landing. The smoking privileges, however, may be
denied by order of the Captain at any other time that he deems it ad-
visable. All matches and lighters are taken from the crew and passengers
before the trip begins. Kubis, however, stated that members of the crew
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may have in their possession personal flashlights.
Knbis advised that the best person to determine ow far
back in the stern passengers were allowed would be the Chief Engineer,
and as far as Kubis knows, no passengers were ever allowed back to the
bulkhead to the rear of the passenger's quarters, and they were never
allowed on the service catwdk of the ship. The baggage compartment
is in the rear portion of the ship and Knbis was not aware of its ex-
act position for it is often changed.
hsn Knhis was first concerned about the safety of the
ship he was in a standing position, and es soon as he felt the strong
angle of incident,knew there was something amiss, and at the time he
did not see anything to cause alarm. Khbis was unable to determine
whether it was his sense of feeling, hearing or sight that first warned
him.of impending danger, and he advised that he heard the explosion and
felt the accompanying shock at the same time.
As Knbis was uable to furnish any further information
he was excused by the Board.
The second witness of May lh, 1937 was WILHELM BALLA, who
resides at Waldorf, near Frankford, Germany.
Balls advised that he was a member of the crew of the
Hindenburg on Hay 6, 1937 in the capacity of night steward. At the
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a muffled explosion and felt a jerk of the ship. At that time two pass-
engers slipped aft and pulled Balls with them. Balls is not aware of
how high the ship was at the time of the explosion, and he did not knuv
whether any part of the ship had at that time touched the ground.
Bella first noticed the fire after the explosion and than
only by reflection as it suddenly became very light. Balls was stand-
ing in the dining room to one
of the explosion and he oonld
dining room, as he was facingside and rather far forward at the time
see aft only as fnr as the end of the
inward and was unable to see at that time
any of the ship's windows. Balls advised that he first observed the
reflection of the fire at about the same time of the explosion, and as
to the color of the fire, Balls stated that it was merely a bright color.
The explosion was in the nature of a detonation and gave him s scare
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and started him sliding aft with the passengers.
Just shortly after the landing signal was given Balls
was standing between the forward window and an ajoining one and observed
the landing lines dropped. After observing the landing lines dropped
Bella then made room for the passengers at the window. Be was not able
to estimate the time between the dropping of the landing lines and the
explosion. After Balls had slipped aft with two passengers he heard
another explosion and then started pulling himself along the handrail
to one of the windows. He observed some of the passengers jumping out
of the window of the cabin and pulled himself to position in front of
the forward window and jumped out. it this time the ship was rather
high from the ground as it was rising by the nose. During the approach
to the mooring mast Bella advised that the ship was proceeding in a
normal fashion.
he to his experience with airships, BB-lla advised the
Board that he had been aboard the Airship Hindenburg since its first
trial trip, but that he hsd no experience prior to his shipping on the
Hindenburg.
Balls. was excused by the Board when he advised that he had
no further information with reference to the wreck of the Hindenburg.
The third witness on any 114, 1957 was EMIL STOECKLE, who
resides at Franlcford, Germany.
Stceckle advised that he was aboard the Hindenburg on nay
6, 1957 as a passenger, and is employed by the German Zeppelin Transport
Company in its town office at Frankford, Germny. He is in charge of
the freight and mail department. While on board the Hindenburg Stee-
ckle did not have any duties to perform during the trip, but after land-
ing he was to be in charge of the freight and mailing department at
lakehurst for this trip.
Stoeckle advised that the landing signal was not within
his Lmesledge, but he e.ssn%d that it had been given as they approached
the mooring mast. Stoeokle did not make any special observations of
the approach of the ship to the mooring mast. It was his impression
that the ship was at rest when he first saw the landing lines dropped.
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Stoeokle was on the starboard side of the ship at a
window in the passenger lounge when he saw the right landing line
dropped. After observing this, Stoeckle went to the cabin to get a
coat out of his suitcase, which had been left in front of his cabin
door. Stoeckle's cabin was No. hh and was located on the upper pass-
enger deck. Hhile Stceckle nae standing in the corridor in front of
his cabin he heard a muffled detonation, and due to the angle of in-
cident which followed, he was pressed against the corridor wall.
