Titanic – 7.10 – Franz Xaver Wernz (Jesuit Superior General)

THE SINKING OF THE TITANIC


Franz Xaver Wernz

The Official Story

FRANZ XAVIER WERNZ
(Jesuit Superior General, 1906-1914)


 

Franz Xavier Wernz SJ (December 4, 1842 – August 19, 1914) was the twenty-fifth Superior General of the Society of Jesus (the Jesuit order). He was born in Rottweil, Württemberg (afterwards part of Germany).

Life

Wernz was the first of the eight children of parents with deep faith and piety. From an early age he had expressed his desire to be a Jesuit, perhaps influenced by the fact that his parish church in Rottweil had been a Jesuit church before the suppression and still retained many reminders of the Society. The paintings of many Jesuit saints and the fact that the yearly parish mission was given by Jesuits had probably helped him to make the decision.

He entered the society on December 5, 1857, made his novitiate at Gorheim near Sigmaringen, and took his first vows on December 8, 1859. From 1864-1868 and from 1872-1873 he was educator and teacher at Stella Matutina (Jesuit School) in Feldkirch, Austria. He studied theology and philosophy at the Maria Laach and Aachen abbeys. When the Kulturkampf of Chancellor Bismarck expelled the Jesuits from Germany, the exiled scholastics, after a short stay at Stella Matutina, found refuge in a Jesuit college, Ditton Hall in Lancashire in England and, finally, in 1881 moved to St Beuno’s in Wales. After a year of private study he became Professor of Canon Law at Ditton Hall and later at St Beuno’s. Between 1882 and 1906 he taught canon law at the Gregorian University, the last two years spent there he also served as its rector.

After the death of Luis Martín, the vicar general summoned a congregation for August 31, 1906, but it began after a day’s postponement on September 1 and would last until October 18. On the third ballot taken on September 8, the 64-year-old Wernz was elected general.

During his generalate he vigorously promoted the spiritual life, opened missions and created provinces in all parts of the world. The whole continent of North America was one of his special interests and he approved the setting up of provinces, houses, and colleges the length and breadth of that vast territory. Father Martín had set up the famous Monumenta Historica and Wernz continued his support and encouraged Jesuit writers to take up this important work, which they did with enthusiasm. He was instrumental in the founding of the Jesuit periodicals “Voces e Maria ad Lacum” which became “Stimmen der Zeit” in Germany and another, “Przeglad Powszechny”, in Poland.

One of his last letters written on December 25, 1913, to the Society was on the celebration of the centenary of the society’s restitution, to take place the following year.

Wernz had been General for seven years and eleven months, from September 8, 1906, until he died on August 19, 1914. His death occurred only a few hours before that of Pope Pius X and a mere three weeks after the outbreak of the First World War. It would be a difficult time for his successor to begin leading an international Society in a world internationally shattered.

His tomb can be found in the Jesuit Mausoleum at the Roman Campo Verano cemetery.

Source: Wikipedia

Titanic (1997) – Stern Sinking Scene

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

TITANIC TRUTH

HISTORICAL TRUTH

THE SOCIETY OF JESUS
(Jesuits)


 

The Society of Jesus (abbreviated SJ), also known as the Jesuits, is a religious order of the Catholic Church headquartered in Rome. It was founded by Ignatius of Loyola and six companions with the approval of Pope Paul III in 1540. The society is engaged in evangelization and apostolic ministry in 112 nations. Jesuits work in education, research, and cultural pursuits. Jesuits also give retreats, minister in hospitals and parishes, sponsor direct social ministries, and promote ecumenical dialogue.

The Society of Jesus is consecrated under the patronage of Madonna della Strada, a title of the Blessed Virgin Mary, and it is led by a Superior General. The headquarters of the society, its General Curia, is in Rome. The historic curia of Ignatius is now part of the Collegio del Gesù attached to the Church of the Gesù, the Jesuit mother church.

Members of the Society of Jesus are expected to accept orders to go anywhere in the world, where they might be required to live in extreme conditions. This was so because Ignatius, its leading founder, was a nobleman who had a military background. Accordingly, the opening lines of the founding document declared that the society was founded for “whoever desires to serve as a soldier of God, to strive especially for the defense and propagation of the faith, and for the progress of souls in Christian life and doctrine”. Jesuits are thus sometimes referred to colloquially as “God’s soldiers”, “God’s marines”, or “the Company”. The society participated in the Counter-Reformation and, later, in the implementation of the Second Vatican Council.

Source: Wikipedia

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Titanic – 7.11 – Father Francis Browne (Jesuit Provincial Superior, Ireland)

THE SINKING OF THE TITANIC


Father Francis Browne

The Official Story

FATHER FRANCIS BROWNE
(Jesuit Provincial Superior, Ireland)


 

Francis Patrick Mary Browne, SJ, MC & Bar (3 January 1880 – 7 July 1960) was a distinguished Irish Jesuit and a prolific photographer. His best known photographs are those of the RMS Titanic and its passengers and crew taken shortly before its sinking in 1912. He was decorated as a military chaplain during the First World War.

Education

He spent his formative years at Bower Convent, Athlone (1888–91), Belvedere College (1891–92), Christian Brothers College, Cork (1892–1893), St. Vincent’s Castleknock College (1893–97), graduating in 1897. He went on the aforementioned tour of Europe, where he began taking photographs.

Upon his return to Ireland, he joined the Jesuits and spent two years in the novitiate at St Stanislaus College, Tullabeg, County Offaly. He attended the Royal University, Dublin, where he was a classmate of James Joyce, who featured him as Mr Browne the Jesuit in Finnegans Wake. In 1909, he visited Rome with his uncle and brother (a bishop and priest respectively), during which they had a private audience with Pope Pius X: the Pope allowed Browne to take his photograph. He studied theology at the Milltown Institute of Theology and Philosophy in Dublin from 1911 to 1916.

Aboard the Titanic

In April 1912 he received a present from his uncle: a ticket for the maiden voyage of RMS Titanic from Southampton, England, to Queenstown, Ireland, via Cherbourg, France. He travelled to Southampton via Liverpool and London, boarding the Titanic on the afternoon of 10 April 1912. He was booked in cabin no. A-37 on the Promenade Deck. Browne took dozens of photographs of life aboard Titanic on that day and the next morning; he shot pictures of the gymnasium, the Marconi room, the first-class dining saloon, his own cabin, and of passengers enjoying walks on the Promenade and Boat decks. He captured the last known images of many crew and passengers, including captain Edward J. Smith, gymnasium manager T. W. McCawley, engineer William Parr, Major Archibald Butt, writer Jacques Futrelle and numerous third-class passengers whose names are unknown.

During his voyage on the Titanic, Browne was befriended by an American millionaire couple who were seated at his table in the liner’s first-class dining saloon. They offered to pay his way to New York and back in return for Browne spending the voyage to New York in their company. Browne telegraphed his superior, requesting permission, but the reply was an unambiguous “GET OFF THAT SHIP – PROVINCIAL”.

Browne left the Titanic when she docked in Queenstown and returned to Dublin to continue his theological studies. When the news of the ship’s sinking reached him, he realised that his photos would be of great interest, and he negotiated their sale to various newspapers and news cartels. They appeared in publications around the world. The Eastman Kodak company subsequently gave him free film for life and Browne often contributed to The Kodak Magazine. It’s unknown what type of camera Browne used to shoot the famous photos aboard Titanic. Nor is it clear where the negatives are of the photographs Browne took on the ship.

Source: Wikipedia

Titanic (1997) – Stern Sinking Scene

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

TITANIC TRUTH

HISTORICAL TRUTH

THE SOCIETY OF JESUS
(Jesuits)


 

The Society of Jesus (abbreviated SJ), also known as the Jesuits, is a religious order of the Catholic Church headquartered in Rome. It was founded by Ignatius of Loyola and six companions with the approval of Pope Paul III in 1540. The society is engaged in evangelization and apostolic ministry in 112 nations. Jesuits work in education, research, and cultural pursuits. Jesuits also give retreats, minister in hospitals and parishes, sponsor direct social ministries, and promote ecumenical dialogue.

The Society of Jesus is consecrated under the patronage of Madonna della Strada, a title of the Blessed Virgin Mary, and it is led by a Superior General. The headquarters of the society, its General Curia, is in Rome. The historic curia of Ignatius is now part of the Collegio del Gesù attached to the Church of the Gesù, the Jesuit mother church.

Members of the Society of Jesus are expected to accept orders to go anywhere in the world, where they might be required to live in extreme conditions. This was so because Ignatius, its leading founder, was a nobleman who had a military background. Accordingly, the opening lines of the founding document declared that the society was founded for “whoever desires to serve as a soldier of God, to strive especially for the defense and propagation of the faith, and for the progress of souls in Christian life and doctrine”. Jesuits are thus sometimes referred to colloquially as “God’s soldiers”, “God’s marines”, or “the Company”. The society participated in the Counter-Reformation and, later, in the implementation of the Second Vatican Council.

Source: Wikipedia

THE TIME IS NOW:

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The Hindenburg Disaster (Lakehurst Naval Air Station – May 6, 1937)

This information is respectfully dedicated to the victims.

1937

THE HINDENBURG
DISASTER


(MAY 6, 1937 — LAKEHURST NAVAL AIR STATION)

THE HINDENBURG DISASTER
(May 6, 1937 – Lakehurst Naval Air Station,
New Jersey)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Source: Wikipedia

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

SECTION INDEX


THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

HOLLYWOOD TRUTH

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SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

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Hindenburg Disaster – Section 1: LZ-129 Hindenburg

SECTION 1

The Official Story

LZ 129 HINDENBURG


 

LZ 129 Hindenburg (Luftschiff Zeppelin #129; Registration: D-LZ 129) was a German commercial passenger-carrying rigid airship, the lead ship of the Hindenburg class, the longest class of flying machine and the largest airship by envelope volume. It was designed and built by the Zeppelin Company (Luftschiffbau Zeppelin GmbH) on the shores of Lake Constance in Friedrichshafen, Germany, and was operated by the German Zeppelin Airline Company (Deutsche Zeppelin-Reederei). It was named after Field Marshal Paul von Hindenburg, who was President of Germany from 1925 until his death in 1934.

The airship flew from March 1936 until it was destroyed by fire 14 months later on May 6, 1937, while attempting to land at Lakehurst Naval Air Station in Manchester Township, New Jersey, at the end of the first North American transatlantic journey of her second season of service. This was the last of the great airship disasters; it was preceded by the crashes of the British R38, the US airship Roma, the French Dixmude, the British R101, and the USS Akron.

Final Flight (May 3–6, 1937)

After making the first South American flight of the 1937 season in late March, Hindenburg left Frankfurt for Lakehurst on the evening of 3 May, on its first scheduled round trip between Europe and North America that season. Although strong headwinds slowed the crossing, the flight had otherwise proceeded routinely as she approached for a landing three days later.

Hindenburg‘s arrival on 6 May was delayed for several hours to avoid a line of thunderstorms passing over Lakehurst, but around 7:00 pm the airship was cleared for its final approach to the Naval Air Station, which she made at an altitude of 200 m (660 ft) with Captain Max Pruss in command. At 7:21 pm a pair of landing lines were dropped from the nose of the ship and were grabbed hold of by ground handlers. Four minutes later, at 7:25 pm Hindenburg burst into flames and dropped to the ground in a little over half a minute. Of the 36 passengers and 61 crew aboard, 13 passengers and 22 crew died, as well as one member of the ground crew, a total of 36 lives lost. Herbert Morrison’s commentary of the incident became a classic of audio history.

The exact location of the initial fire, its source of ignition, and the source of fuel remain subjects of debate. The cause of the accident has never been determined conclusively, although many hypotheses have been proposed. Sabotage theories notwithstanding, one hypothesis often put forth involves a combination of gas leakage and atmospheric static conditions. Manually controlled and automatic valves for releasing hydrogen were located partway up one-meter diameter ventilation shafts that ran vertically through the airship. Hydrogen released into a shaft, whether intentionally or because of a stuck valve, mixes with air already in the shaft – potentially in an explosive ratio. Alternatively, a gas cell could have been ruptured by the breaking of a structural tension wire causing a mixing of hydrogen with air. The high static charge collected from flying within stormy conditions and inadequate grounding of the outer envelope to the frame could have ignited any resulting gas-air mixture at the top of the airship. In support of the hypothesis that hydrogen was leaking from the aft portion of the Hindenburg prior to the conflagration, water ballast was released at the rear of the airship and six crew members were dispatched to the bow to keep the craft level. Another more recent theory involves the airship’s outer covering. The silvery cloth covering contained material with cellulose nitrate, which is highly flammable. This theory is controversial and has been rejected by other researchers because the outer skin burns too slowly to account for the rapid flame propagation and gaps in the fire correspond with internal gas cell divisions, which would not be visible if the fire had spread across the skin first. Hydrogen fires had previously destroyed many other airships.

The duralumin framework of Hindenburg was salvaged and shipped back to Germany. There the scrap was recycled and used in the construction of military aircraft for the Luftwaffe, as were the frames of Graf Zeppelin and Graf Zeppelin II when they were scrapped in 1940.

Source: Wikipedia

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

ARTICLE INDEX

THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

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Hindenburg Disaster – 1.1 – LZ-129 Hindenburg (Lakehurst Naval Air Station, 1936)

THE HINDENBURG DISASTER


LZ-129 Hindenburg

The Official Story

LZ 129 HINDENBURG


 

LZ 129 Hindenburg (Luftschiff Zeppelin #129; Registration: D-LZ 129) was a German commercial passenger-carrying rigid airship, the lead ship of the Hindenburg class, the longest class of flying machine and the largest airship by envelope volume. It was designed and built by the Zeppelin Company (Luftschiffbau Zeppelin GmbH) on the shores of Lake Constance in Friedrichshafen, Germany, and was operated by the German Zeppelin Airline Company (Deutsche Zeppelin-Reederei). It was named after Field Marshal Paul von Hindenburg, who was President of Germany from 1925 until his death in 1934.

The airship flew from March 1936 until it was destroyed by fire 14 months later on May 6, 1937, while attempting to land at Lakehurst Naval Air Station in Manchester Township, New Jersey, at the end of the first North American transatlantic journey of her second season of service. This was the last of the great airship disasters; it was preceded by the crashes of the British R38, the US airship Roma, the French Dixmude, the British R101, and the USS Akron.

Operational History (Launching and trial flights)

Five years after construction began in 1931, Hindenburg made its maiden test flight from the Zeppelin dockyards at Friedrichshafen on March 4, 1936, with 87 passengers and crew aboard. These included the Zeppelin Company chairman, Dr. Hugo Eckener, as commander, former World War I Zeppelin commander Lt. Col. Joachim Breithaupt representing the German Air Ministry, the Zeppelin Company’s eight airship captains, 47 other crew members, and 30 dockyard employees who flew as passengers. Harold G. Dick was the only non-Luftschiffbau representative aboard. Although the name Hindenburg had been quietly selected by Eckener over a year earlier, only the airship’s formal registration number (D-LZ129) and the five Olympic rings (promoting the 1936 Summer Olympics to be held in Berlin that August) were displayed on the hull during its trial flights. As the airship passed over Munich on its second trial flight the next afternoon, the city’s Lord Mayor, Karl Fiehler, asked Eckener by radio the LZ129’s name, to which he replied “Hindenburg“. On March 23, Hindenburg made its first passenger and mail flight, carrying 80 reporters from Friedrichshafen to Löwenthal. The ship flew over Lake Constance with Graf Zeppelin.

The name Hindenburg lettered in 1.8-metre (5 ft 11 in) high red Fraktur script (designed by Berlin advertiser Georg Wagner) was added to its hull three weeks later before the Deutschlandfahrt on March 26. No formal naming ceremony for the airship was ever held.

The airship was operated commercially by the Deutsche Zeppelin Reederei (DZR) GmbH, which had been established by Hermann Göring in March 1935 to increase Nazi influence over airship operations. The DZR was jointly owned by the Luftschiffbau Zeppelin (the airship’s builder), the Reichsluftfahrtministerium (German Air Ministry), and Deutsche Lufthansa A.G. (Germany’s national airline at that time), and also operated the LZ 127 Graf Zeppelin during its last two years of commercial service to South America from 1935 to 1937. Hindenburg and its sister ship, the LZ 130 Graf Zeppelin II (launched in September 1938), were the only two airships ever purpose-built for regular commercial transatlantic passenger operations, although the latter never entered passenger service before being scrapped in 1940.

After a total of six flights made over a three-week period from the Zeppelin dockyards where the airship had been built, Hindenburg was ready for its formal public debut with a 6,600 km (4,100 mi) propaganda flight around Germany (Die Deutschlandfahrt) made jointly with the Graf Zeppelin from March 26 to 29. This was to be followed by its first commercial passenger flight, a four-day transatlantic voyage to Rio de Janeiro that departed from the Friedrichshafen Airport in nearby Löwenthal on March 31. After again departing from Löwenthal on 6 May on its first of ten round trips to North America made in 1936, all Hindenburg‘s subsequent transatlantic flights to both North and South America originated at the airport at Frankfurt am Main.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

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Hindenburg Disaster – 1.2 – Hindenburg Under Construction (1931)

THE HINDENBURG DISASTER


Hindenburg
Under Construction

The Official Story

LZ 129 HINDENBURG
(
Design and Development)


 

The Zeppelin Company had proposed LZ 128 in 1929, after the world flight of the LZ 127 Graf Zeppelin. This ship was to be approximately 237 m (778 ft) long and carry 140,000 cubic metres (4,900,000 cu ft) of hydrogen. Ten Maybach engines were to power five tandem engine cars (a plan from 1930 only showed four). The disaster of the British airship R 101 prompted the Zeppelin Company to reconsider the use of hydrogen, therefore scrapping the LZ 128 in favour of a new airship designed for helium, the LZ 129. Initial plans projected the LZ 129 to have a length of 248 metres (814 ft), but 11 m (36 ft) was dropped from the tail in order to allow the ship to fit in Lakehurst Hangar No. 1.

Manufacturing of components began in 1931, but construction of the Hindenburg did not commence until March 1932. The delay was largely due to Daimler-Benz designing and refining the LOF-6 diesel engines to reduce weight while fulfilling the output requirements set by the Zeppelin Company.

Hindenburg had a duralumin structure, incorporating 15 Ferris wheel-like main ring bulkheads along its length, with 16 cotton gas bags fitted between them. The bulkheads were braced to each other by longitudinal girders placed around their circumferences. The airship’s outer skin was of cotton doped with a mixture of reflective materials intended to protect the gas bags within from radiation, both ultraviolet (which would damage them) and infrared (which might cause them to overheat). The gas cells were made by a new method pioneered by Goodyear using multiple layers of gelatinized latex rather than the previous goldbeater’s skins. In 1931 the Zeppelin Company purchased 5,000 kg (11,000 lb) of duralumin salvaged from the wreckage of the October 1930 crash of the British airship R101.

Hindenburg‘s interior furnishings were designed by Fritz August Breuhaus, whose design experience included Pullman coaches, ocean liners, and warships of the German Navy. The upper “A” Deck contained 25 small two-passenger cabins in the middle flanked by large public rooms: a dining room to port and a lounge and writing room to starboard. Paintings on the dining room walls portrayed the Graf Zeppelin‘s trips to South America. A stylized world map covered the wall of the lounge. Long slanted windows ran the length of both decks. The passengers were expected to spend most of their time in the public areas, rather than their cramped cabins.

The lower “B” Deck contained washrooms, a mess hall for the crew, and a smoking lounge. Harold G. Dick, an American representative from the Goodyear Zeppelin Company, recalled “The only entrance to the smoking room, which was pressurized to prevent the admission of any leaking hydrogen, was via the bar, which had a swiveling air lock door, and all departing passengers were scrutinized by the bar steward to make sure they were not carrying out a lit cigarette or pipe.”

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 1.3 – Hindenburg Dining Room

THE HINDENBURG DISASTER


Hindenburg Dining Room

The Official Story

LZ 129 HINDENBURG
(
Design and Development)


 

The Zeppelin Company had proposed LZ 128 in 1929, after the world flight of the LZ 127 Graf Zeppelin. This ship was to be approximately 237 m (778 ft) long and carry 140,000 cubic metres (4,900,000 cu ft) of hydrogen. Ten Maybach engines were to power five tandem engine cars (a plan from 1930 only showed four). The disaster of the British airship R 101 prompted the Zeppelin Company to reconsider the use of hydrogen, therefore scrapping the LZ 128 in favour of a new airship designed for helium, the LZ 129. Initial plans projected the LZ 129 to have a length of 248 metres (814 ft), but 11 m (36 ft) was dropped from the tail in order to allow the ship to fit in Lakehurst Hangar No. 1.

Manufacturing of components began in 1931, but construction of the Hindenburg did not commence until March 1932. The delay was largely due to Daimler-Benz designing and refining the LOF-6 diesel engines to reduce weight while fulfilling the output requirements set by the Zeppelin Company.

Hindenburg had a duralumin structure, incorporating 15 Ferris wheel-like main ring bulkheads along its length, with 16 cotton gas bags fitted between them. The bulkheads were braced to each other by longitudinal girders placed around their circumferences. The airship’s outer skin was of cotton doped with a mixture of reflective materials intended to protect the gas bags within from radiation, both ultraviolet (which would damage them) and infrared (which might cause them to overheat). The gas cells were made by a new method pioneered by Goodyear using multiple layers of gelatinized latex rather than the previous goldbeater’s skins. In 1931 the Zeppelin Company purchased 5,000 kg (11,000 lb) of duralumin salvaged from the wreckage of the October 1930 crash of the British airship R101.

Hindenburg‘s interior furnishings were designed by Fritz August Breuhaus, whose design experience included Pullman coaches, ocean liners, and warships of the German Navy. The upper “A” Deck contained 25 small two-passenger cabins in the middle flanked by large public rooms: a dining room to port and a lounge and writing room to starboard. Paintings on the dining room walls portrayed the Graf Zeppelin‘s trips to South America. A stylized world map covered the wall of the lounge. Long slanted windows ran the length of both decks. The passengers were expected to spend most of their time in the public areas, rather than their cramped cabins.

The lower “B” Deck contained washrooms, a mess hall for the crew, and a smoking lounge. Harold G. Dick, an American representative from the Goodyear Zeppelin Company, recalled “The only entrance to the smoking room, which was pressurized to prevent the admission of any leaking hydrogen, was via the bar, which had a swiveling air lock door, and all departing passengers were scrutinized by the bar steward to make sure they were not carrying out a lit cigarette or pipe.”