Stoeokle then worked his way to the stairway which tent down to the
port side of the deck. Half way down this stairway Stoeckle saw'
through a window that it was too high to jup. it this time he also
saw a reflection of fire on the ground.i so waited util the ship
touched the groud and the jar burst a window from its frame, and he
then realised that the passengers on the upper deck had noticed the
danger due to his hearing them runing back and iorth. Ihen the ship
reached the ground $toeckle used a broken window to get out of the
ship, and on landing on the ground he looked over his shoulder and
noticed that the ship was afire at the point he had just left. Stoeckle
ran from the ship to escape falling girders, and shortly returned to the
vicinity of the ship to assist those who were hurt. Stoeokle estimated
the time between the dropping of the landing line and the inclination
of the bow to be as long as it would require him to go from the passenp
ger lounge down the corridor to the cabin corridon to the location of
his cabin, which.was about half say down the cabin corridor. He was
unable to exactly estimate the time that it required him to do this,
but stated that he covered this distance in a hurry as he was anxious
to get his overcoat. The explosion had no particular effect on Stoeckle,
and it was the angle of inclination that caused him to be pressed against
the corridor wall. it the tine oi the enplosion stoeckle noticed no un»
usual odor.
Stoeckle advised that his experience on airships prior to
this trip had been limited to a fourteen hour flight over Germany. He
estimated the hght of the airship above the ground to be about eighty
or one hundred meters, and drew this conclusion from his observation
of the landing line,which is about one hundred twenty meters long, and
when the line was thrown from the ship a portion of the line rested on
the ground. '
To stoeckles knowledge the freight aboard the ship was
stored as follows; films in the control car; bags in the aft part of
the ship, and as to other baggage - he had no knowledge.
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Stoeckle advised that he did not maintain any record of
the freight aboard the ship this trip, and does not lmcw how much the
freight weighed.
Stoeckle advised that as he observed the starboard line
strike the groud he could not remember whether any dust arose from
the line. Prior to feeling the shock of the explosion he did not
hear any unusual sound, and further, he was in the aft part of the
ship about 11 o'clock on the morning of Hay 6, 1957 and he had noticed
nothing uusual there. as further advised the Board that the corri-
dor from his cabin to the middle port staircase Ias not crowded,at the
time of the explosion, with any of the baggage, and he estimated that
the distance from his cabin to the window by'which he made his escape
was about thirty feet and he covered this distance in somewhat of a
hurry e
As Stoeckle was unable to furnish any further information
to the Board, he was excusede
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Witness number four on my 1h, 1937 was wnsnm sense,
who resides at Waldorf, Germany, near Frankford.
Steeb advised that he Ias an Assistant Machinist in the
capacity of apprentice aboard the Hindenburg in the trip ending May 6,
1937. He advised that he was an employee of the Zeppelin Company since
January 1, 1951, but that he had no previous experience aboard an air-
shipe Be further advised that he cams from Unlertuerckheim, Germany,
and was employed there in the construction of engines, and in particular
engines used aboard the Hindenburg. He specifically pointed out that
he was not a member of the crew but merely an apprentice, and his du-
ties were merely to receive instructions as to how to operate the en-
gines in flight. During the whole trip Stash was only employed in En-
gine Car No. 5, the forward oar on the starboard side. At the time of
approaching Lakehurst, New Jersey, steeb Iae in Engine Car Ho. 3-
ey approached the mocringjaast Steeb suddenly saw
that the stern of the ship was aflame, and at the same time heard a
hissing soud and felt the stern of the ship sink. Before the ship hit
the ground the flames moved forward through the ship. On first noticing
the flames and feeling the shock of the explosion Steeb caught hold of-I
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the strut in front of the control panel in Engine Car HO. 3 and 100kBd
at the floor of the car and did not know whether to jup out at that
time or wait, but he decided to do the latter. About this time $tBBb8
partner stopped the engine and fixed the brake over the stop lever.
After the stop lever had been thrown Steeb heard the characteristic
rough running of the Diesel engine. as the engine had not apparently
stopped, Steeb again threw the stop lever, but by this time the engine
had stopped. Steeb then jumped out of the car and ran from the ship..hile running he felt the clothes on his heck getting hot and he ran
his hand over his back to see whether they were burning, but the only
portion of his clothes that were burning was the back of his cap, which
he took off and threw away. Steeb saw another member of the crew, Mr.
Doerflein, lying on the ground, and Stceb asked him if he was hurt.
Doerflein said "No" and got up and ran away, and Steeb did also.
Steeb advised that the other members of the crew in Engine
Car No. 3 were MT. Schaeuble, Mr. Zettel, and Hr. Doerflein. The first
machinist was Hr. Zettel, but Doerflein was operating the engine at
the time the ship was approaching Lakehurst. Mr. Schaueble was the
superior officer in charge of Engine Car Ho. 5.
Schaeuble came in the dar shortly before approaching Lake-
hurst, and Steeb thinks this was prior to the blowing of landing stations
Steeb was at the operating levers of the radiator cowlings. These levers
are located in the front end of the engine car. Steeb was standing in
the engine car near the car levers and looking at the engine room tel-
egnh dials. The only thing he had to do in the landing one to observe
the action of the engines during the landing. It is always possible to
lock from-the engine oar to the rear of the ship. From the engine car
one is able to see about half way back along the airship. Steeb was
able to see the aft engine from his engine car. However, he was not able
to hearthe operation of this engine due to the great amount of noise
created by his own engine No. 3. He was unable to see any of the port
side engines.
he the airship approached ikehurst, Sieeb did not notice
any of the ground activities. Eb did not knew when the landing lines
were dropped nor does he have any idea as to the approximate time these
lines were dropped. Steeb does not know exactly when the ship became
nearly motionless near the approach to the mooring mast, nor does he
remember the exact time the engines were reversed, and based this lack
of knowledge on the fact that he was so inexperienced in airship travel
and operation.
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Steeb advised that the order to reverse the engines came
from the control cabin over the telegraph system, but he does not re-
member the exact speed used in reverse.
He advised that he first saw the fire at the stern of the
airship and at the tinn he Ins standing by Engine Ho. 5 not doing anyh
thing in particular, but happened to be looking aft. Eb observed the
fire only generally, due to the brightness of the flame throwing a
considerable glare. Steeb was enable to describe the extent of the
flame on the ship or its color. Be saw the fire and at the same time
heard a hissing sound. He is rather certain that he felt a crash af-
ter he saw the flames, and thought that this crash must have been
caused by an explosion or that his engine oar was being thrown from the
ship. The explosion referred to had no great effect on him except e
slight jar. Steeb was unable to estimate the distance above the ground
when he first saw the flams.
Hhen questioned as to the condition of the motors, Steeb
advised that the motor in car No. 5 had always run well. so did not
know whether there was an indicator in Engine Car No. 3 which would
indicate fire in any other part of the ship. He was unable to remember
whether Engine Car so. 5 was in reverse or not at the time he saw the
fire. Steeb advised that the Diesel engines on the Hindenburg would
make the same speed in reverse that they did in ahead, and that its
rotation is about 1500 revolutions a minute. The usual cruising speed
of the Hindenburg is 1300 revolutions, and this speed was maintained
during this trip. fhe R.P=M= at this
of Steeh as he was not looking at the
approaching Iakehurst. The R.P.M. of
ernor oniahe engine and a stop on the
speeds. If the engine is stopped, it
the control car, and engine no. 3 ran
trip of the Hindenburg. The stoppinglanding nae not in the knowledge
R.P.M. indicator at the time of
the motors is limited by a gov-
fuel jet which prevents over-
is stopped only on order from
continuously during the whole
of Engine No. 5 at the time of
the accident was a voluntary action on the part of the man at the
controls in Control Car Ho. 3.