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 1.4 – Hitler Re-Election Propaganda Leaflet (1936)

THE HINDENBURG DISASTER


Hitler Re-Election
Propaganda Leaflet

The Official Story

DIE DEUTSCHLANDFAHRT
(The Trip to Germany)


 

Although designed and built for commercial transatlantic passenger, air freight, and mail service, at the behest of the Reich Ministry for Public Enlightenment and Propaganda, Hindenburg was first pressed into use by the Air Ministry (its DLZ co-operator) as a vehicle for the delivery of Nazi propaganda. On March 7, 1936, ground forces of the German Reich had entered and occupied the Rhineland, a region bordering France, which had been designated in the 1919 Treaty of Versailles as a de-militarized zone established to provide a buffer between Germany and that neighboring country.

In order to justify its remilitarization—which was also a violation of the 1925 Locarno Pact—a post hoc referendum was quickly called by Hitler for March 29 to “ask the German people” to both ratify the Rhineland’s occupation by the German Army, and to approve a single party list composed exclusively of Nazi candidates to sit in the new Reichstag. The Hindenburg and the Graf Zeppelin were designated by the government as a key part of the process.

As a public relations ploy, Propaganda Minister Joseph Goebbels demanded that the Zeppelin Company make the two airships available to fly “in tandem” around Germany over the four-day period prior to the voting with a joint departure from Löwenthal on the morning of March 26. While gusty wind conditions that morning would prove to make the process of safely launching the new airship a difficult one, Hindenburg‘s commander, Captain Ernst Lehmann, was determined to impress the politicians, Nazi party officials, and press present at the airfield with an “on time” departure and thus proceeded with its launch despite the adverse conditions. As the massive airship began to rise under full engine power she was caught by a 35-degree crosswind gust, causing her lower vertical tail fin to strike and be dragged across the ground, resulting in significant damage to the bottom portion of the airfoil and its attached rudder. Zeppelin Company chairman Eckener, who had opposed the joint flight both because it politicized the airships and had forced the cancellation of an essential final endurance test for Hindenburg, was furious and rebuked Lehmann.

Graf Zeppelin, which had been hovering above the airfield waiting for Hindenburg to join it, had to start off on the propaganda mission alone while LZ 129 returned to her hangar. There temporary repairs were quickly made to its empennage before joining up with the smaller airship several hours later. As millions of Germans watched from below, the two giants of the sky sailed over Germany for the next four days and three nights, dropping propaganda leaflets, blaring martial music and slogans from large loudspeakers, and broadcasting political speeches from a makeshift radio studio aboard Hindenburg.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 1.5 – Deutsche Zeppelin-Reederei GmbH Flag (1935-1937)

THE HINDENBURG DISASTER


Deutsche Zeppelin-Reederei
GmbH Flag

The Official Story

DEUTSCHE ZEPPELIN-REEDEREI
(Hindenburg Zeppelin Operator)


 

Deutsche Zeppelin-Reederei (lit. ‘German Zeppelin Transport Company’), abbreviated DZR, is a German limited-liability company that operates commercial passenger zeppelin flights. The current incarnation of the DZR was founded in 2001 and is based in Friedrichshafen. It is a subsidiary of Zeppelin Luftschifftechnik and operates Zeppelin NT “Next Generation” airships. By 2009 the DZR had transported over 55,000 passengers. As of 2012 the DZR flies a schedule of 12 tour routes between March and November in Southern Germany. The company also operates flights to other selected cities as well as charter flights.

In the mid-1930s, the DZR was a commercial airline based in Frankfurt that operated zeppelins in regular transatlantic revenue service, including the famous LZ 129 Hindenburg. Following the Hindenburg disaster in 1937 the DZR stopped transatlantic service, although it launched a new airship in 1938 and had another on order. Plans for more operations ended at the outbreak of World War II and its zeppelins were scrapped in 1940. Today’s DZR sees itself as the successor of this original airline and is incorporated under the same name.

Hindenburg Disaster (1937)

On 6 May 1937 the LZ 129 Hindenburg caught fire and exploded while mooring in Lakehurst, New Jersey, killing 35 people as well as CEO Ernst Lehmann. The disaster dramatically changed the fortunes of the DZR. Hindenburg was covered by insurance of 6 million RM, which was paid in full, but the loss of future passenger revenue was not. Public confidence in Zeppelin travel had also been shattered and the LZ 127 Graf Zeppelin was immediately grounded on its return flight from Brazil on 8 May 1937.

The obvious solution was to switch the Zeppelins’ lifting gas from highly flammable hydrogen to inert helium. However, helium was only produced in the United States, was extremely expensive and had been embargoed since 1927. American airships equipped with helium were also forced to conserve it at all costs, which hampered their operational characteristics. Finally, a delay by the DZR to apply for an import license during a politically favorable moment in 1938 meant that it was deprived of the gas when relations between the US and Nazi Germany deteriorated soon after. In any event, helium’s high cost would probably have made future operations of the huge zeppelins unprofitable, particularly in competition with the new flying boats.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 1.6 – Hindenburg flying over New York City (May 6, 1937)

THE HINDENBURG DISASTER


Hindenburg flying over
New York City

The Official Story

HINDENBURG FINAL FLIGHT


 

The Hindenburg made 10 trips to the United States in 1936. After opening its 1937 season by completing a single round-trip passage to Rio de Janeiro, Brazil, in late March, the Hindenburg departed from Frankfurt, Germany, on the evening of May 3, on the first of 10 round trips between Europe and the United States that were scheduled for its second year of commercial service. American Airlines had contracted with the operators of the Hindenburg to shuttle the passengers from Lakehurst to Newark for connections to airplane flights.

Except for strong headwinds that slowed its progress, the Atlantic crossing of the Hindenburg was unremarkable until the airship attempted an early-evening landing at Lakehurst three days later on May 6. Although carrying only half its full capacity of passengers (36 of 70) and crewmen (61, including 21 crewman trainees) during the flight accident, the Hindenburg was fully booked for its return flight. Many of the passengers with tickets to Germany were planning to attend the coronation of King George VI and Queen Elizabeth in London the following week.

The airship was hours behind schedule when it passed over Boston on the morning of May 6, and its landing at Lakehurst was expected to be further delayed because of afternoon thunderstorms. Advised of the poor weather conditions at Lakehurst, Captain Max Pruss charted a course over Manhattan Island, causing a public spectacle as people rushed out into the street to catch sight of the airship. After passing over the field at 4:00 p.m., Captain Pruss took passengers on a tour over the seasides of New Jersey while waiting for the weather to clear. After finally being notified at 6:22 p.m. that the storms had passed, Pruss directed the airship back to Lakehurst to make its landing almost half a day late. As this would leave much less time than anticipated to service and prepare the airship for its scheduled departure back to Europe, the public was informed that they would not be permitted at the mooring location or be able to visit aboard the Hindenburg during its stay in port.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – Section 2: Airship Destruction

SECTION 2

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Disaster

At 7:25 p.m. local time, the Hindenburg caught fire and quickly became engulfed in flames. Eyewitness statements disagree as to where the fire initially broke out; several witnesses on the port side saw yellow-red flames first jump forward of the top fin near the ventilation shaft of cells 4 and 5. Other witnesses on the port side noted the fire actually began just ahead of the horizontal port fin, only then followed by flames in front of the upper fin. One, with views of the starboard side, saw flames beginning lower and farther aft, near cell 1 behind the rudders. Inside the airship, helmsman Helmut Lau, who was stationed in the lower fin, testified hearing a muffled detonation and looked up to see a bright reflection on the front bulkhead of gas cell 4, which “suddenly disappeared by the heat”. As other gas cells started to catch fire, the fire spread more to the starboard side and the ship dropped rapidly. Although the landing was being filmed by cameramen from four newsreel teams and at least one spectator, with numerous photographers also being at the scene, no footage or photographs are known to exist of the moment the fire started.

Wherever the flames started, they quickly spread forward first consuming cells 1 to 9, and the rear end of the structure imploded. Almost instantly, two tanks (it is disputed whether they contained water or fuel) burst out of the hull as a result of the shock of the blast. Buoyancy was lost on the stern of the ship, and the bow lurched upwards while the ship’s back broke; the falling stern stayed in trim.

As the tail of the Hindenburg crashed into the ground, a burst of flame came out of the nose, killing 9 of the 12 crew members in the bow. There was still gas in the bow section of the ship, so it continued to point upward as the stern collapsed down. The cell behind the passenger decks ignited as the side collapsed inward, and the scarlet lettering reading “Hindenburg” was erased by flames as the bow descended. The airship’s gondola wheel touched the ground, causing the bow to bounce up slightly as one final gas cell burned away. At this point, most of the fabric on the hull had also burned away and the bow finally crashed to the ground. Although the hydrogen had finished burning, the Hindenburg‘s diesel fuel burned for several more hours.

The time that it took from the first signs of disaster to the bow crashing to the ground is often reported as 32, 34 or 37 seconds. Since none of the newsreel cameras were filming the airship when the fire first started, the time of the start can only be estimated from various eyewitness accounts and the duration of the longest footage of the crash. One careful analysis by NASA’s Addison Bain gives the flame front spread rate across the fabric skin as about 49 ft/s (15 m/s) at some points during the crash, which would have resulted in a total destruction time of about 16 seconds (245m/15 m/s=16.3 s).

Some of the duralumin framework of the airship was salvaged and shipped back to Germany, where it was recycled and used in the construction of military aircraft for the Luftwaffe, as were the frames of the LZ 127 Graf Zeppelin and LZ 130 Graf Zeppelin II when both were scrapped in 1940.

In the days after the disaster, an official board of inquiry was set up at Lakehurst to investigate the cause of the fire. The investigation by the US Commerce Department was headed by Colonel South Trimble Jr, while Hugo Eckener led the German commission.

Source: Wikipedia

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

ARTICLE INDEX

THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.1 – Hindenburg Catching Fire (1)

THE HINDENBURG DISASTER


Hindenburg
Catching Fire (1)

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

Landing timeline

Around 7:00 p.m. local time, at an altitude of 650 feet (200 m), the Hindenburg made its final approach to the Lakehurst Naval Air Station. This was to be a high landing, known as a flying moor because the airship would drop its landing ropes and mooring cable at a high altitude, and then be winched down to the mooring mast. This type of landing maneuver would reduce the number of ground crewmen but would require more time. Although the high landing was a common procedure for American airships, the Hindenburg had only performed this maneuver a few times in 1936 while landing in Lakehurst.

At 7:09 p.m., the airship made a sharp full-speed left turn to the west around the landing field because the ground crew was not ready. At 7:11 p.m., it turned back toward the landing field and valved gas. All engines idled ahead and the airship began to slow. Captain Pruss ordered aft engines full astern at 7:14 p.m. while at an altitude of 394 ft (120 m), to try to brake the airship.

At 7:17 p.m., the wind shifted direction from east to southwest, and Captain Pruss ordered a second sharp turn starboard, making an s-shaped flightpath towards the mooring mast. At 7:18 p.m., as the final turn progressed, Pruss ordered 300, 300, and 500  kg (660, 660, and 1100 lb) of water ballast in successive drops because the airship was stern-heavy. The forward gas cells were also valved. As these measures failed to bring the ship in trim, six men (three of whom were killed in the accident) were then sent to the bow to trim the airship.

At 7:21 p.m., while the Hindenburg was at an altitude of 295 ft (90 m), the mooring lines were dropped from the bow; the starboard line was dropped first, followed by the port line. The port line was overtightened as it was connected to the post of the ground winch. The starboard line had still not been connected. A light rain began to fall as the ground crew grabbed the mooring lines.

At 7:25 p.m., a few witnesses saw the fabric ahead of the upper fin flutter as if gas was leaking. Others reported seeing a dim blue flame – possibly static electricity, or St. Elmo’s Fire – moments before the fire on top and in the back of the ship near the point where the flames first appeared. Several other eyewitness testimonies suggest that the first flame appeared on the port side just ahead of the port fin, and was followed by flames that burned on top. Commander Rosendahl testified to the flames in front of the upper fin being “mushroom-shaped”. One witness on the starboard side reported a fire beginning lower and behind the rudder on that side. On board, people heard a muffled detonation and those in the front of the ship felt a shock as the port trail rope overtightened; the officers in the control car initially thought the shock was caused by a broken rope.

Disaster

At 7:25 p.m. local time, the Hindenburg caught fire and quickly became engulfed in flames. Eyewitness statements disagree as to where the fire initially broke out; several witnesses on the port side saw yellow-red flames first jump forward of the top fin near the ventilation shaft of cells 4 and 5. Other witnesses on the port side noted the fire actually began just ahead of the horizontal port fin, only then followed by flames in front of the upper fin. One, with views of the starboard side, saw flames beginning lower and farther aft, near cell 1 behind the rudders. Inside the airship, helmsman Helmut Lau, who was stationed in the lower fin, testified hearing a muffled detonation and looked up to see a bright reflection on the front bulkhead of gas cell 4, which “suddenly disappeared by the heat”. As other gas cells started to catch fire, the fire spread more to the starboard side and the ship dropped rapidly. Although the landing was being filmed by cameramen from four newsreel teams and at least one spectator, with numerous photographers also being at the scene, no footage or photographs are known to exist of the moment the fire started.

Wherever the flames started, they quickly spread forward first consuming cells 1 to 9, and the rear end of the structure imploded. Almost instantly, two tanks (it is disputed whether they contained water or fuel) burst out of the hull as a result of the shock of the blast. Buoyancy was lost on the stern of the ship, and the bow lurched upwards while the ship’s back broke; the falling stern stayed in trim.

As the tail of the Hindenburg crashed into the ground, a burst of flame came out of the nose, killing 9 of the 12 crew members in the bow. There was still gas in the bow section of the ship, so it continued to point upward as the stern collapsed down. The cell behind the passenger decks ignited as the side collapsed inward, and the scarlet lettering reading “Hindenburg” was erased by flames as the bow descended. The airship’s gondola wheel touched the ground, causing the bow to bounce up slightly as one final gas cell burned away. At this point, most of the fabric on the hull had also burned away and the bow finally crashed to the ground. Although the hydrogen had finished burning, the Hindenburg‘s diesel fuel burned for several more hours.

The time that it took from the first signs of disaster to the bow crashing to the ground is often reported as 32, 34 or 37 seconds. Since none of the newsreel cameras were filming the airship when the fire first started, the time of the start can only be estimated from various eyewitness accounts and the duration of the longest footage of the crash. One careful analysis by NASA’s Addison Bain gives the flame front spread rate across the fabric skin as about 49 ft/s (15 m/s) at some points during the crash, which would have resulted in a total destruction time of about 16 seconds (245m/15 m/s=16.3 s).

Some of the duralumin framework of the airship was salvaged and shipped back to Germany, where it was recycled and used in the construction of military aircraft for the Luftwaffe, as were the frames of the LZ 127 Graf Zeppelin and LZ 130 Graf Zeppelin II when both were scrapped in 1940.

In the days after the disaster, an official board of inquiry was set up at Lakehurst to investigate the cause of the fire. The investigation by the US Commerce Department was headed by Colonel South Trimble Jr, while Hugo Eckener led the German commission.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.2 – Hindenburg Catching Fire (2)

THE HINDENBURG DISASTER


Hindenburg
Catching Fire (2)

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

Landing timeline

Around 7:00 p.m. local time, at an altitude of 650 feet (200 m), the Hindenburg made its final approach to the Lakehurst Naval Air Station. This was to be a high landing, known as a flying moor because the airship would drop its landing ropes and mooring cable at a high altitude, and then be winched down to the mooring mast. This type of landing maneuver would reduce the number of ground crewmen but would require more time. Although the high landing was a common procedure for American airships, the Hindenburg had only performed this maneuver a few times in 1936 while landing in Lakehurst.

At 7:09 p.m., the airship made a sharp full-speed left turn to the west around the landing field because the ground crew was not ready. At 7:11 p.m., it turned back toward the landing field and valved gas. All engines idled ahead and the airship began to slow. Captain Pruss ordered aft engines full astern at 7:14 p.m. while at an altitude of 394 ft (120 m), to try to brake the airship.

At 7:17 p.m., the wind shifted direction from east to southwest, and Captain Pruss ordered a second sharp turn starboard, making an s-shaped flightpath towards the mooring mast. At 7:18 p.m., as the final turn progressed, Pruss ordered 300, 300, and 500  kg (660, 660, and 1100 lb) of water ballast in successive drops because the airship was stern-heavy. The forward gas cells were also valved. As these measures failed to bring the ship in trim, six men (three of whom were killed in the accident) were then sent to the bow to trim the airship.

At 7:21 p.m., while the Hindenburg was at an altitude of 295 ft (90 m), the mooring lines were dropped from the bow; the starboard line was dropped first, followed by the port line. The port line was overtightened as it was connected to the post of the ground winch. The starboard line had still not been connected. A light rain began to fall as the ground crew grabbed the mooring lines.

At 7:25 p.m., a few witnesses saw the fabric ahead of the upper fin flutter as if gas was leaking. Others reported seeing a dim blue flame – possibly static electricity, or St. Elmo’s Fire – moments before the fire on top and in the back of the ship near the point where the flames first appeared. Several other eyewitness testimonies suggest that the first flame appeared on the port side just ahead of the port fin, and was followed by flames that burned on top. Commander Rosendahl testified to the flames in front of the upper fin being “mushroom-shaped”. One witness on the starboard side reported a fire beginning lower and behind the rudder on that side. On board, people heard a muffled detonation and those in the front of the ship felt a shock as the port trail rope overtightened; the officers in the control car initially thought the shock was caused by a broken rope.

Disaster

At 7:25 p.m. local time, the Hindenburg caught fire and quickly became engulfed in flames. Eyewitness statements disagree as to where the fire initially broke out; several witnesses on the port side saw yellow-red flames first jump forward of the top fin near the ventilation shaft of cells 4 and 5. Other witnesses on the port side noted the fire actually began just ahead of the horizontal port fin, only then followed by flames in front of the upper fin. One, with views of the starboard side, saw flames beginning lower and farther aft, near cell 1 behind the rudders. Inside the airship, helmsman Helmut Lau, who was stationed in the lower fin, testified hearing a muffled detonation and looked up to see a bright reflection on the front bulkhead of gas cell 4, which “suddenly disappeared by the heat”. As other gas cells started to catch fire, the fire spread more to the starboard side and the ship dropped rapidly. Although the landing was being filmed by cameramen from four newsreel teams and at least one spectator, with numerous photographers also being at the scene, no footage or photographs are known to exist of the moment the fire started.

Wherever the flames started, they quickly spread forward first consuming cells 1 to 9, and the rear end of the structure imploded. Almost instantly, two tanks (it is disputed whether they contained water or fuel) burst out of the hull as a result of the shock of the blast. Buoyancy was lost on the stern of the ship, and the bow lurched upwards while the ship’s back broke; the falling stern stayed in trim.

As the tail of the Hindenburg crashed into the ground, a burst of flame came out of the nose, killing 9 of the 12 crew members in the bow. There was still gas in the bow section of the ship, so it continued to point upward as the stern collapsed down. The cell behind the passenger decks ignited as the side collapsed inward, and the scarlet lettering reading “Hindenburg” was erased by flames as the bow descended. The airship’s gondola wheel touched the ground, causing the bow to bounce up slightly as one final gas cell burned away. At this point, most of the fabric on the hull had also burned away and the bow finally crashed to the ground. Although the hydrogen had finished burning, the Hindenburg‘s diesel fuel burned for several more hours.

The time that it took from the first signs of disaster to the bow crashing to the ground is often reported as 32, 34 or 37 seconds. Since none of the newsreel cameras were filming the airship when the fire first started, the time of the start can only be estimated from various eyewitness accounts and the duration of the longest footage of the crash. One careful analysis by NASA’s Addison Bain gives the flame front spread rate across the fabric skin as about 49 ft/s (15 m/s) at some points during the crash, which would have resulted in a total destruction time of about 16 seconds (245m/15 m/s=16.3 s).

Some of the duralumin framework of the airship was salvaged and shipped back to Germany, where it was recycled and used in the construction of military aircraft for the Luftwaffe, as were the frames of the LZ 127 Graf Zeppelin and LZ 130 Graf Zeppelin II when both were scrapped in 1940.

In the days after the disaster, an official board of inquiry was set up at Lakehurst to investigate the cause of the fire. The investigation by the US Commerce Department was headed by Colonel South Trimble Jr, while Hugo Eckener led the German commission.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.3 – Hindenburg Burning

THE HINDENBURG DISASTER


Hindenburg Burning

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

Disaster

At 7:25 p.m. local time, the Hindenburg caught fire and quickly became engulfed in flames. Eyewitness statements disagree as to where the fire initially broke out; several witnesses on the port side saw yellow-red flames first jump forward of the top fin near the ventilation shaft of cells 4 and 5. Other witnesses on the port side noted the fire actually began just ahead of the horizontal port fin, only then followed by flames in front of the upper fin. One, with views of the starboard side, saw flames beginning lower and farther aft, near cell 1 behind the rudders. Inside the airship, helmsman Helmut Lau, who was stationed in the lower fin, testified hearing a muffled detonation and looked up to see a bright reflection on the front bulkhead of gas cell 4, which “suddenly disappeared by the heat”. As other gas cells started to catch fire, the fire spread more to the starboard side and the ship dropped rapidly. Although the landing was being filmed by cameramen from four newsreel teams and at least one spectator, with numerous photographers also being at the scene, no footage or photographs are known to exist of the moment the fire started.

Wherever the flames started, they quickly spread forward first consuming cells 1 to 9, and the rear end of the structure imploded. Almost instantly, two tanks (it is disputed whether they contained water or fuel) burst out of the hull as a result of the shock of the blast. Buoyancy was lost on the stern of the ship, and the bow lurched upwards while the ship’s back broke; the falling stern stayed in trim.

As the tail of the Hindenburg crashed into the ground, a burst of flame came out of the nose, killing 9 of the 12 crew members in the bow. There was still gas in the bow section of the ship, so it continued to point upward as the stern collapsed down. The cell behind the passenger decks ignited as the side collapsed inward, and the scarlet lettering reading “Hindenburg” was erased by flames as the bow descended. The airship’s gondola wheel touched the ground, causing the bow to bounce up slightly as one final gas cell burned away. At this point, most of the fabric on the hull had also burned away and the bow finally crashed to the ground. Although the hydrogen had finished burning, the Hindenburg‘s diesel fuel burned for several more hours.

The time that it took from the first signs of disaster to the bow crashing to the ground is often reported as 32, 34 or 37 seconds. Since none of the newsreel cameras were filming the airship when the fire first started, the time of the start can only be estimated from various eyewitness accounts and the duration of the longest footage of the crash. One careful analysis by NASA’s Addison Bain gives the flame front spread rate across the fabric skin as about 49 ft/s (15 m/s) at some points during the crash, which would have resulted in a total destruction time of about 16 seconds (245m/15 m/s=16.3 s).