Steeb advised that no smoking was permitting in the engine
cars of the Hindenburg, and that the only place smoking was permitted
was in the smoking rv=>m- He also stated that to his lmowledge there
was no welding equipment on board the Hindenburg.
With reference to the engine telegraph instructions, Steeb
advised that with reference to indication to full speed ahead the in.
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dicator shows full power and not l50O R.P.H. .
Steeb Ias unable to furnish any further information, and
the Board excused him.
Dan _
R. IEIGHTMAN, Meteorologist of the Weather Bureau, Wash?
ington, D. C., informed that he has had 21 years' experience with
weather conditions and the charting of the same; that he made a gen»
oral study of the weather on the northeastern Atlantic coast for
around May 6, 1937 and this stuiy included the immediate vicinity of
the Atlantic seaboard. He stated he studied weather maps showing
weather conditions prevailing on Bay 6,Ibr the various vicinities for
the northeastern part of the country, and also studied an hourly wea-
ther chart for the date of'Lgy 6, 19}? up until T:§0 P.M., Daylight
Saving Time, for Lakehurst and the immediate vicinity. He has also
taken brief extracts of the log of the Naval Station, combined with
telegraphic leather reports received at that station.
He presented into evidence nine charts which showed wea-
ther conditions in the northeastern part of.the country, including Long
Island. Briefly, he stated that there were weather disturbances from
New York and Northeastern Pennsylvania on May 6, 1957 and that a cold
front was proceeding in from Northeastern Pennsylvania on a ten to
fifteen.mile wind, and that this cold front.passed Lakehurst at 3,30
P.M. There were no thunderstorms of great magnitude on the evening
of Hay 6th in the immediate vicinity of Lakehurst, but showers were
reported along with a little thunder about heh P.M. Thunder storms
decidedly local and of no great severity.
On Nay 15, 1957 the first witness was HANS FREUHD, of
Eichlag, German; near Frankford.
Freund advised that on May 6, 1957 he was a member of
the crew of the Hindenburg in the capacity of a rigger, taking care of
the gas shells in the ship. Since the comissioning of the Hindenburg
Freund has made all voyages except one. Since January 1950 he has
been active in lighter-than-air crafts, and up to 1952 he made short
trips aboard lighter-than-air crafts. after l932 he made sixteen long
distance voyages on the Graf Zeppelin in the capacity of a rigger.
Since 1956 he has been aboard the Airship Hindenburg. His duties covh
er the care of the gas shells, the outer covering structure repairs,
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and maintaining the valves and water ballast. There were two more nem-
bers of the crew so engaged, a Hr. Ludwig Knorr and llr. Eric Spaehl.
Freund advised that his superior officer was Ludwig Knorr. A Er. Samnt
was Freund's chiefsuperier officer.
Freund advised that during the trip he did not notice any-
thing wrong, and to his knowledge everything was in the best oi order.
Aftsr the landing signals had been blown, Freund proceeded to his post
at rings 62 and I47 to let down the landing line there. The ring numbers
gave the meters in relation to the length of the ship. Freund advised
that he remained at his posts until after the landing signals were given-
The landing line at ring 62 is approximately one meter to the starboard
oi the center line, and the landing line at ring I47 is approximately one
meter to the port of the center line. Freund had let down the landing
line at ring 62 and at this time the ship had come to practicall astandstill. Freund was just ready to let out the cable at ring Z7 when
the accident happened. If he had gotten anwcf the cable cut, it was
no more than a meter or time The landing cables were let down by hand
through a vent in the side of the ship which was surrounded by a bushing.
The landing rope consists of a steel cable attached to the ship, and
the landing end hssa Manilla rope attached with wooden cross pieces on it
The landing cable is wound on a drum and can be lengthened or shortened
at will, and Freund was unable to state whether the entire length of the
steel cable was out. He approximated the length oi the steel cable as
fifteen meters.