Some of the duralumin framework of the airship was salvaged and shipped back to Germany, where it was recycled and used in the construction of military aircraft for the Luftwaffe, as were the frames of the LZ 127 Graf Zeppelin and LZ 130 Graf Zeppelin II when both were scrapped in 1940.

In the days after the disaster, an official board of inquiry was set up at Lakehurst to investigate the cause of the fire. The investigation by the US Commerce Department was headed by Colonel South Trimble Jr, while Hugo Eckener led the German commission.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.4 – Crash of the Hindenburg

THE HINDENBURG DISASTER


Crash of the Hindenburg

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

Disaster

At 7:25 p.m. local time, the Hindenburg caught fire and quickly became engulfed in flames. Eyewitness statements disagree as to where the fire initially broke out; several witnesses on the port side saw yellow-red flames first jump forward of the top fin near the ventilation shaft of cells 4 and 5. Other witnesses on the port side noted the fire actually began just ahead of the horizontal port fin, only then followed by flames in front of the upper fin. One, with views of the starboard side, saw flames beginning lower and farther aft, near cell 1 behind the rudders. Inside the airship, helmsman Helmut Lau, who was stationed in the lower fin, testified hearing a muffled detonation and looked up to see a bright reflection on the front bulkhead of gas cell 4, which “suddenly disappeared by the heat”. As other gas cells started to catch fire, the fire spread more to the starboard side and the ship dropped rapidly. Although the landing was being filmed by cameramen from four newsreel teams and at least one spectator, with numerous photographers also being at the scene, no footage or photographs are known to exist of the moment the fire started.

Wherever the flames started, they quickly spread forward first consuming cells 1 to 9, and the rear end of the structure imploded. Almost instantly, two tanks (it is disputed whether they contained water or fuel) burst out of the hull as a result of the shock of the blast. Buoyancy was lost on the stern of the ship, and the bow lurched upwards while the ship’s back broke; the falling stern stayed in trim.

As the tail of the Hindenburg crashed into the ground, a burst of flame came out of the nose, killing 9 of the 12 crew members in the bow. There was still gas in the bow section of the ship, so it continued to point upward as the stern collapsed down. The cell behind the passenger decks ignited as the side collapsed inward, and the scarlet lettering reading “Hindenburg” was erased by flames as the bow descended. The airship’s gondola wheel touched the ground, causing the bow to bounce up slightly as one final gas cell burned away. At this point, most of the fabric on the hull had also burned away and the bow finally crashed to the ground. Although the hydrogen had finished burning, the Hindenburg‘s diesel fuel burned for several more hours.

The time that it took from the first signs of disaster to the bow crashing to the ground is often reported as 32, 34 or 37 seconds. Since none of the newsreel cameras were filming the airship when the fire first started, the time of the start can only be estimated from various eyewitness accounts and the duration of the longest footage of the crash. One careful analysis by NASA’s Addison Bain gives the flame front spread rate across the fabric skin as about 49 ft/s (15 m/s) at some points during the crash, which would have resulted in a total destruction time of about 16 seconds (245m/15 m/s=16.3 s).

Some of the duralumin framework of the airship was salvaged and shipped back to Germany, where it was recycled and used in the construction of military aircraft for the Luftwaffe, as were the frames of the LZ 127 Graf Zeppelin and LZ 130 Graf Zeppelin II when both were scrapped in 1940.

In the days after the disaster, an official board of inquiry was set up at Lakehurst to investigate the cause of the fire. The investigation by the US Commerce Department was headed by Colonel South Trimble Jr, while Hugo Eckener led the German commission.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.5 – Hindenburg Crash (Pathé Newsreel Footage)

THE HINDENBURG DISASTER


Hindenburg Crash

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

Disaster

At 7:25 p.m. local time, the Hindenburg caught fire and quickly became engulfed in flames. Eyewitness statements disagree as to where the fire initially broke out; several witnesses on the port side saw yellow-red flames first jump forward of the top fin near the ventilation shaft of cells 4 and 5. Other witnesses on the port side noted the fire actually began just ahead of the horizontal port fin, only then followed by flames in front of the upper fin. One, with views of the starboard side, saw flames beginning lower and farther aft, near cell 1 behind the rudders. Inside the airship, helmsman Helmut Lau, who was stationed in the lower fin, testified hearing a muffled detonation and looked up to see a bright reflection on the front bulkhead of gas cell 4, which “suddenly disappeared by the heat”. As other gas cells started to catch fire, the fire spread more to the starboard side and the ship dropped rapidly. Although the landing was being filmed by cameramen from four newsreel teams and at least one spectator, with numerous photographers also being at the scene, no footage or photographs are known to exist of the moment the fire started.

Wherever the flames started, they quickly spread forward first consuming cells 1 to 9, and the rear end of the structure imploded. Almost instantly, two tanks (it is disputed whether they contained water or fuel) burst out of the hull as a result of the shock of the blast. Buoyancy was lost on the stern of the ship, and the bow lurched upwards while the ship’s back broke; the falling stern stayed in trim.

As the tail of the Hindenburg crashed into the ground, a burst of flame came out of the nose, killing 9 of the 12 crew members in the bow. There was still gas in the bow section of the ship, so it continued to point upward as the stern collapsed down. The cell behind the passenger decks ignited as the side collapsed inward, and the scarlet lettering reading “Hindenburg” was erased by flames as the bow descended. The airship’s gondola wheel touched the ground, causing the bow to bounce up slightly as one final gas cell burned away. At this point, most of the fabric on the hull had also burned away and the bow finally crashed to the ground. Although the hydrogen had finished burning, the Hindenburg‘s diesel fuel burned for several more hours.

The time that it took from the first signs of disaster to the bow crashing to the ground is often reported as 32, 34 or 37 seconds. Since none of the newsreel cameras were filming the airship when the fire first started, the time of the start can only be estimated from various eyewitness accounts and the duration of the longest footage of the crash. One careful analysis by NASA’s Addison Bain gives the flame front spread rate across the fabric skin as about 49 ft/s (15 m/s) at some points during the crash, which would have resulted in a total destruction time of about 16 seconds (245m/15 m/s=16.3 s).

Some of the duralumin framework of the airship was salvaged and shipped back to Germany, where it was recycled and used in the construction of military aircraft for the Luftwaffe, as were the frames of the LZ 127 Graf Zeppelin and LZ 130 Graf Zeppelin II when both were scrapped in 1940.

In the days after the disaster, an official board of inquiry was set up at Lakehurst to investigate the cause of the fire. The investigation by the US Commerce Department was headed by Colonel South Trimble Jr, while Hugo Eckener led the German commission.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.6 – Hindenburg Burns After Crash

THE HINDENBURG DISASTER


Hindenburg Burns
After Crash

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Deaths

There were a total 35 deaths out of 97 people on the airship, including 13 of the 36 passengers and 22 of the 61 crew; most survivors were severely burned. Among the killed was also one ground crewman, the civilian linesman Allen Hagaman. Ten passengers and 16 crewmen died in the crash or in the fire. The majority of the victims were burned to death, while others died jumping from the airship at an excessive height, or as a consequence of either smoke inhalation or falling debris. Six other crew members, three passengers, and Allen Hagaman died in the following hours or days, mostly as a result of the burns.

The majority of the crewmen who died were up inside the ship’s hull, where they either did not have a clear escape route or were close to the bow of the ship, which hung burning in the air for too long for most of them to escape death. Most of the crew in the bow died in the fire, although at least one was filmed falling from the bow to his death. Most of the passengers who died were trapped in the starboard side of the passenger deck. Not only was the wind blowing the fire toward the starboard side, but the ship also rolled slightly to starboard as it settled to the ground, with much of the upper hull on that part of the ship collapsing outboard of the starboard observation windows, thus cutting off the escape of many of the passengers on that side. To make matters worse, the sliding door leading from the starboard passenger area to the central foyer and the gangway stairs (through which rescuers led a number of passengers to safety) jammed shut during the crash, further trapping those passengers on the starboard side. Nonetheless, some did manage to escape from the starboard passenger decks. By contrast, all but a few of the passengers on the port side of the ship survived the fire, with some of them escaping virtually unscathed. Although the best remembered airship disaster, it was not the worst. Just over twice as many (73 of 76 on board) had perished when the helium-filled U.S. Navy scout airship USS Akron crashed at sea off the New Jersey coast four years earlier on April 4, 1933.

Werner Franz, the 14-year-old cabin boy, was initially dazed on realizing the ship was on fire but when a water tank above him burst open, putting out the fire around him, he was spurred to action. He made his way to a nearby hatch and dropped through it just as the forward part of the ship was briefly rebounding into the air. He began to run toward the starboard side, but stopped and turned around and ran the other way because wind was pushing the flames in that direction. He escaped without injury, and was the last surviving crew member when he died in 2014. The last survivor, Werner G. Doehner, died November 8, 2019. At the time of the disaster, Doehner was eight years old and vacationing with family. He recalled later that his mother threw him and his brother out of the ship and jumped after them; they survived but Doehner’s father and sister were killed.

When the control car crashed onto the ground, most of the officers leapt through the windows, but became separated. First Officer Captain Albert Sammt found Captain Max Pruss trying to re-enter the wreckage to look for survivors. Pruss’s face was badly burned, and he required months of hospitalization and reconstructive surgery, but he survived.

Captain Ernst Lehmann escaped the crash with burns to his head and arms and severe burns across most of his back. He died at a nearby hospital the next day.

When passenger Joseph Späh, a vaudeville comic acrobat, saw the first sign of trouble he smashed the window with his movie camera with which he had been filming the landing (the film survived the disaster). As the ship neared the ground he lowered himself out the window and hung onto the window ledge, letting go when the ship was perhaps 20 feet above the ground. His acrobat’s instincts kicked in, and Späh kept his feet under him and attempted to do a safety roll when he landed. He injured his ankle nonetheless, and was dazedly crawling away when a member of the ground crew came up, slung the diminutive Späh under one arm, and ran him clear of the fire.

Of the 12 crewmen in the bow of the airship, only three survived. Four of these 12 men were standing on the mooring shelf, a platform up at the very tip of the bow from which the forwardmost landing ropes and the steel mooring cable were released to the ground crew, and which was directly at the forward end of the axial walkway and just ahead of gas cell #16. The rest were standing either along the lower keel walkway ahead of the control car, or else on platforms beside the stairway leading up the curve of the bow to the mooring shelf. During the fire the bow hung in the air at roughly a 45-degree angle and flames shot forward through the axial walkway, bursting through the bow (and the bow gas cells) like a blowtorch. The three men from the forward section who survived (elevatorman Kurt Bauer, cook Alfred Grözinger, and electrician Josef Leibrecht) were those furthest aft of the bow, and two of them (Bauer and Grözinger) happened to be standing near two large triangular air vents, through which cool air was being drawn by the fire. Neither of these men sustained more than superficial burns. Most of the men standing along the bow stairway either fell aft into the fire, or tried to leap from the ship when it was still too high in the air. Three of the four men standing on the mooring shelf inside the very tip of the bow were actually taken from the wreck alive, though one (Erich Spehl, a rigger) died shortly afterwards in the Air Station’s infirmary, and the other two (helmsman Alfred Bernhard and apprentice elevatorman Ludwig Felber) were reported by newspapers to have initially survived the fire, and then to subsequently have died at area hospitals during the night or early the following morning.

Hydrogen fires are less destructive to immediate surroundings than gasoline explosions because of the buoyancy of diatomic hydrogen, which causes heat of combustion to be released upwards more than circumferentially as the leaked mass ascends in the atmosphere; hydrogen fires are more survivable than fires of gasoline or wood. The hydrogen in the Hindenburg burned out within about 90 seconds.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.7 – Burning Hindenburg Wreckage

THE HINDENBURG DISASTER


Burning
Hindenburg Wreckage

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Deaths

There were a total 35 deaths out of 97 people on the airship, including 13 of the 36 passengers and 22 of the 61 crew; most survivors were severely burned. Among the killed was also one ground crewman, the civilian linesman Allen Hagaman. Ten passengers and 16 crewmen died in the crash or in the fire. The majority of the victims were burned to death, while others died jumping from the airship at an excessive height, or as a consequence of either smoke inhalation or falling debris. Six other crew members, three passengers, and Allen Hagaman died in the following hours or days, mostly as a result of the burns.

The majority of the crewmen who died were up inside the ship’s hull, where they either did not have a clear escape route or were close to the bow of the ship, which hung burning in the air for too long for most of them to escape death. Most of the crew in the bow died in the fire, although at least one was filmed falling from the bow to his death. Most of the passengers who died were trapped in the starboard side of the passenger deck. Not only was the wind blowing the fire toward the starboard side, but the ship also rolled slightly to starboard as it settled to the ground, with much of the upper hull on that part of the ship collapsing outboard of the starboard observation windows, thus cutting off the escape of many of the passengers on that side. To make matters worse, the sliding door leading from the starboard passenger area to the central foyer and the gangway stairs (through which rescuers led a number of passengers to safety) jammed shut during the crash, further trapping those passengers on the starboard side. Nonetheless, some did manage to escape from the starboard passenger decks. By contrast, all but a few of the passengers on the port side of the ship survived the fire, with some of them escaping virtually unscathed. Although the best remembered airship disaster, it was not the worst. Just over twice as many (73 of 76 on board) had perished when the helium-filled U.S. Navy scout airship USS Akron crashed at sea off the New Jersey coast four years earlier on April 4, 1933.

Werner Franz, the 14-year-old cabin boy, was initially dazed on realizing the ship was on fire but when a water tank above him burst open, putting out the fire around him, he was spurred to action. He made his way to a nearby hatch and dropped through it just as the forward part of the ship was briefly rebounding into the air. He began to run toward the starboard side, but stopped and turned around and ran the other way because wind was pushing the flames in that direction. He escaped without injury, and was the last surviving crew member when he died in 2014. The last survivor, Werner G. Doehner, died November 8, 2019. At the time of the disaster, Doehner was eight years old and vacationing with family. He recalled later that his mother threw him and his brother out of the ship and jumped after them; they survived but Doehner’s father and sister were killed.

When the control car crashed onto the ground, most of the officers leapt through the windows, but became separated. First Officer Captain Albert Sammt found Captain Max Pruss trying to re-enter the wreckage to look for survivors. Pruss’s face was badly burned, and he required months of hospitalization and reconstructive surgery, but he survived.

Captain Ernst Lehmann escaped the crash with burns to his head and arms and severe burns across most of his back. He died at a nearby hospital the next day.

When passenger Joseph Späh, a vaudeville comic acrobat, saw the first sign of trouble he smashed the window with his movie camera with which he had been filming the landing (the film survived the disaster). As the ship neared the ground he lowered himself out the window and hung onto the window ledge, letting go when the ship was perhaps 20 feet above the ground. His acrobat’s instincts kicked in, and Späh kept his feet under him and attempted to do a safety roll when he landed. He injured his ankle nonetheless, and was dazedly crawling away when a member of the ground crew came up, slung the diminutive Späh under one arm, and ran him clear of the fire.

Of the 12 crewmen in the bow of the airship, only three survived. Four of these 12 men were standing on the mooring shelf, a platform up at the very tip of the bow from which the forwardmost landing ropes and the steel mooring cable were released to the ground crew, and which was directly at the forward end of the axial walkway and just ahead of gas cell #16. The rest were standing either along the lower keel walkway ahead of the control car, or else on platforms beside the stairway leading up the curve of the bow to the mooring shelf. During the fire the bow hung in the air at roughly a 45-degree angle and flames shot forward through the axial walkway, bursting through the bow (and the bow gas cells) like a blowtorch. The three men from the forward section who survived (elevatorman Kurt Bauer, cook Alfred Grözinger, and electrician Josef Leibrecht) were those furthest aft of the bow, and two of them (Bauer and Grözinger) happened to be standing near two large triangular air vents, through which cool air was being drawn by the fire. Neither of these men sustained more than superficial burns. Most of the men standing along the bow stairway either fell aft into the fire, or tried to leap from the ship when it was still too high in the air. Three of the four men standing on the mooring shelf inside the very tip of the bow were actually taken from the wreck alive, though one (Erich Spehl, a rigger) died shortly afterwards in the Air Station’s infirmary, and the other two (helmsman Alfred Bernhard and apprentice elevatorman Ludwig Felber) were reported by newspapers to have initially survived the fire, and then to subsequently have died at area hospitals during the night or early the following morning.

Hydrogen fires are less destructive to immediate surroundings than gasoline explosions because of the buoyancy of diatomic hydrogen, which causes heat of combustion to be released upwards more than circumferentially as the leaked mass ascends in the atmosphere; hydrogen fires are more survivable than fires of gasoline or wood. The hydrogen in the Hindenburg burned out within about 90 seconds.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.8 – Hindenburg Wreckage (Closeup)

THE HINDENBURG DISASTER


Hindenburg Wreckage

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Deaths

There were a total 35 deaths out of 97 people on the airship, including 13 of the 36 passengers and 22 of the 61 crew; most survivors were severely burned. Among the killed was also one ground crewman, the civilian linesman Allen Hagaman. Ten passengers and 16 crewmen died in the crash or in the fire. The majority of the victims were burned to death, while others died jumping from the airship at an excessive height, or as a consequence of either smoke inhalation or falling debris. Six other crew members, three passengers, and Allen Hagaman died in the following hours or days, mostly as a result of the burns.

The majority of the crewmen who died were up inside the ship’s hull, where they either did not have a clear escape route or were close to the bow of the ship, which hung burning in the air for too long for most of them to escape death. Most of the crew in the bow died in the fire, although at least one was filmed falling from the bow to his death. Most of the passengers who died were trapped in the starboard side of the passenger deck. Not only was the wind blowing the fire toward the starboard side, but the ship also rolled slightly to starboard as it settled to the ground, with much of the upper hull on that part of the ship collapsing outboard of the starboard observation windows, thus cutting off the escape of many of the passengers on that side. To make matters worse, the sliding door leading from the starboard passenger area to the central foyer and the gangway stairs (through which rescuers led a number of passengers to safety) jammed shut during the crash, further trapping those passengers on the starboard side. Nonetheless, some did manage to escape from the starboard passenger decks. By contrast, all but a few of the passengers on the port side of the ship survived the fire, with some of them escaping virtually unscathed. Although the best remembered airship disaster, it was not the worst. Just over twice as many (73 of 76 on board) had perished when the helium-filled U.S. Navy scout airship USS Akron crashed at sea off the New Jersey coast four years earlier on April 4, 1933.

Werner Franz, the 14-year-old cabin boy, was initially dazed on realizing the ship was on fire but when a water tank above him burst open, putting out the fire around him, he was spurred to action. He made his way to a nearby hatch and dropped through it just as the forward part of the ship was briefly rebounding into the air. He began to run toward the starboard side, but stopped and turned around and ran the other way because wind was pushing the flames in that direction. He escaped without injury, and was the last surviving crew member when he died in 2014. The last survivor, Werner G. Doehner, died November 8, 2019. At the time of the disaster, Doehner was eight years old and vacationing with family. He recalled later that his mother threw him and his brother out of the ship and jumped after them; they survived but Doehner’s father and sister were killed.

When the control car crashed onto the ground, most of the officers leapt through the windows, but became separated. First Officer Captain Albert Sammt found Captain Max Pruss trying to re-enter the wreckage to look for survivors. Pruss’s face was badly burned, and he required months of hospitalization and reconstructive surgery, but he survived.

Captain Ernst Lehmann escaped the crash with burns to his head and arms and severe burns across most of his back. He died at a nearby hospital the next day.

When passenger Joseph Späh, a vaudeville comic acrobat, saw the first sign of trouble he smashed the window with his movie camera with which he had been filming the landing (the film survived the disaster). As the ship neared the ground he lowered himself out the window and hung onto the window ledge, letting go when the ship was perhaps 20 feet above the ground. His acrobat’s instincts kicked in, and Späh kept his feet under him and attempted to do a safety roll when he landed. He injured his ankle nonetheless, and was dazedly crawling away when a member of the ground crew came up, slung the diminutive Späh under one arm, and ran him clear of the fire.

Of the 12 crewmen in the bow of the airship, only three survived. Four of these 12 men were standing on the mooring shelf, a platform up at the very tip of the bow from which the forwardmost landing ropes and the steel mooring cable were released to the ground crew, and which was directly at the forward end of the axial walkway and just ahead of gas cell #16. The rest were standing either along the lower keel walkway ahead of the control car, or else on platforms beside the stairway leading up the curve of the bow to the mooring shelf. During the fire the bow hung in the air at roughly a 45-degree angle and flames shot forward through the axial walkway, bursting through the bow (and the bow gas cells) like a blowtorch. The three men from the forward section who survived (elevatorman Kurt Bauer, cook Alfred Grözinger, and electrician Josef Leibrecht) were those furthest aft of the bow, and two of them (Bauer and Grözinger) happened to be standing near two large triangular air vents, through which cool air was being drawn by the fire. Neither of these men sustained more than superficial burns. Most of the men standing along the bow stairway either fell aft into the fire, or tried to leap from the ship when it was still too high in the air. Three of the four men standing on the mooring shelf inside the very tip of the bow were actually taken from the wreck alive, though one (Erich Spehl, a rigger) died shortly afterwards in the Air Station’s infirmary, and the other two (helmsman Alfred Bernhard and apprentice elevatorman Ludwig Felber) were reported by newspapers to have initially survived the fire, and then to subsequently have died at area hospitals during the night or early the following morning.

Hydrogen fires are less destructive to immediate surroundings than gasoline explosions because of the buoyancy of diatomic hydrogen, which causes heat of combustion to be released upwards more than circumferentially as the leaked mass ascends in the atmosphere; hydrogen fires are more survivable than fires of gasoline or wood. The hydrogen in the Hindenburg burned out within about 90 seconds.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 2.9 – Hindenburg Wreckage (Aerial View)

THE HINDENBURG DISASTER


Hindenburg Wreckage

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Deaths

There were a total 35 deaths out of 97 people on the airship, including 13 of the 36 passengers and 22 of the 61 crew; most survivors were severely burned. Among the killed was also one ground crewman, the civilian linesman Allen Hagaman. Ten passengers and 16 crewmen died in the crash or in the fire. The majority of the victims were burned to death, while others died jumping from the airship at an excessive height, or as a consequence of either smoke inhalation or falling debris. Six other crew members, three passengers, and Allen Hagaman died in the following hours or days, mostly as a result of the burns.

The majority of the crewmen who died were up inside the ship’s hull, where they either did not have a clear escape route or were close to the bow of the ship, which hung burning in the air for too long for most of them to escape death. Most of the crew in the bow died in the fire, although at least one was filmed falling from the bow to his death. Most of the passengers who died were trapped in the starboard side of the passenger deck. Not only was the wind blowing the fire toward the starboard side, but the ship also rolled slightly to starboard as it settled to the ground, with much of the upper hull on that part of the ship collapsing outboard of the starboard observation windows, thus cutting off the escape of many of the passengers on that side. To make matters worse, the sliding door leading from the starboard passenger area to the central foyer and the gangway stairs (through which rescuers led a number of passengers to safety) jammed shut during the crash, further trapping those passengers on the starboard side. Nonetheless, some did manage to escape from the starboard passenger decks. By contrast, all but a few of the passengers on the port side of the ship survived the fire, with some of them escaping virtually unscathed. Although the best remembered airship disaster, it was not the worst. Just over twice as many (73 of 76 on board) had perished when the helium-filled U.S. Navy scout airship USS Akron crashed at sea off the New Jersey coast four years earlier on April 4, 1933.

Werner Franz, the 14-year-old cabin boy, was initially dazed on realizing the ship was on fire but when a water tank above him burst open, putting out the fire around him, he was spurred to action. He made his way to a nearby hatch and dropped through it just as the forward part of the ship was briefly rebounding into the air. He began to run toward the starboard side, but stopped and turned around and ran the other way because wind was pushing the flames in that direction. He escaped without injury, and was the last surviving crew member when he died in 2014. The last survivor, Werner G. Doehner, died November 8, 2019. At the time of the disaster, Doehner was eight years old and vacationing with family. He recalled later that his mother threw him and his brother out of the ship and jumped after them; they survived but Doehner’s father and sister were killed.

When the control car crashed onto the ground, most of the officers leapt through the windows, but became separated. First Officer Captain Albert Sammt found Captain Max Pruss trying to re-enter the wreckage to look for survivors. Pruss’s face was badly burned, and he required months of hospitalization and reconstructive surgery, but he survived.

Captain Ernst Lehmann escaped the crash with burns to his head and arms and severe burns across most of his back. He died at a nearby hospital the next day.

When passenger Joseph Späh, a vaudeville comic acrobat, saw the first sign of trouble he smashed the window with his movie camera with which he had been filming the landing (the film survived the disaster). As the ship neared the ground he lowered himself out the window and hung onto the window ledge, letting go when the ship was perhaps 20 feet above the ground. His acrobat’s instincts kicked in, and Späh kept his feet under him and attempted to do a safety roll when he landed. He injured his ankle nonetheless, and was dazedly crawling away when a member of the ground crew came up, slung the diminutive Späh under one arm, and ran him clear of the fire.

Of the 12 crewmen in the bow of the airship, only three survived. Four of these 12 men were standing on the mooring shelf, a platform up at the very tip of the bow from which the forwardmost landing ropes and the steel mooring cable were released to the ground crew, and which was directly at the forward end of the axial walkway and just ahead of gas cell #16. The rest were standing either along the lower keel walkway ahead of the control car, or else on platforms beside the stairway leading up the curve of the bow to the mooring shelf. During the fire the bow hung in the air at roughly a 45-degree angle and flames shot forward through the axial walkway, bursting through the bow (and the bow gas cells) like a blowtorch. The three men from the forward section who survived (elevatorman Kurt Bauer, cook Alfred Grözinger, and electrician Josef Leibrecht) were those furthest aft of the bow, and two of them (Bauer and Grözinger) happened to be standing near two large triangular air vents, through which cool air was being drawn by the fire. Neither of these men sustained more than superficial burns. Most of the men standing along the bow stairway either fell aft into the fire, or tried to leap from the ship when it was still too high in the air. Three of the four men standing on the mooring shelf inside the very tip of the bow were actually taken from the wreck alive, though one (Erich Spehl, a rigger) died shortly afterwards in the Air Station’s infirmary, and the other two (helmsman Alfred Bernhard and apprentice elevatorman Ludwig Felber) were reported by newspapers to have initially survived the fire, and then to subsequently have died at area hospitals during the night or early the following morning.

Hydrogen fires are less destructive to immediate surroundings than gasoline explosions because of the buoyancy of diatomic hydrogen, which causes heat of combustion to be released upwards more than circumferentially as the leaked mass ascends in the atmosphere; hydrogen fires are more survivable than fires of gasoline or wood. The hydrogen in the Hindenburg burned out within about 90 seconds.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – Section 3: Newsreel Coverage

SECTION 3

The Official Story

HINDENBURG DISASTER NEWS COVERAGE


 

The disaster was well-documented. Heavy publicity about the first transatlantic passenger flight of the year by Zeppelin to the United States had attracted a large number of journalists to the landing. Thus many news crews were on-site at the time of the airship exploding, and so there was a significant amount of newsreel coverage and photographs, as well as Herbert Morrison’s eyewitness report for radio station WLS in Chicago, a report that was broadcast the next day.

Parts of Morrison’s broadcast were later dubbed onto newsreel footage. That gave the impression that the words and film were recorded together, but that was not the case.

It’s practically standing still now they’ve dropped ropes out of the nose of the ship; and (uh) they’ve been taken ahold of down on the field by a number of men. It’s starting to rain again; it’s… the rain had (uh) slacked up a little bit. The back motors of the ship are just holding it (uh) just enough to keep it from…It’s burst into flames! Get this, Charlie; get this, Charlie! It’s fire… and it’s crashing! It’s crashing terrible! Oh, my! Get out of the way, please! It’s burning and bursting into flames and the… and it’s falling on the mooring mast and all the folks between it. This is terrible; this is one of the worst of the worst catastrophes in the world. Oh it’s… [unintelligible] its flames… Crashing, oh! oh, four or five hundred feet into the sky, and it’s a terrific crash, ladies and gentlemen. There’s smoke, and there’s flames, now, and the frame is crashing to the ground, not quite to the mooring mast. Oh, the humanity, and all the passengers screaming around here! I told you; it – I can’t even talk to people, their friends are on there! Ah! It’s… it… it’s a… ah! I… I can’t talk, ladies and gentlemen. Honest: it’s just laying there, a mass of smoking wreckage. Ah! And everybody can hardly breathe and talk and the screaming. I… I… I’m sorry. Honest: I… I can hardly breathe. I… I’m going to step inside, where I cannot see it. Charlie, that’s terrible. Ah, ah… I can’t. Listen, folks; I… I’m gonna have to stop for a minute because I’ve lost my voice. This is the worst thing I’ve ever witnessed.

— Herbert Morrison, Transcription of WLS radio broadcast describing the Hindenburg disaster.

The newsreel footage was shot by four newsreel camera teams:

  • Pathé News

  • Movietone News

  • Hearst News of the Day

  • Paramount News

Al Gold of Fox Movietone News later received a Presidential Citation for his work. One of the most widely circulated photographs of the disaster (see photo at top of article), showing the airship crashing with the mooring mast in the foreground, was photographed by Sam Shere of International News Photos. When the fire started he did not have the time to put the camera to his eye and shot the photo “from the hip”. Murray Becker of Associated Press photographed the fire engulfing the airship while it was still on even keel using his 4 x 5 Speed Graphic camera. His next photograph (see right), shows flames bursting out of the nose as the bow telescoped upwards. In addition to professional photographers, spectators also photographed the crash. They were stationed in the spectators’ area near Hangar No. 1, and had a side-rear view of the airship. Customs broker Arthur Cofod Jr. and 16 year-old Foo Chu both had Leica cameras with high-speed film, allowing them to take a larger number of photographs than the press photographers. Nine of Cofod’s photographs were printed in Life magazine, while Chu’s photographs were shown in the New York Daily News.

The newsreels and photographs, along with Morrison’s passionate reporting shattered public and industry faith in airships and marked the end of the giant passenger-carrying airships. Also contributing to the downfall of Zeppelins was the arrival of international passenger air travel and Pan American Airlines. Heavier-than-air aircraft regularly crossed the Atlantic and Pacific much faster than the 130 km/h (80 mph) speed of the Hindenburg. The one advantage that the Hindenburg had over such aircraft was the comfort that she afforded her passengers.

In contrast to the media coverage in the United States, media coverage of the disaster in Germany was more subdued. Although some photographs of the disaster were published in newspapers, the newsreel footage was not released until after World War II. Additionally, German victims were memorialized in a similar manner to fallen war heroes, and grassroots movements to fund zeppelin construction (as happened after the 1908 crash of the LZ 4) were expressly forbidden by the Nazi government.

There had been a series of other airship accidents prior to the Hindenburg fire; many were caused by bad weather. The Graf Zeppelin had flown safely for more than 1.6 million kilometers (1.0 million miles), including the first circumnavigation of the globe by an airship. The Zeppelin company’s promotions had prominently featured the fact that no passenger had been injured on any of its airships.

Hindenburg Disaster Newsreel Footage

Newsreel footage of the 6 May 1937 Hindenburg disaster, where the zeppelin LZ 129 Hindenburg crashed and burned down, was filmed by several companies.

The film is frequently shown with narration, by WLS (AM) announcer Herbert Morrison, who was narrating a field recording on to an acetate disc, and was present to watch the zeppelin’s arrival. Morrison’s commentary was recorded by engineer Charles Nehlsen, but not broadcast until the next day on May 7, 1937, the first time that recordings of a news event were ever broadcast. In 2002, the audio recording was selected for preservation into the Library of Congress National Recording Registry. It has since been combined with the separately filmed newsreel footage. Most of the original newsreels have their own narration, and many composite edits have been made for documentaries dubbed with Morrison’s commentary.

Four newsreel teams were in attendance at the time of the disaster. They were positioned close to each other and adjacent to the mooring mast for the airship. As a result, the newsreels do not show the mooring mast for the airship to be moored (other mooring masts appear in the background in many of the reels), unlike many of the press photographs which were taken farther away which show the mast as well as two of the newsreel cameramen with their cameras mounted atop of newsreel trucks. None of the newsreels captured the initial signs of disaster as the cameras had momentarily stopped filming after the ground crew caught the landing ropes (the fire started approximately four minutes after the first starboard rope was dropped at 7:21). At least one amateur film, taken by Harold N. Schenck, is known to exist, showing a side view of the stern on fire and the tail crashing to the ground.

In 1997, the original reels were selected for preservation in the United States National Film Registry as being “culturally, historically, or aesthetically significant.”

Source: Wikipedia

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

ARTICLE INDEX

THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 3.1 – Pathé News (Zeppelin Crash Titlecard)

THE HINDENBURG DISASTER


Pathé News

The Official Story

PATHÉ NEWS
(Hindenburg Disaster Newsreel Coverage)


 

Pathé News was a producer of newsreels and documentaries from 1910 to 1970 in the United Kingdom. Its founder, Charles Pathé, was a pioneer of moving pictures in the silent era. The Pathé News archive is known today as British Pathé. Its collection of news film and movies is fully digitised and available online.

History

Its roots lie in 1896 Paris, France, when Société Pathé Frères was founded by Charles Pathé and his brothers, who pioneered the development of the moving image. Charles Pathé adopted the national emblem of France, the cockerel, as the trademark for his company. After the company, now called Compagnie Générale des Éstablissements Pathé Frère Phonographes & Cinématographes, invented the cinema newsreel with Pathé-Journal. French Pathé began its newsreel in 1908 and opened a newsreel office in Wardour Street, London in 1910.

The newsreels were shown in the cinema and were silent until 1928. At first, they ran for about four minutes and were issued fortnightly. During the early days, the camera shots were taken from a stationary position but the Pathé newsreels captured events such as Franz Reichelt’s fatal parachute jump from the Eiffel Tower and suffragette Emily Davison’s fatal injury by a racehorse at the 1913 Epsom Derby.

During the First World War, the cinema newsreels were called the Pathé Animated Gazettes, and for the first time this provided newspapers with competition. After 1918, British Pathé started producing a series of cinemazines, in which the newsreels were much longer and more comprehensive. By 1930, British Pathé was covering news, entertainment, sport, culture, and women’s issues through programmes including the Pathétone Weekly, the Pathé Pictorial, the Gazette and Eve’s Film Review.

In 1927, the company sold British Pathé (both the feature film and the newsreel divisions) to First National. (French Pathé News continued until 1980, and the library is now part of the Gaumont-Pathé collection.) Pathé changed hands again in 1933, when it was acquired by British International Pictures, which was later known as Associated British Picture Corporation. In 1958, it was sold again to Warner Bros. and became Warner-Pathé. Pathé eventually stopped producing the cinema newsreel in February 1970 as it could no longer compete with television. During the newsreels’ run, the narrators included Bob Danvers-Walker, Dwight Weist, Dan Donaldson, André Baruch and Clem McCarthy among others.

American Pathé News

The British and American newsreel companies separated in 1921 when the American company was sold. In 1947, the film assets of the successor companies of Pathé News, Inc. were purchased by Warner Bros. from RKO Radio Pictures, which had acquired them in 1931. Warners, as had RKO before them, continued to produce the theatrical newsreel Pathé News, its title changing from RKO-Pathé News to Warner-Pathé News Warner also produced a series of 38 theatrical short subjects and 81 issues of the News Magazine of the Screen series, which added to the Pathé film properties and were part of the company’s extensive film library. Producer/editor Robert Youngson was primarily responsible for these series and won two Academy Awards for them.

In 1956, Warner Bros. discontinued the production of the theatrical newsreel and sold the Pathé News film library, the 38 theatrical short subjects, the Pathé News Magazine of the Screen, the crowing rooster trademark and the copyrights and other properties to Studio Films, Inc.—shortly thereafter named Pathé Pictures, Inc.— At this time, the new owners, Barnett Glassman, Samuel A. Costello and Joseph P. Smith acquired ownership and subsequently re-branded the name and film properties of both companies to Pathé News, Inc.

A 50% interest in the Pathé News Film Library was sold to Sherman Grinberg in 1958. The Sherman Grinberg Film Library licensed the marketing rights to the Pathé News Film Library. Pathé News, Inc retained the sole exclusive right to sell the library. The series of 38 theatrical short subjects and 81 issues of the News Magazine of the Screen series, Milestones of the Century, the Men of Destiny series, Showtime at the Apollo, as well as many other titles are marketed by Historic Films Archive, LLC.

In 2016, the children of Joseph P. Smith, acquired 100% of the stock. Today, Pathé News, Inc. is a family-owned private company.

Other U.S. newsreel series included Paramount News (1927–1957), Fox Movietone News (1928–1963), Hearst Metrotone News/News of the Day (1914–1967), Universal Newsreel (1929–1967) and The March of Time (1935–1951).

Pathé News
(Hindenburg Disaster Newsreel Coverage)

Cameraman William Deeke filmed the scenes in this newsreel. The footage shows the Hindenburg making its final sharp turn to starboard while dropping ballast three times before skidding to port and dropping her landing lines. The narrator describes the Hindenburg as a “puny plaything in the mighty grip of fate”, foreshadowing the stern-heaviness and dumping of water ballast as a “grim note of impending tragedy.” Deeke had focused the camera on the ground crew before he stopped filming. Although his camera was focused on the airship the moment it caught fire, the camera malfunctioned and it became necessary for him to set up a hand crank, which he only started to use when ship’s tail was on the ground and the side collapsed inward. As a result, the Pathé News reel is actually the shortest in showing the crash. The footage also suffers from slight camera shake. The newsreel was edited to show the ground crew footage prior to the fire with an explosion sound effect, giving the false impression the ship was exploding while the camera was focused to the ground. Two distinct still frames flash to transition between the ground crew scene and the footage of the fire; these appear to be from footage taken earlier of the ship’s landing approach which was edited out of the final reel.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 3.2 – Charles Pathé (Founder, Pathé News)

THE HINDENBURG DISASTER


Charles Pathé

The Official Story

CHARLES PATHÉ
(Founder of Pathé News)


 

Charles Morand Pathé (26 December 1863 – 25 December 1957) was a pioneer of the French film and recording industries. As the founder of Pathé Frères, its roots lie in 1896 Paris, France, when Pathé and his brothers pioneered the development of the moving image. Pathé adopted the national emblem of France, the cockerel, as the trademark for his company. After the company, now called Compagnie Générale des Éstablissements Pathé Frères Phonographes & Cinématographes, invented the cinema newsreel with Pathé-Journal.

Cinema

While in London, Pathé saw the Edison Kinetoscope and decided to expand the Pathé company’s business to distributing cinema projection equipment, and with the acquisition of Eastman Kodak patent rights in Europe, a licence for film stock in theatres throughout France. Pathé films were rented out, for a maximum of four months, a more lucrative business than selling the product. A modest first factory had been installed in 1896 at Vincennes. The first films of the Société Pathé Frères such as Le Passage à niveau à Joinville le Pont and L’Arrivée d’un train en gare de Bel-Air were produced, under Pathé’s guidance. For several years, however, the success of the phonograph business underwrote the success of the cinema company.

On 28 December 1897, Société Pathé Frères was re-capitalised and set up as a combination of production, film laboratories, technical services and distribution of films. From 1902 to 1904, Pathé opened branches in Europe and in the United States, with their trademark Gallic cock logo created in 1905, recognized as heralding one of the world’s most significant filmmakers. In 1906, Pathé Frères began to establish a global enterprise with Segundo de Chomón founded the Spanish branch in Barcelona, and four years later Pathé entered the US market with Pathé-America, based in New Jersey, branch offices in other countries followed.

From its origin, Pathé Frères began using the camera developed by Lumière brothers’ patents and then set about to design an improved studio camera and to make their own film stock. From 1901, Pathé teamed up with director and later manager Ferdinand Zecca who oversaw the creation and production of original Pathé Frères films. From 1905 on, the company employed specialized studio staff: screenwriters, directors, cinematographers and other technicians.

Zecca explored many themes from the mundane to the fantastic. In À la conquête de l’air (1901), a strange flying machine, called Fend-l’air, was seen flying over the rooftops of Belleville. By using trick photography, the one-minute short was notable in being the first aviation film, predating the flight by the Wright Brothers by two years.

Zecca also pioneered one of the first crime dramas, Histoire d’un crime (1901), stylistically innovative in its use of superimposition. The story was of a man condemned to death, awaiting execution with his crimes appearing on his cell wall. The film is an early example of flashbacks as a film device. Other films included comedies, trick films or fairy tales, such as Les Sept châteaux du Diable, both 1901, and La Belle au bois dormant in 1902, as well as social dramas like Les Victimes de l’alcoolisme (1902), Au pays noir (1905) and reconstructions of actual events, the most famous being La Catastrophe de la Martinique (1902).

Zecca acted in many of his films. At the end of 1906, assisted by the Spaniard Segundo de Chomón’s photography and special effects, Zecca continued to experiment. He co-directed La Vie et la passion de Jésus Christ (1903), which, at a running time of 44 minutes, was one of the first feature-length films about Jesus. He started filming in colour, with second Vie et Passion de N.S. Jésus Christ, shot in four parts with 38 scenes, 990 metres long, which was finished in 1907.

Between 1900 and 1907, Zecca oversaw the production of hundreds of Pathé films from many important Pathé directors including Nonguet Lucien, Gaston Velle, Albert Capellani, Louis J. Gasnier, André Heuzé and Henri Pouctal. Zecca also acted, directed, produced, and, on occasion, wrote films. After Pathé bought the rights to Star films, Zecca started editing films by George Méliès. Film production went from 70 titles in 1901 to 500 in 1903; after 1906, the mass film production gradually eased as longer films were produced.

Pathé Frères filmed numerous short subjects, the majority of which are sensational criminal adventures, melodramatic love stories, and comedies. In 1909 Pathé produced his first feature or “long film,” Les Misérables, a four-reel screen version of the novel by Victor Hugo. That same year he created the Pathé Gazette in France (called Pathé News in the U.S. set up in 1910 and in the U.K. (now British Pathé) in 1911), which was an internationally popular newsreel until 1956.

In 1912, Pathé appointed Alfred Machin to develop the first studio films at Sint-Jans-Molenbeek, Château Karreveld, Belgium. In 1914, Pathé Frères studios in the United States released the first episodes of The Perils of Pauline, one of the earliest and best remembered screen serials. The company also began publishing the screen magazine Pathé Pictorial. When Pathé Exchange was spun off from its French parent company in 1921, with a controlling stake held by Merrill Lynch, Charles Pathé stayed on as a director of the American firm.

In 1929, Charles Pathé sold out his interest in his businesses and retired to Monaco. He died there on Christmas Day 1957, one day before his 94th birthday.

Pathé News
(Hindenburg Disaster Newsreel Coverage)

Cameraman William Deeke filmed the scenes in this newsreel. The footage shows the Hindenburg making its final sharp turn to starboard while dropping ballast three times before skidding to port and dropping her landing lines. The narrator describes the Hindenburg as a “puny plaything in the mighty grip of fate”, foreshadowing the stern-heaviness and dumping of water ballast as a “grim note of impending tragedy.” Deeke had focused the camera on the ground crew before he stopped filming. Although his camera was focused on the airship the moment it caught fire, the camera malfunctioned and it became necessary for him to set up a hand crank, which he only started to use when ship’s tail was on the ground and the side collapsed inward. As a result, the Pathé News reel is actually the shortest in showing the crash. The footage also suffers from slight camera shake. The newsreel was edited to show the ground crew footage prior to the fire with an explosion sound effect, giving the false impression the ship was exploding while the camera was focused to the ground. Two distinct still frames flash to transition between the ground crew scene and the footage of the fire; these appear to be from footage taken earlier of the ship’s landing approach which was edited out of the final reel.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 3.3 – Fox Movietone News (Titlecard)

THE HINDENBURG DISASTER


Fox Movietone News

The Official Story

FOX MOVIETONE NEWS
(Hindenburg Disaster Newsreel Coverage)


 

Movietone News is a newsreel that ran from 1928 to 1963 in the United States. Under the name British Movietone News, it also ran in the United Kingdom from 1929 to 1979, in France also produced by Fox-Europa, in Australia and New Zealand until 1970, and Germany as Fox Tönende Wochenschau.

History

Movietone News evolved from an earlier newsreel established by Fox Films called Fox News which was founded in 1919. It produced silent newsreels. When Fox entered talkies in 1928 with Mother Knows Best, the name Fox Movietone was applied to Fox’s sound productions.

In the U.S. as Fox Movietone News it produced cinema, sound newsreels from 1928 to 1963, and from 1929 to 1979 in the UK (for much of that time as British Movietone News), as well as 1929 to 1975 in Australia. One of the earliest in the series featured George Bernard Shaw Talks to Movietone News, released on June 25, 1928.

One of the known early producers of these newsreels was Abraham Harrison also known as Harry, father of notable black and white photographer Dody Weston Thompson who also found a brief career in film making.

An early conductor of the Movietone News orchestra was Harry Lauder II, nephew of entertainer Sir Harry Lauder, who was contracted by the company for eighteen months before William Fox took him to his Hollywood studio. Sir Harry Lauder also appeared in test sound films made at the Fox Studios in New York City during the winter-spring of 1927.