Freund advised that at ring 67 he had let out several meters
of the steel cable and had not drawn any of the cable back. although
the ground was visible to Freund, it was hard to estimate the height of
the ship as he was only observing the ground through a hole about a foot
in diameter on the side of the ship, He thought, however, that the air-
ship was approximately sixty to eighty meters above the ground. Having
let out the landing cable at ring 67 he then proceeded to ring 14.7, the
stern landing cable and let out a small portion of this cable, which he
at no time pulled back into the ship.
At the time of getting the cables ready, which was about
five minutes prior to letting out the cables, one of the ropes used to
haul the cables from the lower fin, where they are stored during the
trip, became fouled in the wires and Freund asked a colleague to free
the rope. The rope was freed by merely pulling it out between the two
wires, and at this time nothing unusual occurred in clearing this cable.
The cable in lowering is run through a metal eye in the outer covering
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of the ship so as not to tear this covering. To the right of the metal
eye is s hetchwsy about a foot in diameter which may be opened so that
the ground may be observed. Freud advised that it was possible that
the ship could have been moving very slightly st the time he was st
the ring positions. Freund had no knowledge of the time the forward
lines were made fest.
With reference to the position of the lending cables
aboard the Hindenburg, Freund-advised that at ring nnnher 55 there are
two steel cables. it rins 57 there are two steel cables, starboard and
port side. it ring 62 there is the spider which he had let out, and the
after landing line. it ring 205 is e spider on the starboard and port
side, and they ere let down from the control car. it ring Pvsitiono
205 and 218 there are two steel cables which are attached to the dock-
ing dollies. At ring 2hh.5 there are two lending lines and two spiders,
one on the port side and one on the starboard side. There are at the
bow, starboard and port sides, two cables to which landing spiders may
be attached from ground positions, then there is i steel cable which
runs through the mooring cone attached to the mooring tower. At this
point Freund Ins excused by the Board,tc be recalled on lay l7, 1957.
Witness Ho. 2 on May 15, 1957 was CIAUB HIHKELBEIN, of
Schwseschall, Germany.
Claus Hinkelbein advised that he was e First Lieutenant
Flight Commander in the German Air Corps, and prior to this trip of
the Hindenburg he had hed no experience with lighter-than-air crafts.
On this trip Hinkelbein was a passenger aboard the Hindenburg. He
neither heard nor sew anything extraordinary during the trip or before
the accident to the Hindenburg. The first he knew of impending danger
was a slight jerk of the ship and the reflection of fire at the aft
end of the Hindenburg. Hinlcelbein sew fire shortly after the aft lend-
ing rope had been dropped. At about the time he observed the fire he
heard 1 muffled detonation, but at the time he was not sure Ihether
there was an explosion aboard the ship or not. He estimated. that at
the time of hearing the detonation the ship was about seventy or eighty
meters above the ground. Hinkelbein was standing at the starboard side
of the passenger quarters near the rear bulkhead, and more specifically,
in the music room. From where Hinkelbein stood the ground was visible
and he bed observed the starboard landing line dropped. He also saw
a line hit the ground, the ground crew run from the ship with the line,
drawing it taunt. He, however, did not notice whether the ground crew
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connected this line to anything or not. The detonation did not have
any particular effect upon Hinkelbein. He, however, noticed that the
ship imediately was rising very strongly forward. es estimated the
time between the first dropping of the landing line and the incident
of inclination as about two nintcs. It was practically about the
same instant when the inclination of the ship took place that Hinke1-
hein noticed the fire. as ran to the first eindes on the starboard
side of the passenger quarters and waited util the ship was close
enough to the ground, and then juped out.
Hinkelbein advised that the passengers were only allowed
aft on tours conducted by members of the crew, and that the passenger's
quarters were locked against any entranoe aft. In fact, to get aft
from the passenger's quarters, it was necessary to pass through the
quarters of the Chief Steward.
This trip was Hinke1bein's first trip in an airship, and
he advised that all prior experience was limited to heavier-than-air
craft.
Hinke1bein's impression at the time the landing line was
dropped was that the airship was standing still, and at no time did he
have the impression that the ship ever backed u.