One installment, Fox Grandeur News, was released on May 26, 1929, in Fox’s short-lived widescreen process Grandeur, and shown before the feature film Fox Movietone Follies of 1929.

Hearst Metrotone News initially leased the Case Research Lab patents from William Fox for its sound newsreels. Each of these studios used this system of recording sound film for news items because it was an easily transported single-system of sound-on-film recording.

Fox’s first use of recording a news event was on May 20, 1927: Charles Lindbergh’s take-off from Roosevelt Field for his historic solo flight across the Atlantic Ocean was filmed with sound and shown in a New York theater that same night, inspiring Fox to create Movietone News. A regular narrator of the newsreels was broadcaster/journalist Lowell Thomas.

After Fox Films merged with 20th Century Pictures in 1935 to form 20th Century-Fox (Later 20th Century Studios in 2020), the name of Fox Movietone News was shortened to Movietone News.

In Australia, Movietone and Cinesound were competitors for newsreel coverage, but later combined under the Movietone News name.

Fox Movietone News
(Hindenburg Disaster Newsreel Coverage)

Filmed by Al Gold (who filmed the fire sequence shown in the newsreel), Larry Kennedy and Deon de Titta. Gold stated that he was filming the ground crew when the fire started. However, the Movietone newsreel shows the ground crewmen catching the ropes early on, and it appears Gold’s camera only started to film the fire as the airship’s stern touched the ground. Kennedy and de Titta were closer to the airship when the fire started and had to run. Soundman Addison Tice was present as well, and recorded some of the audio of the disaster. Although the explosion sound in the newsreel was simulated, some of the audio may have been from the crash, as someone can be heard saying “you’re alright now Al!”.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 3.4 – William Fox (Founder, Fox Film Corporation)

THE HINDENBURG DISASTER


William Fox

The Official Story

WILLIAM FOX
(Founder, Fox Film Corporation)


 

William Fox (born Wilhem Fuchs; January 1, 1879 – May 8, 1952) was a Hungarian-American film executive who founded the Fox Film Corporation in 1915 and the Fox West Coast Theatres chain in the 1920s. Although he lost control of his movie businesses in 1930, his name was used by 20th Century Fox and continues to be used in the trademarks of the present-day Fox Corporation, including the Fox Broadcasting Company, Fox News, Fox Sports and Foxtel.

Film career

In 1900, Fox started his own company, which he sold in 1904 to purchase his first nickelodeon. Always more of an entrepreneur than a showman, he concentrated on acquiring and building theaters. Following the purchase of his first nickelodeon, Fox would then use it to create a chain of movie theaters and purchase film prints from major film companies at the time such as Biograph, Essanay, Kalem, Lubin, Pathé, Selig, Phonoson-Coles, Tsereteli and Vitagraph. In 1910, Fox managed to successfully lease the New York Academy of Music and convert it into a movie theater. He also continued to focus his concentration in New York and New Jersey. Beginning in 1914, New Jersey-based Fox bought films outright from the Balboa Amusement Producing Company in Long Beach, California, for distribution to his own theaters and then for rental to other theaters across the country. He formed the Fox Film Corporation on February 1, 1915, with insurance and banking money provided by the McCarter, Kuser and Usar families of Newark, New Jersey, and the small New Jersey investment house of Eisele and King. The company’s first film studio was leased in Fort Lee, New Jersey, where many other early film studios were based at the beginning of the 20th century. He now had the capital to acquire facilities and expand his production capacity. Between 1915 and 1919, Fox would rake in millions of dollars through films which featured Fox Film’s first breakout star Theda Bara, known as “The Vamp”, for her performance in A Fool There Was (1915), based on the 1909 Broadway production A Fool There Was by Porter Emerson Browne, in turn based on Rudyard Kipling’s poem The Vampire, in turn inspired by Philip Burne-Jones’s painting, The Vampire (1897), modelled by Mrs Patrick Campbell, Burne-Jones’ lover and George Bernard Shaw’s “second famed platonic love affair”.

In 1925–1926, Fox purchased the rights to the work of Freeman Harrison Owens, the U.S. rights to the Tri-Ergon system invented by three German inventors (Josef Engl (1893–1942), Hans Vogt (1890–1979), and Joseph Massolle (1889–1957)), and the work of Theodore Case to create the Fox Movietone sound-on-film system, introduced in 1927 with the release of F. W. Murnau’s Sunrise: A Song of Two Humans. Sound-on-film systems such as Movietone and RCA Photophone soon became the standard, and competing sound-on-disc technologies, such as Warner Bros.’ Vitaphone, became obsolete. From 1928 to 1964, Fox Movietone News was one of the major newsreel series in the U.S., along with The March of Time (1935–1951) and Universal Newsreel (1929–1967). Despite the fact that his film studio was based in Hollywood, Fox opted to instead remain in New York and was more familiar with his financiers than with either his movie makers or movie stars. Prominent Fox Film Corporation actress Janet Gaynor even acknowledged that she barely knew William Fox, stating “I only met him to say how do you do.” Gaynor also stated that Fox would rarely visit the Fox studio in Hollywood she frequently worked in when she worked with Fox’s company and that his movies were mainly managed by his movie makers.

Following the 1927 death of Marcus Loew, head of the parent company of rival studio Metro-Goldwyn-Mayer, control of MGM passed to his longtime associate, Nicholas Schenck. Fox saw an opportunity to expand his empire, and in 1929, with Schenck’s assent, bought the Loew family’s MGM holdings, unbeknownst to MGM studio bosses Louis B. Mayer and Irving Thalberg who were outraged, since, despite their high posts at MGM, they were not shareholders. Mayer used his strong political connections to persuade the Justice Department to sue Fox for violating federal antitrust laws. During this time, in mid 1929, Fox was badly hurt in an automobile accident. By the time he recovered, the stock market crash in October 1929 had wiped out virtually his entire fortune, ending any chance of the Loews-Fox merger going through even if the Justice Department had approved it.

Fox lost control of his organization in 1930 during a hostile takeover. In 1935, Fox Film Corporation would merge with 20th Century Pictures, becoming 20th Century-Fox, and, after the 2019 purchase by The Walt Disney Company, “20th Century Studios.” William Fox never had any involvement with the film studio that famously bore his name. A combination of the stock market crash, Fox’s car accident injuries, and government antitrust action, forced him into a protracted seven-year legal battle to stave off bankruptcy. At his bankruptcy hearing in 1936, he attempted to bribe judge John Warren Davis and committed perjury. In 1943, Fox served a five-month and seventeen day sentence on charges of conspiring to obstruct justice and defraud the United States, in connection with his bankruptcy. Years after his prison release, U.S. President Harry Truman would grant Fox a Presidential pardon.

For many years, Fox resented the way that Wall Street had forced him from control of his company. In 1933, he collaborated with the writer Upton Sinclair on a book Upton Sinclair Presents William Fox in which Fox recounted his life, and stating his views on what he considered to be a large Wall Street conspiracy against him.

His death in 1952 at the age of 73 went largely unnoticed by the film industry; no one from Hollywood attended his funeral. Fox is interred at Salem Fields Cemetery, Brooklyn.

Fox personally oversaw the construction of many Fox Theatres in American cities including Atlanta, St Louis, Detroit, Oakland, San Francisco and San Diego.

His companies had an estimated value of $300,000,000 and he personally owned 53 percent of Fox Film and 93 percent of the Fox Theaters.

Fox Movietone News
(Hindenburg Disaster Newsreel Coverage)

Filmed by Al Gold (who filmed the fire sequence shown in the newsreel), Larry Kennedy and Deon de Titta. Gold stated that he was filming the ground crew when the fire started. However, the Movietone newsreel shows the ground crewmen catching the ropes early on, and it appears Gold’s camera only started to film the fire as the airship’s stern touched the ground. Kennedy and de Titta were closer to the airship when the fire started and had to run. Soundman Addison Tice was present as well, and recorded some of the audio of the disaster. Although the explosion sound in the newsreel was simulated, some of the audio may have been from the crash, as someone can be heard saying “you’re alright now Al!”.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 3.5 – Hearst Metrotone News (Titlecard)

THE HINDENBURG DISASTER


Hearst Metrotone News

The Official Story

HEARST METROTONE NEWS
(Hindenburg Disaster Newsreel Coverage)


 

Hearst Metrotone News (renamed News of the Day in 1936) was a newsreel series (1914–1967) produced by the Hearst Corporation, founded by William Randolph Hearst.

History

Hearst produced silent newsreels under the titles of Hearst Newsreel, International Newsreel, and MGM News before settling on the generic title Hearst Metrotone News. From January 1919 to July 1929, International Newsreel was produced by Hearst’s International News Service and released by Universal Studios.

Hearst began to release sound newsreels in September 1929 under an agreement with Fox Film Corporation using the Fox Movietone sound system. Hearst dissolved its agreement with Fox in October 1934, and released its newsreels through Metro-Goldwyn-Mayer from then until 1967. William Randolph Hearst was a controversial figure for several years. In November 1936, in reaction to protests and moviegoers’ booing of the Hearst newsreel when it began showing causing theaters to edit out references to Hearst, the name of the newsreel was officially changed to News of the Day by Hearst. The Hearst Metrotone News name continued to appear on the copyright notice at the end of the newsreel. Michael Fitzmaurice was the primary announcers for Hearst-Metrotone newsreels.

Other U.S. newsreel series include The March of Time (1935-1951), Pathé News (1910-1956), Paramount News (1927-1957), Fox Movietone News (1928-1963), and Universal Newsreel (1929-1967).

In 1981, the entire Hearst newsreel library was acquired by the UCLA Film and Television Archive and held by the Packard Humanities Institute that is scanning the film on Scanity motion picture film scanner.

Hearst Metrotone News
(Hindenburg Disaster Newsreel Coverage)

The Universal cameraman stationed at the air field left early due to the bad weather and went to see a Broadway play. However, James J. Seeley filmed the disaster for Hearst’s News of the Day and Universal used his footage of the fire for their report. Both newsreel companies had taken their own aerial footage of the airship over New York hours before the fire. One scene in the Universal reel showing passengers looking out of the windows, was taken from Universal’s 1936 newsreel of one of the Hindenburg’s previous transatlantic crossings.

This newsreel is the longest in showing the fire sequence. The camera pans upward showing the stern ablaze as the tail drops down and the nose burns like a blowtorch. It does not show what is happening below the burning airship as it crashes as the camera focuses more on the fire itself until the bow nears the ground. At this point, navy ground crewmen can be seen walking close to the camera.

The Hearst News of the Day Newsreel is much rarer than the Universal reel. A high quality government archive copy of the Universal version also appeared online (which also includes the Universal Newsreel the wreckage a few days after, and the Pathé newsreel). Compared to the Universal edit, the Hearst newsreel has some different shots of the airship over New York and also shows footage of passengers inside the ship from 1936. The same narration is used in the Gaumont British News report which uses footage from both Universal/Hearst and Movietone. Another redub of the newsreel is the “Victoria Record”.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 3.6 – William Randolph Hearst (Founder, Hearst Communications)

THE HINDENBURG DISASTER


William Randolph Hearst

The Official Story

WILLIAM RANDOLPH HEARST
(Founder, Hearst Communications)


 

William Randolph Hearst Sr. (April 29, 1863 – August 14, 1951) was an American businessman, newspaper publisher, and politician known for developing the nation’s largest newspaper chain and media company, Hearst Communications. His flamboyant methods of yellow journalism influenced the nation’s popular media by emphasizing sensationalism and human interest stories. Hearst entered the publishing business in 1887 with Mitchell Trubitt after being given control of The San Francisco Examiner by his wealthy father, Senator George Hearst.

After moving to New York City, Hearst acquired the New York Journal and fought a bitter circulation war with Joseph Pulitzer’s New York World. Hearst sold papers by printing giant headlines over lurid stories featuring crime, corruption, sex, and innuendo. Hearst acquired more newspapers and created a chain that numbered nearly 30 papers in major American cities at its peak. He later expanded to magazines, creating the largest newspaper and magazine business in the world. Hearst controlled the editorial positions and coverage of political news in all his papers and magazines, and thereby often published his personal views. He sensationalized Spanish atrocities in Cuba while calling for war in 1898 against Spain. Historians, however, reject his subsequent claims to have started the war with Spain as overly extravagant.

He was twice elected as a Democrat to the U.S. House of Representatives. He ran unsuccessfully for President of the United States in 1904, Mayor of New York City in 1905 and 1909, and for Governor of New York in 1906. During his political career, he espoused views generally associated with the left wing of the Progressive Movement, claiming to speak on behalf of the working class.

After 1918 and the end of World War I, Hearst gradually began adopting more conservative views and started promoting an isolationist foreign policy to avoid any more entanglement in what he regarded as corrupt European affairs. He was at once a militant nationalist, a fierce anti-communist after the Russian Revolution, and deeply suspicious of the League of Nations and of the British, French, Japanese, and Russians. He was a leading supporter of Franklin D. Roosevelt in 1932–1934, but then broke with FDR and became his most prominent enemy on the right. Hearst’s empire reached a peak circulation of 20 million readers a day in the mid-1930s. He poorly managed finances and was so deeply in debt during the Great Depression that most of his assets had to be liquidated in the late 1930s. Hearst managed to keep his newspapers and magazines.

His life story was the main inspiration for Charles Foster Kane, the lead character in Orson Welles’s film Citizen Kane (1941). His Hearst Castle, constructed on a hill overlooking the Pacific Ocean near San Simeon, has been preserved as a State Historical Monument and is designated as a National Historic Landmark.

Hearst Metrotone News
(Hindenburg Disaster Newsreel Coverage)

The Universal cameraman stationed at the air field left early due to the bad weather and went to see a Broadway play. However, James J. Seeley filmed the disaster for Hearst’s News of the Day and Universal used his footage of the fire for their report. Both newsreel companies had taken their own aerial footage of the airship over New York hours before the fire. One scene in the Universal reel showing passengers looking out of the windows, was taken from Universal’s 1936 newsreel of one of the Hindenburg’s previous transatlantic crossings.

This newsreel is the longest in showing the fire sequence. The camera pans upward showing the stern ablaze as the tail drops down and the nose burns like a blowtorch. It does not show what is happening below the burning airship as it crashes as the camera focuses more on the fire itself until the bow nears the ground. At this point, navy ground crewmen can be seen walking close to the camera.

The Hearst News of the Day Newsreel is much rarer than the Universal reel. A high quality government archive copy of the Universal version also appeared online (which also includes the Universal Newsreel the wreckage a few days after, and the Pathé newsreel). Compared to the Universal edit, the Hearst newsreel has some different shots of the airship over New York and also shows footage of passengers inside the ship from 1936. The same narration is used in the Gaumont British News report which uses footage from both Universal/Hearst and Movietone. Another redub of the newsreel is the “Victoria Record”.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 3.7 – Paramount News (Titlecard)

THE HINDENBURG DISASTER


Paramount News

The Official Story

PARAMOUNT NEWS
(Hindenburg Disaster Newsreel Coverage)


 

Paramount News is the name on the newsreels produced by Paramount Pictures from 1927 to 1957.

History

The Paramount newsreel operation began in 1927 with Emanuel Cohen as an editor. It typically distributed two issues per week to theaters across the country until its closing in 1957. In the early days, Paramount News footage was silent and filmed with Debrie Parvo cameras branded with the unique Paramount logo and slogan “The Eyes of the World”. It is estimated that about 15 of those cameras were bought by Paramount, but only a few survive today; one can be seen at Paramount Studios.

Paramount newsreels typically ran from seven to nine minutes, with the average story running from 40 to 90 seconds. At first, when the newsreels were silent, narration was presented via title cards. By 1930, sound had been introduced and voiceover talent (see below) had been hired to provide the narration.

When the news warranted, the entire issue was devoted to one major story, such as the bombing of Pearl Harbor (1941), the historic inauguration of Franklin D. Roosevelt’s third term as President (1941), the presentation of a Mid-Century Sports Poll (1950) in which sports figures such as Jim Thorpe, Babe Ruth, Jesse Owens, Jack Dempsey, and Babe Didrikson (among others) were highlighted, or a recap of the All-American college football team of the previous year.

A typical issue began with a “hard” news item and wound its way down to “softer” news items as it progressed, usually ending with a recap of recent sports events.

Paramount cameramen shot some rare exclusive footage, putting Paramount News near the forefront of the competition with other newsreel operations such as Pathé News (1910-1956), Fox Movietone News (1928-1963), Hearst Metrotone News (1914-1967), Universal Newsreel (1929-1967), and The March of Time (1935-1951).

One Paramount News exclusive was the 1937 Republic Steel strike in Chicago. On Memorial Day, May 26, 1937, the strike escalated into a massacre, documented by the 1937 film Republic Steel Strike Riot Newsreel Footage.

Highlights of Paramount News include basketball player Wilt Chamberlain being introduced to the sports world at the age of seventeen, playing high school basketball, and countless special coverage pieces about Paramount movie premieres and stars, including Bob Hope, Bing Crosby, Martin and Lewis, Jerry Lewis solo, and Frank Sinatra at New York’s Paramount Theater in 1944 with throngs of bobby soxers swooning. However, footage of W. C. Fields on a Paramount set filming International House when the 1933 Long Beach earthquake struck was later revealed to have been faked by that film’s crew for publicity purposes.

Paramount mogul Adolph Zukor “presented” (produced) Paramount News and appeared in many of its newsreels throughout the years. The Paramount News slogan was “The Eyes and Ears of the World” (“The Eyes of the World” in its early silent days) and was included in its well-known closing, which featured a cameraman turning a large 35 mm movie camera toward the audience. This was accompanied by a music theme titled “Paramount On Parade”, composed by Elsie Janis.

Paramount News
(Hindenburg Disaster Newsreel Coverage)

The Paramount was filmed by Tommy Craven using an Eyemo, which had interchangeable lenses. During the landing approach, Craven alternated between wide-angle and telephoto views of the airship. As the ship dropped its ropes another cameraman can be seen. Craven was using the telephoto lens when the fire started (the footage starts a few seconds after the Hearst reel), giving a close-up view of the fire and people running away from the airship. The footage also shows flames “erasing” the ship’s name as it crashes to the ground. Craven, an out-of-work news photographer aspiring to become a newsreel cameraman, was given the chance by Paramount to cover the Hindenburg‘s landing, which landed him the job at Paramount News. The footage has sometimes been misattributed to Al Mingalone. In 1957 Craven made an appearance in the Canadian game show Front Page Challenge recounting his experience filming the disaster.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 3.8 – Adolph Zukor (Co-Founder, Paramount Pictures)

THE HINDENBURG DISASTER


Adolph Zukor

The Official Story

ADOLPH ZUKOR
(Co-Founder of Paramount Pictures)


 

Adolph Zukor (January 7, 1873 – June 10, 1976) was a Hungarian-American film producer best known as one of the three founders of Paramount Pictures. He produced one of America’s first feature-length films, The Prisoner of Zenda, in 1913.

Paramount Pictures

The Paramount Pictures Corporation was formed to distribute films made by Famous Players-Lasky and a dozen smaller companies which were pulled into Zukor’s corporate giant. The consolidations led to the formation of a nationwide film distribution system.

In 1917, Zukor acquired 50% of Lewis J. Selznick’s Select Pictures which led Selznick’s publicity to wane. Later, however, Selznick bought out Zukor’s share of Select Pictures.

Zukor shed most of his early partners; the Frohman brothers, Hodkinson and Goldwyn were out by 1917.

In 1919, the company bought 135 theaters in the Southern states, making the producing concern the first that guaranteed exhibition of its own product in its own theaters. He revolutionized the film industry by organizing production, distribution, and exhibition within a single company.

Zukor believed in employing stars. He signed many of the early ones, including Mary Pickford, Roscoe “Fatty” Arbuckle, Marguerite Clark, Pauline Frederick, Douglas Fairbanks, Gloria Swanson, Rudolph Valentino, and Wallace Reid. With so many important players, Zukor also pioneered “Block Booking” for Paramount Pictures, which meant that an exhibitor who wanted a particular star’s films had to buy a year’s worth of other Paramount productions. That system gave Paramount a leading position in the 1920s and 1930s, but led the government to pursue it on antitrust grounds for more than 20 years.

Zukor was the driving force behind Paramount’s success. Through the teens and twenties, he also built the Publix Theatres Corporation, a chain of nearly 2000 screens. He also ran two production studios, one in Astoria, New York (now the Kaufman Astoria Studios) and the other in Hollywood, California.

In 1926, Zukor hired independent producer B. P. Schulberg, who had an unerring eye for new talent, to run the new West Coast operations. Lasky and Zukor purchased the Robert Brunton Studios, a 26-acre facility at 5451 Marathon Street, for US$1 million. In 1927, Famous Players-Lasky took the name Paramount Famous Lasky Corporation. In 1930, because of the importance of the Publix Theatres, it became the Paramount Publix Corporation.

By then, Zukor was turning out 60 features a year. He made deals to show them all in theaters controlled by Loew’s Incorporated, and also continued to add more theaters to his own chain. By 1920, he was in a position to charge what he wished for film rentals. Thus he pioneered the concept, now the accepted practice in the film industry, by which the distributor charges the exhibitor a percentage of box-office receipts.

Zukor, ever the impresario, bought a huge plot of ground at Broadway and 43d Street, over objections of his board of directors, to build the Paramount Theater and office building, a 39-story building that had its grand opening in 1926. He managed to keep stars such as Pola Negri, Gloria Swanson, and most important of all, Mary Pickford, under contract and happy to stay at Paramount. At one point, Pickford told Zukor: “You know, for years I’ve dreamed of making $20,000 a year before I was 20, and I’ll be 20 very soon.”

“I could take a hint,” Zukor recalled wryly. “She got the $20,000, and before long I was paying her $100,000 a year. Mary was a terrific businessman.”

Zukor was, primarily, also a businessman. “He did not take the same personal, down-to-the-last-detail interest in the making of his movies that producer-executives such as Samuel Goldwyn and Louis B. Mayer did,” wrote The New York Times in Zukor’s obituary at the age of 103. He became an early investor in radio, taking a 50 percent interest in the new Columbia Broadcasting System in 1928, but selling it within a few years.

Partner Lasky hung on until 1932, when Paramount nearly collapsed in the Great Depression years. Lasky was blamed for that and tossed out. In the following year, Paramount went into receivership. Ultimately at fault were Zukor’s over-expansion and use of overvalued Paramount stock for purchases that made the company file for bankruptcy. A bank-mandated reorganization team kept the company intact, and, miraculously, Zukor was able to return as production chief. On June 4, 1935, John E. Otterson became president. When Barney Balaban was appointed president on July 2, 1936 Zukor was relegated to chairman of the board.

He eventually spent most of his time in New York City, but passed the winter months in Hollywood to check on his studio. He retired from Paramount Pictures in 1959 and in 1964, stepped down as chairman and assumed Chairman Emeritus status, a position he held up until his death at the age of 103 in Los Angeles.

Paramount News
(Hindenburg Disaster Newsreel Coverage)

The Paramount was filmed by Tommy Craven using an Eyemo, which had interchangeable lenses. During the landing approach, Craven alternated between wide-angle and telephoto views of the airship. As the ship dropped its ropes another cameraman can be seen. Craven was using the telephoto lens when the fire started (the footage starts a few seconds after the Hearst reel), giving a close-up view of the fire and people running away from the airship. The footage also shows flames “erasing” the ship’s name as it crashes to the ground. Craven, an out-of-work news photographer aspiring to become a newsreel cameraman, was given the chance by Paramount to cover the Hindenburg‘s landing, which landed him the job at Paramount News. The footage has sometimes been misattributed to Al Mingalone. In 1957 Craven made an appearance in the Canadian game show Front Page Challenge recounting his experience filming the disaster.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – Section 4: Notable People

SECTION 4

The Official Story

THE HINDENBURG DISASTER
(
Cause of Ignition – Sabotage Hypothesis)


 

At the time of the disaster, sabotage was commonly put forward as the cause of the fire, initially by Hugo Eckener, former head of the Zeppelin Company and the “old man” of German airships. In initial reports, before inspecting the accident, Eckener mentioned the possibility of a shot as the cause of the disaster, because of threatening letters that had been received, but did not rule out other causes. Eckener later publicly endorsed the static spark hypothesis. At the time on a lecture tour in Austria, he was awakened at about 2:30 in the morning (8:30 p.m. Lakehurst time, or approximately an hour after the crash) by the ringing of his bedside telephone. It was a Berlin representative of The New York Times with news that the Hindenburg “exploded yesterday evening at 7 p.m. [sic] above the airfield at Lakehurst”. By the time he left the hotel the next morning to travel to Berlin for a briefing on the disaster, the only answer that he had for the reporters waiting outside to question him was that based on what he knew, the Hindenburg had “exploded over the airfield”; sabotage might be a possibility. However, as he learned more about the disaster, particularly that the airship had burned rather than actually “exploded”, he grew more and more convinced that static discharge, rather than sabotage, was the cause.

Commander Charles Rosendahl, commander of the Naval Air Station at Lakehurst and the man in overall charge of the ground-based portion of the Hindenburg’s landing maneuver, also came to believe that the Hindenburg had been sabotaged. He laid out a general case for sabotage in his book What About the Airship? (1938), which was as much an extended argument for the further development of the rigid airship as it was an historical overview of the airship concept.

Another proponent of the sabotage hypothesis was Max Pruss, commander of the Hindenburg throughout the airship’s career. Pruss flew on nearly every flight of the Graf Zeppelin until the Hindenburg was ready. In a 1960 interview conducted by Kenneth Leish for Columbia University’s Oral History Research Office, Pruss said early dirigible travel was safe, and therefore he strongly believed that sabotage was to blame. He stated that on trips to South America, which was a popular destination for German tourists, both airships passed through thunderstorms and were struck by lightning but remained unharmed.

Most members of the crew refused to believe that one of them would commit an act of sabotage, insisting only a passenger could have destroyed the airship. A suspect favored by Commander Rosendahl, Captain Pruss, and others among the Hindenburg’s crew, was passenger Joseph Späh, a German acrobat who survived the fire. He brought with him a dog, a German shepherd named Ulla, as a surprise for his children. He reportedly made a number of unaccompanied visits to feed his dog, who was being kept in a freight room near the stern of the ship. Those who suspected Späh based their suspicions primarily on those trips into the ship’s interior to feed his dog, that according to some of the stewards Späh had told anti-Nazi jokes during the flight, recollections by stewards that Späh had seemed agitated by the repeated delays in landing, and that he was an acrobat who could conceivably climb into the airship’s rigging to plant a bomb.

In 1962, A. A. Hoehling published Who Destroyed the Hindenburg?, in which he rejected all theories but sabotage, and named a crew member as the suspect. Erich Spehl, a rigger on the Hindenburg who died in the fire, was named as a potential saboteur. Ten years later, Michael MacDonald Mooney’s book The Hindenburg, which was based heavily on Hoehling’s sabotage hypothesis, also identified Spehl as a possible saboteur; Mooney’s book was made into the movie The Hindenburg (1975). The producers of the film were sued by Hoehling for plagiarism, but Hoehling’s case was dismissed because he had presented his sabotage hypothesis as historical fact, and it is not possible to claim ownership of historical facts.

Hoehling claimed the following in naming Spehl as the culprit:

  • Spehl’s girlfriend had communist beliefs and anti-Nazi connections.

  • The fire’s origin was near the catwalk running through Gas Cell 4, which was an area of the ship generally off-limits to anyone other than Spehl and his fellow riggers.

  • Hoehling’s claim that Chief Steward Heinrich Kubis told him the Chief Rigger Ludwig Knorr noticed damage of Cell 4 shortly before the disaster.

  • Rumors that the Gestapo had investigated Spehl’s possible involvement in 1938.

  • Spehl’s interest in amateur photography, making him familiar with flashbulbs that could have served as an igniter.

  • The discovery by representatives of the New York Police Department (NYPD) Bomb Squad of a substance that was later determined to likely be “the insoluble residue from the depolarizing element of a small, dry battery”. (Hoehling postulated that a dry cell battery could have powered a flashbulb in an incendiary device.)

  • The discovery by Federal Bureau of Investigation (FBI) agents of a yellow substance on the valve cap of the airship between cells 4 and 5 where the fire was first reported. Although initially suspected to be sulfur, which can ignite hydrogen, it was later determined that the residue was actually from a fire extinguisher.

  • A flash or a bright reflection in gas cell 4, that crew members near the lower fin had seen just before the fire.

Hoehling’s (and later Mooney’s) hypothesis goes on to say that it is unlikely that Spehl wanted to kill people, and that he intended the airship to burn after the landing. However, with the ship already over 12 hours late, Spehl was unable to find an excuse to reset the timer on his bomb.

It has been suggested that Adolf Hitler himself ordered the Hindenburg to be destroyed in retaliation for Eckener’s anti-Nazi opinions.

Since the publication of Hoehling’s book, most airship historians, including Dr. Douglas Robinson, have dismissed Hoehling’s sabotage hypothesis because no solid evidence was ever presented to support it. No pieces of a bomb were ever discovered (and there is no evidence in existing documentation that the sample collected from the wreckage, and determined to be residue from a dry cell battery, was found anywhere near the stern of the airship), and on closer examination, the evidence against Spehl and his girlfriend turned out to be rather weak. Additionally, it is unlikely that Rigger Knorr would not remain at cell 4 to further assess the purported damage claimed by Kubis. In an interview with the TV show Secrets & Mysteries, Hoehling himself asserted it was only his theory and also suggested a short circuit could be another potential cause of the fire. Additionally, Mooney’s book has been criticized as having numerous fictional elements, and it has been suggested that the plot was created for the then-upcoming 1975 film. Although Mooney alleges that three Luftwaffe officers were aboard to investigate a potential bomb threat, there is no evidence they were on board to do so, and military observers were present on previous flights to study navigational techniques and weather forecasting practices of the airship crew.

However, opponents of the sabotage hypothesis argued that only speculation supported sabotage as a cause of the fire, and no credible evidence of sabotage was produced at any of the formal hearings. Erich Spehl died in the fire and was therefore unable to refute the accusations that surfaced a quarter of a century later. The FBI investigated Joseph Späh and reported finding no evidence of Späh having any connection to a sabotage plot. According to his wife, Evelyn, Späh was quite upset over the accusations – she later recalled that her husband was outside their home cleaning windows when he first learned that he was suspected of sabotaging the Hindenburg, and was so shocked by the news that he almost fell off the ladder on which he was standing.

Neither the German, nor the American investigation, endorsed any of the sabotage theories. Proponents of the sabotage hypothesis argue that any finding of sabotage would have been an embarrassment for the Nazi regime, and they speculate that such a finding by the German investigation was suppressed for political reasons. However, it has also been suggested that numerous crewmen subscribed to the sabotage hypothesis because they refused to accept any flaws with the airship or pilot error.

Some more sensational newspapers claimed that a Luger pistol with one round fired was found among the wreckage and speculated that a person on board committed suicide or shot the airship. However, there is no evidence suggesting an attempted suicide or official report confirming the presence of a Luger pistol. Initially, before inspecting the scene himself, Eckener mentioned the possibility for a shot as the cause of the disaster, because of threatening letters they received. At the German enquiry Eckener discounted a shot – among many possibilities – as the cause as nearly impossible and highly improbable.

Source: Wikipedia

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

ARTICLE INDEX

THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 4.1 – Max Pruss (Hindenburg Commander)

THE HINDENBURG DISASTER


Max Pruss

The Official Story

MAX PRUSS
(LZ 129 Hindenburg Commander)


 

Max Pruss (13 September 1891 – 28 November 1960) was the commanding Captain of the zeppelin, LZ 129 Hindenburg, on its last voyage and a surviving crew member of the disaster.

During his career, he flew 171 times over the Atlantic. The final flight of the Hindenburg was May 3–6, 1937, and it was Pruss’ first flight as commanding Captain of the Hindenburg. According to Airships.net he was a member of the NSDAP (Nazi Party).

Hindenburg Disaster

Pruss was commander of the airship during the Hindenburg disaster of 6 May 1937. This was his first time commanding a trip to Lakehurst. Pruss and several crew members rode the Hindenburg down to the ground as it burned, then ordered everybody out. He carried radio operator Willy Speck out of the wreckage, then looked for survivors until rescuers were forced to restrain him. Pruss, however, suffered extensive burns and had to be taken out by ambulance to Paul Kimball Hospital in Lakewood. The burns were so extensive that he was given last rites, but although his face was disfigured for the rest of his life, his condition improved over the next few months. Pruss was unable to testify at investigative committees, but officially he was not held responsible.

Pruss, along with other airship crewmen, maintained that the disaster was caused by sabotage, and dismissed the possibility that it was sparked by lightning or static electricity. Although Hugo Eckener did not rule out other causes, he criticized Pruss’ decision to carry out the landing in poor weather conditions, expressing his belief that sharp turns ordered by Pruss during the landing approach may have caused gas to leak, which could have been ignited by static electricity. Pruss insisted that such turns were normal procedure, and that the stern heaviness experienced during the approach was normal due to rainwater being displaced at the tail. However, it has been suggested that Pruss maintained his belief of sabotage because of guilt or to maintain the credibility of himself and the airship business.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 4.2 – Ernst August Lehmann (Hindenburg Senior Observer)

THE HINDENBURG DISASTER


Ernst August Lehmann

The Official Story

ERNST A. LEHMANN
(Senior Observer on the Hindenburg)


 

Captain Ernst August Lehmann (12 May 1886 – 7 May 1937) was a German Zeppelin captain. He was one of the most famous and experienced figures in German airship travel. The Pittsburgh Press called Lehmann the best airship pilot in the world, although he was criticized by Hugo Eckener for often making dangerous maneuvers that compromised the airships. He was a victim of the Hindenburg disaster in 1937.

Death

Although Max Pruss was the commanding officer of the last flight of the Hindenburg, Captain Lehmann was the most senior officer on board, but was there only as an observer. He was severely burned when the ship caught fire at Lakehurst on 6 May 1937, and died the following day. It was initially believed that Lehmann would recover from his injuries; he was scheduled to be transferred to the hospital at Rockefeller University for further treatment until he took a sudden turn for the worse in the morning before his death.

At his death, he apparently believed that the Hindenburg was sabotaged. He came out of the burning wreckage saying “I don’t understand it.” During a deathbed conversation with Commander Charles Emery Rosendahl, he said “it must have been an infernal machine.” Lehmann’s two-year-old son had died on Easter Sunday, 28 March 1937, a few weeks prior to the Hindenburg’s last crossing and he did not really want to make the voyage. Lehmann accepted the assignment with the hope that by doing so he might have the opportunity to speak to US authorities about the use of helium gas in the German airships.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 4.3 – Erich Spehl (Hindenburg Rigger/Saboteur)

THE HINDENBURG DISASTER


Erich Spehl

The Official Story

ERICH SPEHL
(Hindenburg Rigger / Saboteur)


 

Erich Spehl was born on December 5th, 1910 on a small family farm in the Black Forest village of Göschweiler. His mother died when he was young, his father later remarried, and eventually Spehl was part of a family of nine children. When he was 18 he left the farm and took an apprenticeship with a saddler and upholsterer named Karl Gratwohl in the village of Markdorf, near Friedrichshafen. Spehl spent the next three years learning the saddler’s trade. By the time Spehl was ready to go out on his own, however, the Great Depression had hit Germany and like millions of other Germans, he could not find steady employment. He spent the next couple of years as an itinerant laborer, and finally enlisted for a one-year stint in the new Nazi government’s labor corps.

After his government service had ended, in 1934, Spehl managed to find a job with the Luftschiffbau Zeppelin in Friedrichshafen. This was likely due in part to the fact that his father had been a member of the Nazi party since the 1920s, and had the connections that such a long-time association would tend to bring. But since Spehl quickly moved from a job in the airship construction facility to a position as a rigger with the crew of the LZ-127 Graf Zeppelin, his success at the Zeppelin Company was almost certainly based primarily on his own merits and abilities. And in fact, a note from his employment record from shortly after Spehl joined the Graf Zeppelin’s crew states, “He dedicates himself to his new job with great care and enthusiasm.”

Erich Spehl first flew as a rigger on the Graf Zeppelin on a flight to South America in November of 1934. He learned the rigger’s trade under the tutelage of Chief Rigger Ludwig Knorr, a Zeppelin Company “old-timer” who had been an airship rigger since before the first World War. The skills Spehl had learned during his saddler’s apprenticeship, particularly those involving needle and thread, served him well as a rigger and he learned to maintain and repair the Graf Zeppelin’s outer cover, its ballast bags and control cables, and its huge gas cells.

When the Zeppelin Company completed the LZ-129 Hindenburg in 1936, Spehl was transferred to the new ship where he continued to serve under Chief Knorr. He was aboard the Hindenburg’s maiden flight on March 4th, 1936 and flew on most, if not all, of the ship’s flights for the remainder of the year, including seven round-trip flights to South America and ten round-trip flights to the United States.

Spehl, whose father passed away in 1936, would still visit his family in Göschweiler when he had free time in between flights. A shy young man, Spehl would speak occasionally with his family and closest friends of his experiences on the Zeppelins and of his journeys across the sea to Rio and New York. He was, however, very proud to be a member of a Zeppelin crew.

During the winter of 1936-1937, the Hindenburg made no flights and was instead laid up in its hangar for a winter overhaul. Erich Spehl, along with a number of his fellow crewmates, served out eight weeks of compulsory military service during this time. Because of their position as members of a Zeppelin crew, and since the Zeppelin Company fell under the purview of the Reich Air Ministry, Spehl and his comrades were allowed to do their time at boot camp with a Luftwaffe unit. They were all back aboard the Hindenburg, however, when flights commenced in March of 1937.

Erich Spehl was aboard the Hindenburg for its first North American flight of 1937, which began in Frankfurt on the evening of May 3rd. As usual, Spehl’s chief was Ludwig Knorr, and the two of them rotated watches with fellow rigger Hans Freund. The flight proceeded smoothy, without incident. On the evening of May 6th, Spehl finished his last two-hour watch of the flight at 6:00 PM and went to the crew’s mess for dinner. The Hindenburg approached the landing field at Lakehurst, NJ about an hour later, and when the signal for landing stations was sounded shortly after 7:00 PM, Spehl went forward to the mooring shelf at the tip of the ship’s bow. Here, he would man the telephone extension to the control car and relay orders to the other three men (helmsman Alfred Bernhardt, elevatorman Kurt Bauer, and senior elevatorman Ernst Huchel) who were tasked with dropping the landing ropes and winching down the thick steel mooring cable.

Shortly after the four men arrived at their landing station, elevatorman trainee Ludwig Felber was sent forward on orders from the watch officer, and he replaced Bauer, who climbed down from the mooring shelf and found a spot about a hundred feet aft along the lower keel where he watched the landing through a hatch. About five minutes later, several more crewmen were sent forward to help trim the ship for landing, and several took positions alongside the stairs leading to the mooring shelf, just below Spehl and the others.

A few minutes later, the Hindenburg caught fire and almost immediately began to tilt steeply aft. Fire came shooting forward through the gas cells and along the axial catwalk, which ended just behind the mooring shelf. Spehl and the others were right in the path of this huge pillar of flame and were immediately engulfed by the fire. Most of the other men nearby leaped through the burning outer cover and fell to their immediate deaths. Spehl, along with Felber and Bernhardt, somehow managed to hold on and survive the initial crash, and the three men were pulled from the wreck by rescuers.

Erich Spehl, still alive but horribly burned, was taken to the air station’s infirmary. As he lay in one of the beds, he managed to communicate to one of the attendants that he wished to send a telegram to his girlfriend back in Frankfurt. The attendant searched through the infirmary for somebody who spoke both German and English, so that the telegram could be written down and sent as soon as possible. Passenger Joseph Spah, slightly injured, returned with the attendant to Spehl’s bedside, and copied down the address. Spehl then managed to dictate a two-word message: “Ich lebe.” (“I live.”) However, as Spah turned to go and send the message, Erich Spehl passed away.

His body was taken back to Germany and buried in Göschweiler.

Approximately 25 years after the Hindenburg disaster, a theory that the Hindenburg had been sabotaged was published in A.A. Hoehling’s book “Who Destroyed The Hindenburg?”, and Erich Spehl was named as the alleged saboteur. Ten years later, author Michael Mooney, writing a tie-in book for a planned Hollywood feature film about the Hindenburg disaster, repeated and expanded upon Hoehling’s sabotage theory. In short, it was alleged that Erich Spehl had planted a time bomb next to one of the gas cells in the aft section of the ship, intending that it detonate after landing (and in front of American reporters) in order to gain international exposure for the German anti-Nazi resistance movement of which, it was further claimed, Spehl and his girlfriend were a part.

The accusation that Erich Spehl was a saboteur who destroyed the Hindenburg was and remains absolutely baseless and without merit. Hoehling based his theory on the thinnest of circumstantial evidence, half-truths, and cherry-picked fragments of eyewitness testimony, all designed to support a sabotage theory that, it was hoped, would sell books. Key figures interviewed by Hoehling subsequently disputed Hoehling’s conclusions as well as his interpretation of some of their own statements. Hoehling himself was, in his own book, only able to offer Spehl as a potential saboteur, so shaky was the ground on which his theory had been constructed.

Mooney, despite presenting his book as a work of non-fiction, merely took Hoehling’s work and added layer upon layer of fictionalization, effectively turning Erich Spehl into a character from a pulp novel. While Mooney implied that he had done extensive interviews in Germany, it turned out that he had spoken only briefly (and through a translator who spoke very little German) with a single relative of Erich Spehl – a sister-in-law who had married Spehl’s older brother some time after the Hindenburg disaster. From this, Mooney concocted a fanciful back story for Spehl that seems to have existed primarily in Mooney’s own imagination, and which was once again designed to sell books (and also, given Mooney’s movie deal, to sell movie tickets.)

Unfortunately, these two books and the movie were enough to link Erich Spehl’s name with the concept of a sabotage plot in a number of subsequent publications and documentaries – though few (if any) serious students of airship history have ever granted the theory the least bit of legitimacy. Research into the process by which the Erich Spehl sabotage story was originally constructed has shown that the theory was, to put it mildly, essentially an act of libel.

Source

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

Erich Spehl (R) and Chief Engineer Rudolf Sauter (L)
pose atop the mooring mast at Lakehurst, 1936.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 4.4 – Hugo Eckener (Former Head, The Zeppelin Company)

THE HINDENBURG DISASTER


Hugo Eckener

The Official Story

HUGO ECKENER
(Former Head of the Zeppelin Company)


 

Hugo Eckener (10 August 1868 – 14 August 1954) was the manager of the Luftschiffbau Zeppelin during the inter-war years, and also the commander of the famous Graf Zeppelin for most of its record-setting flights, including the first airship flight around the world, making him the most successful airship commander in history. He was also responsible for the construction of the most successful type of airships of all time. An anti-Nazi who was invited to campaign as a moderate in the German presidential elections, he was blacklisted by that regime and eventually sidelined.

Head of the Zeppelin Company

After the War, Eckener succeeded Count Ferdinand von Zeppelin, who had died on 8 March 1917. After considerable conflict with Zeppelin’s business manager, Alfred Colsman, who wanted to replace the production of airships with production of other (and likely more profitable) products, Eckener was able to keep the Zeppelin factory at Friedrichshafen on Bodensee (Lake Constance) in Württemberg, southern Germany, from being retooled. Colsman left the company soon afterwards.

The Treaty of Versailles had forbidden Germans to construct airships of the size needed to operate the profitable trans-Atlantic service that was Eckener’s goal. However, after much skilful lobbying, he persuaded the US and German governments to allow the company to build LZ 126, later rechristened the USS Los Angeles (ZR-3), for the US Navy as part of Germany’s war reparations. Eckener himself captained the airship on its delivery flight to Lakehurst, New Jersey. The Los Angeles became the longest-serving rigid airship ever operated by the US Navy.

Sidelined

The Nazis came to power in January 1933. A planned arrest of Eckener in 1933 was blocked by Hindenburg. Hitler met Eckener only once, in July 1933, but the two barely spoke. Eckener did not make any secret of his dislike of the Nazis and the disastrous events he foresaw. He criticised the regime frequently, and refused to allow the Nazis to use the large hangars at Frankfurt for a rally. Eventually the Nazis declared Eckener to be persona non grata and his name was no longer allowed to appear in print.

During the 1930s, the Nazi government nationalized the Zeppelin operation under the name Deutsche Zeppelin-Reederei GmbH (DZR). The Nazis sidelined Eckener in favour of men who were more compliant with their wishes. In their haste to please the Nazi regime, these newly promoted airshipmen did not always obey Eckener’s safety procedures. For example, the maiden voyage of the Hindenburg nearly resulted in disaster when Captain Ernst Lehmann brought the ship out in strong winds in order to undertake a Nazi propaganda flight. The ship was damaged, and there was an argument between Eckener, Lehmann and the Nazi propaganda ministry.