Hinkelbein was iirst concerned with the safety of the
flight when he observed the reflection of the fire, and in his opinion
this reflection was entirely a normal appearance of fire. According
to his memory, the jerk, the sound of the detonation, and the reflect-
ed fire were all simultaneous-
Elnkelbein had had no experience with the type of engines
used on the Hindenburg, but during the trip he had noticed nothing un-
usual in the runing of these engines. at no time during the trip had
Hinkelbein noticed any backfire of the engines. Eb had not observed
anything unsual as to the passengers or the crew during the trip. He
advised that the passengers were not examined before they made tours
of the ship but that prior to getting aboard the airship they were re-
quested to surrender all matches or lighters It has also well known
to the members of the passenger list that smoking was prohibited ex-
cept in the smoking room-
As the airship approached lakehurst, Hinkelbein observed
that the ship was proceeding at a very slow pace, but due to his in»
experience aboard airships he was uable to estimate the speed of the
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approach. after passing over Lakehu:-st the rst time, Hinkelbein
advised that there was some rain.and that he noticed lightning, but
only on the horizon and at the time of landing he observed no lighte
ning at all.
as Hinke1bein.was unable to furnish any further infor-
mation to the Board, he was excused.
_ __ Q ._ . ml D i II 92I92ll -It should be noted that the hearings on may iztn ana 1
were attended by Acting Special Agent in Charge W. S. Devereaux and
Special Agent in Charge R. E. Vetterli, and the hearings for by lbth
- and 15th were attended by Acting Special Agent in Charge Devereau: and
Special Agent Lee F. Malone.
It is also well to note that beginning on lay lhth, 1937
the Board of Inquiry representing the Department of Commerce was joined
by a German commission that had been invited to sit in on the hearings.
This German commission was composed of Dr. Hugo Eckener, Dr. Lndwig
Duerr, Chief Construction Engineer of the German Zeppelin Transport
Company, Dr. Guenther Bock, Professor of Aerodynamics at the ChT1OttBDP
burg Teohnioological Institute, Professor MAX Deickmann, Radio Expert,
Walter Hoffman, of the National Research Bureau, and Lt. Colonel Joachim
Breithaupt, of the German Air Ministry.
It is also to be noted that acting as interpreter for the
German crew was Frederick W. Vonmiester, 35h Fourth Avenue, New York
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of the American Zeppelin Transport Company.
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Senator Copeland of New ork just telephoned andwanted to know if the Bureau was doingganything on the air disaster.
He stated that he was Chairman of th§¥Ea§ety of the Air end had sent
his expert to Lakehurst; that his expert had just phoned him and
advised him that down the road about 1000 ft. from where the accident
occurred foot prints of two men were found an that if sabotage was
,eonmitted it was entirely possible that e bullet could have been fired
from a gun with a Silencer causing the ship to explode. He stated
that he realized this was not a greet deal to go on but that where
the footprints were located was off of the road and he thought that
inasmuch as it was a clue the footprints should be preserved.
I advised the Senator that the Bureau was not doing
anything in connection with this matter but that from press reports
various committees were created and are apparently functioning. He
then stated that the "G~men who were there and saw the footprints
with his expert were not impressed by them at all". He stated that
he was of the opinion no stone should be left unturned end he merely
wanted the Bureau to know what was discovered.
I then advised the Senator that if agents were present
they were merely there as observers and_in no other capacity. He
stated that his men's name wee Mr. Roge?§Wil1iemson and that he was
now in New York City and could be located at Butterfieio_87§7§ eggthat he would return to Lakehurst tomorrow 5"' 'TF iw i m H -0: "L _"noonrtn s INDEXED 57 '"
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and suggested to
hurst and advise
Bureau.
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immediately advised tr. Foxworth or"t1?1s'"ier@rsse1<>6 __,'
him that he call Inspector Connelley who was at Lake 't
. ' P .': ' . P +.' . 'him the iniornetion the Senator h;d rssmitted to the
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936 Raymond-Commerce Building
ewark, ew Jersey
lay ll, 1957.
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Director, - _ __ I W H
Federal Bureau of Investigation,
Iashington, D. 0.1 -:2 . A-._.92
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