Hugo Eckener had always made safety his absolute priority during his many years managing airship operations. With Eckener’s management, the Zeppelin company had a perfect safety record with no passenger ever sustaining a serious injury on any of the more than 1 million air miles that the rigid airships flew, until the Hindenburg disaster of 1937. Eckener was in Graz, Austria when he heard news of the Hindenburg disaster on 6 May 1937. In the official inquiry he concluded that a static spark ignited leaking hydrogen in the aft section of the ship. The leak would have been caused by a sharp turn, which he believed overstrained a bracing wire, causing it to snap and rip open an adjacent gas cell.

After the destruction of the Hindenburg, the nearly-completed LZ-130 Graf Zeppelin II was redesigned as a helium-filled ship, although, owing to geo-political considerations, the American helium was not available. Thus the ship never began commercial service. However, under the command of Captain Albert Sammt, who had previously survived the fiery destruction of the Hindenburg, albeit with severe burns, the ship performed an espionage mission off the coast of Great Britain, intended to investigate the radar defences. Eckener, however, had by this time little influence on the Zeppelin Company.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 4.5 – Charles E. Rosendahl (Commander, NAS Lakehurst)

THE HINDENBURG DISASTER


Charles E. Rosendahl

The Official Story

CHARLES E. ROSENDAHL
(Commander at NAS Lakehurst,
during the Hindenburg Disaster)


 

Charles Emery Rosendahl (May 15, 1892 – May 17, 1977) was a highly decorated vice admiral in the United States Navy, and an advocate of lighter-than-air flight.

Biography (Move to airships)

On June 11, 1934, he assumed command at NAS Lakehurst, and was promoted to commander on February 1, 1935. Rosendahl served as an official observer on the German airship Hindenburg, on transatlantic flights between Frankfurt and Rio de Janeiro in August and September 1936. He was in command at Lakehurst on the night of May 6, 1937, and witnessed the destruction of the Hindenburg, leading fire fighting and rescue efforts. He later testified at the Department of Commerce inquiry into the accident and stated:

When I saw the first blaze I knew the ship was doomed and I also thought that there would immediately be an explosion which would flatten every building at the field and kill everybody looking on. I thought it was curtains for all of us.

On August 6, 1938, he was relieved of command of NAS Lakehurst, and on August 31, he reported to Pearl Harbor to serve as executive officer of the light cruiser Milwaukee (CL-5).

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 4.6 – Hans Luther (German Ambassador to the U.S., 1933-1937)

THE HINDENBURG DISASTER


Hans Luther

The Official Story

HANS LUTHER
(German Ambassador to the U.S., 1933-1937)


 

Hans Luther (10 March 1879 – 11 May 1962) was a German politician and Chancellor of Germany for 482 days in 1925 to 1926. As Minister of Finance he helped stabilize the Mark during the hyperinflation of 1923. From 1930 to 1933, Luther was head of the Reichsbank and from 1933 to 1937 he served as German Ambassador to the United States.

Political career

After the Nazis seized power in 1933, Luther acceded to a demand by Hitler and resigned his post on 16 March 1933. He was, however, offered the post of German ambassador to Washington which he accepted.

In 1933, Luther lectured at the Columbia University campus. Luther’s speech stressed Hitler’s “peaceful intentions” toward his European neighbors. Nicholas Murray Butler, Columbia’s president, rejected student appeals to cancel the invitation, calling the request “illiberal” and citing the need for academic freedom.

In 1937, he retired from active public service and in 1942 retired fully.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 4.7 – Herbert Morrison (Radio Journalist who reported Disaster)

THE HINDENBURG DISASTER


Herbert Morrison

The Official Story

HERBERT MORRISON
(Radio Journalist who reported
the Hindenburg Disaster)


 

Herbert Oglevee Morrison (May 14, 1905 – January 10, 1989) was an American radio journalist best known for his dramatic report of the Hindenburg disaster, a catastrophic fire that destroyed the LZ 129 Hindenburg zeppelin on May 6, 1937, killing 36 people.

Morrison was born in Connellsville, Pennsylvania on May 14, 1905, to Walter Lindsay Morrison and Bertha Frances Oglevee Morrison. Walter Lindsay left the family early and Morrison moved with his mother and older brother to Scottdale, Pennsylvania when he was a young boy. The home he grew up in belonged to his grandmother, who supported the family by taking in boarders. The home still stands today at 316 Market Street in Scottdale, Pennsylvania.

The Hindenburg disaster

Morrison and engineer Charlie Nehlsen had been assigned by station WLS in Chicago to cover the arrival of the Hindenburg in New Jersey for delayed broadcast.

Radio network policy in those days forbade the use of any other recorded material than that used for sound effects, and Morrison and Nehlsen had no facilities for live broadcast. Even so, the results still became the prototype for news broadcasting in the war years that followed. The event had no effect on this policy, and recordings were not regularly used until after the end of World War II.

Morrison’s description began routinely, but changed instantly as the airship burst into flames:

It’s starting to rain again; it’s… the rain had (oh) slacked up a little bit. The back motors of the ship are just holding it (uh) just enough to keep it from…It’s burst into flames! It’s burst into flame, and it’s falling! It’s crashing! Watch it! Watch it, folks! Get out of the way! Get out of the way! Get this, Charlie; get this, Charlie! It’s burning and it’s crashing! It’s crashing, terrible! Oh, my! Get out of the way, please! It’s burning, bursting into flames and the… and it’s falling on the mooring mast and all the folks between — oh, this is terrible; this is one of the worst catastrophes in the world. Oh it’s… [unintelligible] its flames… Crashing, oh! Four- or five-hundred feet into the sky and it… it’s a terrific crash, ladies and gentlemen. It’s smoke, and it’s flames now; and the frame is crashing to the ground, not quite to the mooring mast. Oh, the humanity, all the passengers. screaming around here. I told you; it – I came to talk to people, their friends are on there! Ah! It’s… it… it’s a… ah! I… I can’t talk, ladies and gentlemen. Honest: it’s just laying there, mass of smoking wreckage. Ah! And everybody can hardly breathe and talk and the screaming, lady, I… I… I’m sorry. Honest: I… I can hardly breathe. I… I’m going to step inside, where I cannot see it. Charlie, that’s terrible. Ah, ah… I can’t, I… Listen, folks; I… I’m gonna have to stop for a minute because I’ve lost my voice. This is the worst thing I’ve ever witnessed.

— Herbert Morrison, Transcription of WLS radio broadcast describing the Hindenburg disaster.

Morrison and Nehlsen continued their work, reporting at length on the rescue efforts and interviewing survivors, with several pauses while Morrison composed himself. A small and dashing-looking man, Morrison wore a blue serge suit and a topcoat. Morrison mistakenly thought there were 106 people aboard the flight, when in reality there were 97 aboard. Thirty-five people died in addition to one fatality on the ground. The 16-inch green lacquer disk recordings were rushed back to Chicago by airplane and broadcast in full later that night. Portions were rebroadcast nationally by the NBC Radio network the next day. It was the first time that recordings of a news event were ever broadcast, and also the first coast-to-coast radio broadcast. Morrison’s quick professional response and accurate description combined with his own emotional reaction have made the recordings a classic of audio history.

Several people believe that this classic recording is not an accurate reflection of Morrison’s speech. These people theorize that Nehlsen’s Presto 6D recorder ran about 3% slow, causing Morrison’s voice to sound different from how it actually was, and that Morrison’s normal speaking and radio announcer voice was actually quite deep as evidenced by other recordings of his voice from the same era.

One of these people is audio historian Michael Biel, formerly of Morehead State University, who studied the original recordings and analyzed Nehlsen’s vital contribution as an engineer as well as the playback speed issue:

I have closely examined the original discs and photographed the grooves at the point of the explosion. You can see several deep digs in the lacquer before the groove disappears. Then almost immediately there is a faint groove for about two revolutions while Charlie Nehlsen gently lowered the cutting head back to the disc. Fortunately the cutting stylus never cut through the lacquer to the aluminum base. If that had happened the most dramatic part of the recording would not have been made because the stylus would have been ruined. The digs and the bouncing off of the cutting head were caused by the shock wave of the explosion which reached the machine just after Morrison said “It burst into flames…” I and several others believe that the originals were recorded slightly slow, and that all replays have been at too fast a speed. Comparison with the now two other known contemporary recordings of Morrison demonstrate this conclusion.

Morrison’s description has been dubbed onto the newsreel film of the crash, giving the impression of a modern television-style broadcast. However, at the time, newsreels were separately narrated in a studio, and Morrison’s words were not heard in theaters.

The availability of newsreel films, photographs and Morrison’s description was a result of heavy promotion of the arrival by the Zeppelin Company, making the crash a media event and raising its importance far beyond other disasters, less well-reported and documented.

Morrison’s usual broadcast work was as an announcer on live musical programs, but his earlier successful reporting of Midwestern floods from an airplane led to his assignment at Lakehurst that day.

Morrison later served in the Army Air Forces during World War II and was the first news director at WTAE-TV, the ABC television affiliate in Pittsburgh. He also ran for Congress three times as a Pennsylvania Republican. Prior to retirement he served as a technical adviser for the 1975 film The Hindenburg and developed a radio and television section at West Virginia University.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 4.8 – Surviving Hindenburg Crew (After the Disaster)

THE HINDENBURG DISASTER


Surviving
Hindenburg Crew

The Official Story

SURVIVING HINDENBURG CREW MEMBERS
(May 9, 1937)


 

Some of the surviving Hindenburg officers and crew gathered at Lakehurst Air Station three days after the disaster. Some of the men are wearing US Marine uniforms because their belongings were destroyed in the fire; many had to shed their burning clothing when they escaped from the airship.

Source: Wikipedia

FRONT ROW (L-R):BACK ROW (L-R):
— Fritz Deeg (Steward)
Jonny Dörflein (Mechanic)
Eduard Boëtius (Navigator)
Xaver Maier (Head Cook)
Werner Franz (Cabin Boy)
— Rudolph Sauter (Chief Engineer)
— Wilhelm Steeb (Mechanic Trainee)
Heinrich Bauer (Watch Officer)
Helmut Lau (Helmsman)
— German Zettel (Chief Mechanic)
— Max Hennerberg (Steward)
— Max Zabel (Navigator)
— Severin Klein (Steward)
— Egon Schweikardt (Radio Operator)
— Wilhelm Balla (Steward)
— Eugen Nunnenmacher (Steward)
— Albert Stöffler (Pastry Chef)
— Heinrich Kubis (Chief Stewads)
— Kurt Bauer (Elevatorman)
— Eugen Schäuble (Engineering Officer)
— Alfred Grözinger (Cook)

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – Section 5: The Nazi Party

SECTION 5

The Official Story

THE NAZI PARTY
(1920-1945)


 

The Nazi Party, officially the National Socialist German Workers’ Party (NSDAP), was a far-right political party in Germany active between 1920 and 1945, that created and supported the ideology of Nazism. Its precursor, the German Workers’ Party (Deutsche Arbeiterpartei; DAP), existed from 1919 to 1920. The Nazi Party emerged from the German nationalist, racist and populist Freikorps paramilitary culture, which fought against the communist uprisings in post-World War I Germany. The party was created to draw workers away from communism and into völkisch nationalism. Initially, Nazi political strategy focused on anti-big business, anti-bourgeois, and anti-capitalist rhetoric, although this was later downplayed to gain the support of business leaders, and in the 1930s the party’s main focus shifted to antisemitic and anti-Marxist themes.

Pseudoscientific racist theories were central to Nazism, expressed in the idea of a “people’s community” (Volksgemeinschaft). The party aimed to unite “racially desirable” Germans as national comrades, while excluding those deemed either to be political dissidents, physically or intellectually inferior, or of a foreign race (Fremdvölkische). The Nazis sought to strengthen the Germanic people, the “Aryan master race”, through racial purity and eugenics, broad social welfare programs, and a collective subordination of individual rights, which could be sacrificed for the good of the state on behalf of the people. To protect the supposed purity and strength of the Aryan race, the Nazis sought to exterminate Jews, Romani, Poles and most other Slavs, along with the physically and mentally disabled. They disenfranchised and segregated homosexuals, Africans, Jehovah’s Witnesses, and political opponents. The persecution reached its climax when the party-controlled German state set in motion the Final Solution—an industrial system of genocide which achieved the murder of around 6 million Jews and millions of other targeted victims, in what has become known as the Holocaust.

Adolf Hitler, the party’s leader since 1921, was appointed Chancellor of Germany by President Paul von Hindenburg on 30 January 1933. Hitler rapidly established a totalitarian regime known as the Third Reich. Following the defeat of the Third Reich at the conclusion of World War II in Europe, the party was “declared to be illegal” by the Allied powers, who carried out denazification in the years after the war both in Germany and in territories occupied by Nazi forces. The use of any symbols associated with the party is now outlawed in many European countries, including Germany and Austria.

Source: Wikipedia

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

ARTICLE INDEX

THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 5.1 – Adolf Hitler (Leader of the Nazi Party, Weimar, 1930)

THE HINDENBURG DISASTER


Adolf Hitler

The Official Story

ADOLF HITLER
(Führer of Nazi Germany)


 

Adolf Hitler (20 April 1889 – 30 April 1945) was an Austrian-born German politician who was the dictator of Germany from 1933 to 1945. He rose to power as the leader of the Nazi Party, becoming Chancellor in 1933 and then Führer in 1934. During his dictatorship from 1933 to 1945, he initiated World War II in Europe by invading Poland on 1 September 1939. He was closely involved in military operations throughout the war and was central to the perpetration of the Holocaust, the genocide of about 6 million Jews and millions of other victims.

Hitler was born in Austria – then part of Austria-Hungary – and was raised near Linz. He moved to Germany in 1913 and was decorated during his service in the German Army in World War I. In 1919, he joined the German Workers’ Party (DAP), the precursor of the Nazi Party, and was appointed leader of the Nazi Party in 1921. In 1923, he attempted to seize governmental power in a failed coup in Munich and was imprisoned with a sentence of five years. In jail, he dictated the first volume of his autobiography and political manifesto Mein Kampf (“My Struggle”). After his early release in 1924, Hitler gained popular support by attacking the Treaty of Versailles and promoting pan-Germanism, anti-Semitism and anti-communism with charismatic oratory and Nazi propaganda. He frequently denounced international capitalism and communism as part of a Jewish conspiracy.

By November 1932, the Nazi Party had the most seats in the German Reichstag but did not have a majority. As a result, no party was able to form a majority parliamentary coalition in support of a candidate for chancellor. Former chancellor Franz von Papen and other conservative leaders persuaded President Paul von Hindenburg to appoint Hitler as chancellor on 30 January 1933. Shortly after, the Reichstag passed the Enabling Act of 1933 which began the process of transforming the Weimar Republic into Nazi Germany, a one-party dictatorship based on the totalitarian and autocratic ideology of Nazism. Hitler aimed to eliminate Jews from Germany and establish a New Order to counter what he saw as the injustice of the post-World War I international order dominated by Britain and France. His first six years in power resulted in rapid economic recovery from the Great Depression, the abrogation of restrictions imposed on Germany after World War I, and the annexation of territories inhabited by millions of ethnic Germans, which gave him significant popular support.

Hitler sought Lebensraum (lit. ‘living space’) for the German people in Eastern Europe, and his aggressive foreign policy is considered the primary cause of World War II in Europe. He directed large-scale rearmament and, on 1 September 1939, invaded Poland, resulting in Britain and France declaring war on Germany. In June 1941, Hitler ordered an invasion of the Soviet Union. By the end of 1941, German forces and the European Axis powers occupied most of Europe and North Africa. These gains were gradually reversed after 1941, and in 1945 the Allied armies defeated the German army. On 29 April 1945, he married his longtime lover Eva Braun in the Führerbunker in Berlin. Less than two days later, the couple committed suicide to avoid capture by the Soviet Red Army. Their corpses were burned.

Under Hitler’s leadership and racially motivated ideology, the Nazi regime was responsible for the genocide of about 6 million Jews and millions of other victims whom he and his followers deemed Untermenschen (subhumans) or socially undesirable. Hitler and the Nazi regime were also responsible for the killing of an estimated 19.3 million civilians and prisoners of war. In addition, 28.7 million soldiers and civilians died as a result of military action in the European theatre. The number of civilians killed during World War II was unprecedented in warfare, and the casualties constitute the deadliest conflict in history.

Hitler’s actions and Nazi ideology are almost universally regarded as gravely immoral. According to historian and biographer Ian Kershaw, “Never in history has such ruination – physical and moral – been associated with the name of one man.”

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 5.2 – Adolf Hitler with Nazi Party Members (1930)

THE HINDENBURG DISASTER


Adolf Hitler with
Nazi Party Members

The Official Story

THE NAZI PARTY
(1920-1945)


 

The Nazi Party, officially the National Socialist German Workers’ Party (NSDAP), was a far-right political party in Germany active between 1920 and 1945, that created and supported the ideology of Nazism. Its precursor, the German Workers’ Party (Deutsche Arbeiterpartei; DAP), existed from 1919 to 1920. The Nazi Party emerged from the German nationalist, racist and populist Freikorps paramilitary culture, which fought against the communist uprisings in post-World War I Germany. The party was created to draw workers away from communism and into völkisch nationalism. Initially, Nazi political strategy focused on anti-big business, anti-bourgeois, and anti-capitalist rhetoric, although this was later downplayed to gain the support of business leaders, and in the 1930s the party’s main focus shifted to antisemitic and anti-Marxist themes.

Pseudoscientific racist theories were central to Nazism, expressed in the idea of a “people’s community” (Volksgemeinschaft). The party aimed to unite “racially desirable” Germans as national comrades, while excluding those deemed either to be political dissidents, physically or intellectually inferior, or of a foreign race (Fremdvölkische). The Nazis sought to strengthen the Germanic people, the “Aryan master race”, through racial purity and eugenics, broad social welfare programs, and a collective subordination of individual rights, which could be sacrificed for the good of the state on behalf of the people. To protect the supposed purity and strength of the Aryan race, the Nazis sought to exterminate Jews, Romani, Poles and most other Slavs, along with the physically and mentally disabled. They disenfranchised and segregated homosexuals, Africans, Jehovah’s Witnesses, and political opponents. The persecution reached its climax when the party-controlled German state set in motion the Final Solution—an industrial system of genocide which achieved the murder of around 6 million Jews and millions of other targeted victims, in what has become known as the Holocaust.

Adolf Hitler, the party’s leader since 1921, was appointed Chancellor of Germany by President Paul von Hindenburg on 30 January 1933. Hitler rapidly established a totalitarian regime known as the Third Reich. Following the defeat of the Third Reich at the conclusion of World War II in Europe, the party was “declared to be illegal” by the Allied powers, who carried out denazification in the years after the war both in Germany and in territories occupied by Nazi forces. The use of any symbols associated with the party is now outlawed in many European countries, including Germany and Austria.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 5.3 – Mein Kampf (First Edition Cover, 1925)

THE HINDENBURG DISASTER


Mein Kampf

The Official Story

MEIN KAMPF
(Autobiographical Manifesto by Adolf Hitler)


 

Mein Kampf (My Struggle or My Battle) is a 1925 autobiographical manifesto by Nazi Party leader Adolf Hitler. The work describes the process by which Hitler became antisemitic and outlines his political ideology and future plans for Germany. Volume 1 of Mein Kampf was published in 1925 and Volume 2 in 1926. The book was edited first by Emil Maurice, then by Hitler’s deputy Rudolf Hess.

Hitler began Mein Kampf while imprisoned following his failed coup in Munich in November 1923 and a trial in February 1924 for high treason, in which he received a sentence of five years. Although he received many visitors initially, he soon devoted himself entirely to the book. As he continued, he realized that it would have to be a two-volume work, with the first volume scheduled for release in early 1925. The governor of Landsberg noted at the time that “he [Hitler] hopes the book will run into many editions, thus enabling him to fulfill his financial obligations and to defray the expenses incurred at the time of his trial.” After slow initial sales, the book became a bestseller in Germany following Hitler’s rise to power in 1933.

After Hitler’s death, copyright of Mein Kampf passed to the state government of Bavaria, which refused to allow any copying or printing of the book in Germany. In 2016, following the expiration of the copyright held by the Bavarian state government, Mein Kampf was republished in Germany for the first time since 1945, which prompted public debate and divided reactions from Jewish groups. A team of scholars from the Institute for Contemporary History in Munich published a German-language two-volume almost 2,000-page edition annotated with about 3,500 notes. This was followed in 2021 by a 1,000-page French edition based on the German annotated version, with about twice as much commentary as text.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 5.4 – The Reichstag Fire (February 27, 1933)

THE HINDENBURG DISASTER


The Reichstag Fire

The Official Story

THE REICHSTAG FIRE
(February 27, 1933, Berlin)


 

The Reichstag fire was an arson attack on the Reichstag building, home of the German parliament in Berlin, on Monday 27 February 1933, precisely four weeks after Adolf Hitler was sworn in as Chancellor of Germany. Hitler’s government stated that Marinus van der Lubbe, a Dutch council communist, was the culprit, and it attributed the fire to communist agitators. A German court decided later that year that Van der Lubbe had acted alone, as he had claimed. The day after the fire, the Reichstag Fire Decree was passed. The Nazi Party used the fire as a pretext to claim that communists were plotting against the German government, which made the fire pivotal in the establishment of Nazi Germany.

The first report of the fire came shortly after 9:00 p.m., when a Berlin fire station received an alarm call. By the time police and firefighters arrived, the lower house ‘Chamber of Deputies’ was engulfed in flames. The police conducted a thorough search inside the building and accused Van der Lubbe. He was arrested, as were four communist leaders soon after. Hitler urged President Paul von Hindenburg to issue an emergency decree to suspend civil liberties and pursue a “ruthless confrontation” with the Communist Party of Germany. After the decree was issued, the government instituted mass arrests of communists, including all of the Communist Party’s parliamentary delegates. With their bitter rival communists gone and their seats empty, the Nazi Party went from having a plurality to a majority, thus enabling Hitler to consolidate his power.

In February 1933, Bulgarians Georgi Dimitrov, Vasil Tanev, and Blagoy Popov were arrested, and they played pivotal roles during the Leipzig Trial, also known as the “Reichstag Fire Trial”. They were known to the Prussian police as senior Comintern operatives, but the police had no idea how senior they were. Dimitrov was the head of all Comintern operations in Western Europe. The responsibility for the Reichstag fire remains a topic of debate and research. The Nazis accused the Comintern of the act. However, some historians believe, based on archive evidence, that the arson had been planned and ordered by the Nazis as a false flag operation. The building remained in its damaged state until it was partially repaired from 1961 to 1964 and completely restored from 1995 to 1999. In 2008, Germany posthumously pardoned Van der Lubbe under a law introduced in 1998 to lift unjust verdicts dating from the Nazi era.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 5.5 – Gestapo Headquarters (Berlin, 1933)

THE HINDENBURG DISASTER


Gestapo Headquarters

The Official Story

GESTAPO
(Nazi Germany)


 

The Geheime Staatspolizei (transl. Secret State Police), abbreviated Gestapo, was the official secret police of Nazi Germany and in German-occupied Europe.

The force was created by Hermann Göring in 1933 by combining the various political police agencies of Prussia into one organisation. On 20 April 1934, oversight of the Gestapo passed to the head of the SS, Heinrich Himmler, who was also appointed Chief of German Police by Hitler in 1936. Instead of being exclusively a Prussian state agency, the Gestapo became a national one as a sub-office of the Sicherheitspolizei (SiPo; Security Police). From 27 September 1939, it was administered by the Reich Security Main Office (RSHA). It became known as Amt (Dept) 4 of the RSHA and was considered a sister organisation to the Sicherheitsdienst (SD; Security Service). During World War II, the Gestapo played a key role in the Holocaust. After the war ended, the Gestapo was declared a criminal organisation by the International Military Tribunal (IMT) at the Nuremberg trials.

History

After Adolf Hitler became Chancellor of Germany, Hermann Göring—future commander of the Luftwaffe and the number two man in the Nazi Party—was named Interior Minister of Prussia. This gave Göring command of the largest police force in Germany. Soon afterward, Göring detached the political and intelligence sections from the police and filled their ranks with Nazis. On 26 April 1933, Göring merged the two units as the Geheime Staatspolizei, which was abbreviated by a post office clerk for a franking stamp and became known as the “Gestapo”. He originally wanted to name it the Secret Police Office (Geheimes Polizeiamt), but the German initials, “GPA”, were too similar to those of the Soviet State Political Directorate (Gosudarstvennoye Politicheskoye Upravlenie, or GPU).

The first commander of the Gestapo was Rudolf Diels, a protégé of Göring. Diels was appointed with the title of chief of Abteilung Ia (Department 1a) of the Prussian Secret Police. Diels was best known as the primary interrogator of Marinus van der Lubbe after the Reichstag fire. In late 1933, the Reich Interior Minister Wilhelm Frick wanted to integrate all the police forces of the German states under his control. Göring outflanked him by removing the Prussian political and intelligence departments from the state interior ministry. Göring took over the Gestapo in 1934 and urged Hitler to extend the agency’s authority throughout Germany. This represented a radical departure from German tradition, which held that law enforcement was (mostly) a Land (state) and local matter. In this, he ran into conflict with Schutzstaffel (SS) chief Heinrich Himmler who was police chief of the second most powerful German state, Bavaria. Frick did not have the political power to take on Göring by himself so he allied with Himmler. With Frick’s support, Himmler (pushed on by his right-hand man, Reinhard Heydrich) took over the political police in state-after-state. Soon only Prussia was left.

Concerned that Diels was not ruthless enough to effectively counteract the power of the Sturmabteilung (SA), Göring handed over control of the Gestapo to Himmler on 20 April 1934. Also on that date, Hitler appointed Himmler chief of all German police outside Prussia. Heydrich, named chief of the Gestapo by Himmler on 22 April 1934, also continued as head of the SS Security Service (Sicherheitsdienst; SD). Himmler and Heydrich both immediately began installing their own personnel in select positions, several of whom were directly from the Bavarian Political Police, such as Heinrich Müller, Franz Josef Huber and Josef Meisinger. Many of the Gestapo employees in the newly established offices were young and highly educated in a wide variety of academic fields and moreover, represented a new generation of National Socialist adherents, who were hard-working, efficient, and prepared to carry the Nazi state forward through the persecution of their political opponents.

By the spring of 1934 Himmler’s SS controlled the SD and the Gestapo, but for him, there was still a problem, as technically the SS (and the Gestapo by proxy) was subordinated to the SA, which was under the command of Ernst Röhm. Himmler wanted to free himself entirely from Röhm, whom he viewed as an obstacle. Röhm’s position was menacing as more than 4.5 million men fell under his command once the militias and veterans organisations were absorbed by the SA, a fact which fuelled Röhm’s aspirations; his dream of fusing the SA and Reichswehr together was undermining Hitler’s relationships with the leadership of Germany’s armed forces. Several Nazi chieftains, among them Göring, Joseph Goebbels, Rudolf Hess, and Himmler, began a concerted campaign to convince Hitler to take action against Röhm. Both the SD and Gestapo released information concerning an imminent putsch by the SA. Once persuaded, Hitler acted by setting Himmler’s SS into action, who then proceeded to murder over 100 of Hitler’s identified antagonists. The Gestapo supplied the information which implicated the SA and ultimately enabled Himmler and Heydrich to emancipate themselves entirely from the organisation. For the Gestapo, the next two years following the Night of the Long Knives, a term describing the putsch against Röhm and the SA, were characterised by “behind-the-scenes political wrangling over policing”.

On 17 June 1936, Hitler decreed the unification of all police forces in Germany and named Himmler as Chief of German Police. This action effectively merged the police into the SS and removed it from Frick’s control. Himmler was nominally subordinate to Frick as police chief, but as Reichsführer-SS, he answered only to Hitler. This move also gave Himmler operational control over Germany’s entire detective force. The Gestapo became a national state agency. Himmler also gained authority over all of Germany’s uniformed law enforcement agencies, which were amalgamated into the new Ordnungspolizei (Orpo; Order Police), which became a national agency under SS general Kurt Daluege. Shortly thereafter, Himmler created the Kriminalpolizei (Kripo; Criminal Police), merging it with the Gestapo into the Sicherheitspolizei (SiPo; Security Police), under Heydrich’s command. Heinrich Müller was at that time the Gestapo operations chief. He answered to Heydrich; Heydrich answered only to Himmler and Himmler answered only to Hitler.

The Gestapo had the authority to investigate cases of treason, espionage, sabotage and criminal attacks on the Nazi Party and Germany. The basic Gestapo law passed by the government in 1936 gave the Gestapo carte blanche to operate without judicial review—in effect, putting it above the law. The Gestapo was specifically exempted from responsibility to administrative courts, where citizens normally could sue the state to conform to laws. As early as 1935, a Prussian administrative court had ruled that the Gestapo’s actions were not subject to judicial review. The SS officer Werner Best, one-time head of legal affairs in the Gestapo, summed up this policy by saying, “As long as the police carries out the will of the leadership, it is acting legally”.

On 27 September 1939, the security and police agencies of Nazi Germany—with the exception of the Order Police—were consolidated into the Reich Security Main Office (RSHA), headed by Heydrich. The Gestapo became Amt IV (Department IV) of RSHA and Müller became the Gestapo Chief, with Heydrich as his immediate superior. After Heydrich’s 1942 assassination, Himmler assumed the leadership of the RSHA until January 1943, when Ernst Kaltenbrunner was appointed chief. Müller remained the Gestapo Chief. His direct subordinate Adolf Eichmann headed the Gestapo’s Office of Resettlement and then its Office of Jewish Affairs (Referat IV B4 or Sub-Department IV, Section B4). During the Holocaust, Eichmann’s department within the Gestapo coordinated the mass deportation of European Jews to the Nazis’ extermination camps.

The power of the Gestapo included the use of what was called, Schutzhaft—”protective custody”, a euphemism for the power to imprison people without judicial proceedings. An oddity of the system was that the prisoner had to sign his own Schutzhaftbefehl, an order declaring that the person had requested imprisonment—presumably out of fear of personal harm. In addition, political prisoners throughout Germany—and from 1941, throughout the occupied territories under the Night and Fog Decree (German: Nacht und Nebel)—simply disappeared while in Gestapo custody. Up to 30 April 1944, at least 6,639 persons were arrested under Nacht und Nebel orders. However, the total number of people who disappeared as a result of this decree is not known.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – Section 6: U.S. Airlines

SECTION 6

The Official Story

HINDENBURG FINAL FLIGHT
(Background)


 

The Hindenburg made 10 trips to the United States in 1936. After opening its 1937 season by completing a single round-trip passage to Rio de Janeiro, Brazil, in late March, the Hindenburg departed from Frankfurt, Germany, on the evening of May 3, on the first of 10 round trips between Europe and the United States that were scheduled for its second year of commercial service. American Airlines had contracted with the operators of the Hindenburg to shuttle the passengers from Lakehurst to Newark for connections to airplane flights.

Except for strong headwinds that slowed its progress, the Atlantic crossing of the Hindenburg was unremarkable until the airship attempted an early-evening landing at Lakehurst three days later on May 6. Although carrying only half its full capacity of passengers (36 of 70) and crewmen (61, including 21 crewman trainees) during the flight accident, the Hindenburg was fully booked for its return flight. Many of the passengers with tickets to Germany were planning to attend the coronation of King George VI and Queen Elizabeth in London the following week.

The airship was hours behind schedule when it passed over Boston on the morning of May 6, and its landing at Lakehurst was expected to be further delayed because of afternoon thunderstorms. Advised of the poor weather conditions at Lakehurst, Captain Max Pruss charted a course over Manhattan Island, causing a public spectacle as people rushed out into the street to catch sight of the airship. After passing over the field at 4:00 p.m., Captain Pruss took passengers on a tour over the seasides of New Jersey while waiting for the weather to clear. After finally being notified at 6:22 p.m. that the storms had passed, Pruss directed the airship back to Lakehurst to make its landing almost half a day late. As this would leave much less time than anticipated to service and prepare the airship for its scheduled departure back to Europe, the public was informed that they would not be permitted at the mooring location or be able to visit aboard the Hindenburg during its stay in port.

Hindenburg Disaster News Coverage

The newsreels and photographs, along with Morrison’s passionate reporting shattered public and industry faith in airships and marked the end of the giant passenger-carrying airships. Also contributing to the downfall of Zeppelins was the arrival of international passenger air travel and Pan American Airlines. Heavier-than-air aircraft regularly crossed the Atlantic and Pacific much faster than the 130 km/h (80 mph) speed of the Hindenburg. The one advantage that the Hindenburg had over such aircraft was the comfort that she afforded her passengers.

Source: Wikipedia

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

WHO BENEFITTED FROM THE END
OF THE AIRSHIP INDUSTRY?

ARTICLE INDEX

THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 6.1 – American Airlines (Douglas DC-3 Airliner)

THE HINDENBURG DISASTER


American Airlines

WHO BENEFITTED FROM THE END
OF THE AIRSHIP INDUSTRY?

The Official Story

AMERICAN AIRLINES


 

American Airlines, Inc. (AA or AAL), is a major US-based airline headquartered in Fort Worth, Texas, within the Dallas–Fort Worth metroplex. It is the world’s largest airline when measured by fleet size, scheduled passengers carried, and revenue passenger mile. American, together with its regional partners and affiliates, operates an extensive international and domestic network with almost 6,800 flights per day to nearly 350 destinations in more than 50 countries. American Airlines is a founding member of the Oneworld alliance, the third-largest airline alliance in the world. Regional service is operated by independent and subsidiary carriers under the brand name American Eagle.

American Airlines and American Eagle operate out of 10 hubs, with Dallas/Fort Worth (DFW) being its largest. The airline handles more than 200 million passengers annually with an average of more than 500,000 passengers daily. As of 2019, the company employs nearly 130,000 people.

Early history

American Airlines was developed from a conglomeration of 82 small airlines through acquisitions in 1930 and reorganizations; initially, American Airways was a common brand used by a number of independent carriers. These included Southern Air Transport in Texas, Southern Air Fast Express (SAFE) in the western United States, Universal Aviation in the Midwest (which operated a transcontinental air/rail route in 1929), Thompson Aeronautical Services (which operated a Detroit-Cleveland route beginning in 1929), and Colonial Air Transport in the Northeast. Like many early carriers, American earned its keep carrying U.S. Mail. By 1933, American Airways operated a transcontinental route network serving 72 cities, mostly in the northeastern, midwestern, and southwestern United States.

In 1934 American Airways Company was acquired by E. L. Cord, who renamed it “American Air Lines”. Cord hired Texas businessman C. R. Smith to run the company. Smith worked with Donald Douglas to develop the DC-3, which American Airlines was first to fly, in 1936. American’s DC-3 made it the first airline to be able to operate a route that could earn a profit solely by transporting passengers; other carriers could not earn a profit without U.S. Mail. With the DC-3, American began calling its aircraft “Flagships” and establishing the Admirals Club for valued passengers. The DC-3s had a four-star “admiral’s pennant” outside the cockpit window while the aircraft was parked. American operated daily overnight transcontinental service between New York and Los Angeles through Dallas/Fort Worth and other intermediate stops, advertising the service as an “all-year southern route.”

American Airlines was the first to cooperate with Fiorello LaGuardia to build an airport in New York City, and became owner of the world’s first airline lounge at the new LaGuardia Airport (LGA), known as the Admirals Club. Membership was initially by invitation only, later changing to an open policy that accepted members who paid dues.

For more than eight decades, American Airlines’ “signature” service has been its daily transcontinental flights between New York and Los Angeles designated as #1 (westbound) and #2 (eastbound). While the current 2,500 miles non-stop jet service between John F. Kennedy International Airport (JFK) and Los Angeles International Airport (LAX) averages six hours, in 1939 Flight #1 (which departed from Newark Airport in New Jersey at 7:10 a.m. Eastern Time and terminated at Glendale Airport in suburban Los Angeles at 12:29 am Pacific Time) took 20 hours and 19 minutes to complete, made eight intermediate stops (in Washington, DC; Nashville, TN; Memphis, TN; Dallas, TX; Ft. Worth, TX; El Paso, TX; Tucson, AZ; and Phoenix, AZ), and had a change of planes from a DC-2 to a DC-3 “Flagship Skysleeper” in Memphis. Although on March 1, 1962, Flight #1, operated by a Boeing 707 (N7506A), crashed in Jamaica Bay two minutes after takeoff from Idlewild (now JFK) Airport, killing all 87 passengers and 8 crew on board, American Airlines retained #1 as the flight number of the service instead of retiring it, as is the general practice after a fatal accident.

 

DOUGLAS DC-3


 

The Douglas DC-3 is a propeller-driven airliner, which had a lasting effect on the airline industry in the 1930s to 1940s and World War II. It was developed as a larger, improved 14-bed sleeper version of the Douglas DC-2. It is a low-wing metal monoplane with conventional landing gear, powered by two radial piston engines of 1,000–1,200 hp (750–890 kW). (Although most DC-3s flying today use Pratt & Whitney R-1830 Twin Wasp engines, many DC-3s built for civil service originally had the Wright R-1820 Cyclone.) The DC-3 has a cruising speed of 207 mph (333 km/h), a capacity of 21 to 32 passengers or 6,000 lbs (2,700 kg) of cargo, and a range of 1,500 mi (2,400 km), and can operate from short runways.

The DC-3 had many exceptional qualities compared to previous aircraft. It was fast, had a good range, was more reliable, and carried passengers in greater comfort. Before the war, it pioneered many air travel routes. It was able to cross the continental US from New York to Los Angeles in 18 hours, with only three stops. It is one of the first airliners that could profitably carry only passengers without relying on mail subsidies.

Following the war, the airliner market was flooded with surplus transport aircraft, and the DC-3 was no longer competitive due to its size and speed. It was made obsolete on main routes by more advanced types such as the Douglas DC-4 and Lockheed Constellation, but the design proved adaptable and useful on less glamorous routes.

Civilian DC-3 production ended in 1942 at 607 aircraft. Military versions, including the C-47 Skytrain (the Dakota in British RAF service), and Soviet- and Japanese-built versions, brought total production to over 16,000. Many continued to be used in a variety of niche roles; 2,000 DC-3s and military derivatives were estimated to be still flying in 2013; a 2017 article put the number at that time at more than 300.

Design and development

The DC-3 resulted from a marathon telephone call from American Airlines CEO C. R. Smith to Donald Douglas, when Smith persuaded a reluctant Douglas to design a sleeper aircraft based on the DC-2 to replace American’s Curtiss Condor II biplanes. The DC-2’s cabin was 66 inches (1.7 m) wide, too narrow for side-by-side berths. Douglas agreed to go ahead with development only after Smith informed him of American’s intention to purchase 20 aircraft. The new aircraft was engineered by a team led by chief engineer Arthur E. Raymond over the next two years, and the prototype DST (Douglas Sleeper Transport) first flew on December 17, 1935 (the 32nd anniversary of the Wright Brothers’ flight at Kitty Hawk) with Douglas chief test pilot Carl Cover at the controls. Its cabin was 92 in (2,300 mm) wide, and a version with 21 seats instead of the 14–16 sleeping berths of the DST was given the designation DC-3. No prototype was built, and the first DC-3 built followed seven DSTs off the production line for delivery to American Airlines.

The DC-3 and DST popularized air travel in the United States. Eastbound transcontinental flights could cross the U.S. in about 15 hours with three refueling stops, while westbound trips against the wind took 17+1⁄2 hours. A few years earlier, such a trip entailed short hops in slower and shorter-range aircraft during the day, coupled with train travel overnight.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 6.2 – Errett Lobban Cord (Founder, American Airlines)

THE HINDENBURG DISASTER


Errett Lobban Cord

WHO BENEFITTED FROM THE END
OF THE AIRSHIP INDUSTRY?

The Official Story

ERRETT LOBBAN CORD
(Founder of American Airlines)


 

Errett LobbanE. L.Cord (July 20, 1894 – January 2, 1974) was an American business executive. He was considered a leader in United States transport during the early and middle 20th century.

Cord founded the Cord Corporation in 1929 as a holding company for over 150 companies he controlled, mostly in the field of transportation. The corporation controlled the Auburn Automobile Company, which built the Auburn and Cord automobiles; Lycoming Engines; Duesenberg Inc.; New York Shipbuilding; Checker Cab; Stinson Aircraft Company; and American Airways (later American Airlines), amongst other holdings. The Aircraft Development Division, (Erret L.) Cord Manufacturing Co., was instrumental in the development of the Vultee V-1 airliner which spawned a series of airliners and military aircraft from the (Gerard Freebairn) Vultee Aircraft, Aviation Mfg Corp-AVCO.

Born in Warrensburg, Missouri, Cord had been a race car driver, mechanic and car salesman before he was offered the opportunity to manage the dying Auburn Automobile Company in 1924. By 1928 he controlled Auburn, which by 1931 was the 13th largest seller of autos in the United States. During 1934, he moved to England, reportedly because of kidnapping threats. He moved back to the United States in 1936, but then came under investigation by the Securities and Exchange Commission for his dealings in Checker Cab stock. In 1937 he sold the Cord Corporation to the Aviation Corporation and retired to Los Angeles to earn even more millions in real estate. Cord owned several of the first radio and television stations in California and later Nevada, where he moved in the 1940s. In the call letters of his Los Angeles radio station, KFAC, the A.C. stands for Auburn Cord. In Reno, Cord established KCRL-TV and radio in the 1950s and operated it for more than 25 years. The ‘CRL’ in the station’s call letters stood for “Circle L”—a ranch Cord owned in the Nevada desert.

During the 1940s he filled in for a Nevada state legislator who died in the middle of his term and again rose to fame as a politician in his later life. In 1958 he was asked to run for governor of Nevada, but he refused and never explained why. He died in Reno, Nevada from cancer in 1974, aged 79.

A collection of his autos is in Auburn, Indiana, (1600 South Wayne Street) at the Auburn Cord Duesenberg Automobile Museum.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 6.3 – Cyrus Rowlett Smith (CEO, American Airlines, 1934-1968)

THE HINDENBURG DISASTER


Cyrus Rowlett Smith

WHO BENEFITTED FROM THE END
OF THE AIRSHIP INDUSTRY?

The Official Story

C. R. SMITH
(CEO of American Airlines, 1934-1968)


 

Cyrus RowlettC.R.Smith (September 9, 1899 – April 4, 1990) was the CEO of American Airlines from 1934 to 1968 and from 1973 to 1974. He was also the wartime deputy commander of the Air Transport Command during World War II, and the United States Secretary of Commerce for a brief period under President Lyndon B. Johnson. He is regarded as one of the titans of U.S. airline history.

Airline career

Smith’s abilities were first recognized by Texas industrialist Alva Pearl Barrett, who in 1928 set up the airline Texas Air Transport (TAT), which became Southern Air Transport. Smith joined SAT as a vice president in 1929, and through a series of mergers SAT became part of American Airlines. American’s owner, E. L. Cord, hired Smith to run the nationwide network based on his able management of the Southern operation. In 1934, he became president of American Airlines.

In business, he was known for an informal, no-nonsense leadership style that stressed close relationships with both executives and employees. Convair president Jack Naish noted that “you can close a $100 million deal on his word alone.” He generally communicated through personally typed one-page memos. Smith was said to know every American employee by name until the end of his first term as CEO. He fostered a close relationship with Douglas Aircraft that led American to become a key adopter of the Douglas DC-3 and DC-6: he was also one of the early proponents of what is now LaGuardia Airport in New York City.

One of Smith’s most famous acts was the publication of an advertisement entitled “Why Dodge This Question: Afraid To Fly?” in 1934. Airline safety had been a taboo subject at the time, and Smith was credited with being the first airline manager to discuss it openly with the public.

In 1946, Smith began to break Pan American’s monopoly in international air travel through American Overseas Airlines, leading to American’s expansion overseas. He also created the Admirals Club, the first member’s only airline lounge system. In the 1950s, he helped American become the first domestic jet carrier in the US by selecting the Boeing 707 aircraft, which came out months before its rival Douglas DC-8.

Smith was instrumental in lobbying for the FAA to implement a mandatory retirement age of 60 for commercial airline pilots in large part because he was eager to remove older, more expensive pilots from his cockpits and replace them with younger pilots with lower salaries. Smith was convinced it would be easier to train younger pilots for the new jet airliners, as there was some anecdotal evidence suggesting that older pilots on average took longer to adjust to the new jet airliners which had very different control characteristics than airliners with propellers. The age 60 retirement rule was publicly justified on the grounds that pilots might experience health issues past the age of 60. This rule remained in effect from 1960 until 2007 when Congress voted to raise it to 65 on the grounds that the age 60 rule was outdated and it was now much easier to screen pilots for potential health risks.

In 1953, Smith was having dinner with a CBS radio executive who complained of the lack of advertisers willing to have their commercials aired in the middle of the night, even at reduced rates. Smith struck a deal and bought the block of hours from 11:30 pm until 6:00 am exclusively for American and created the show Music ‘Til Dawn. It was played on nine major CBS radio stations in American’s network with classical, semi-classical, and easy listening music with only subtle advertising. Music ‘Til Dawn lasted for 15 years and became an award winning radio show with millions of followers.

Smith left American in 1968 to become the US Secretary of Commerce. He agreed to return to American in 1973 for six months, following a period of corporate mismanagement and scandal, while the board of directors searched for a permanent replacement. After the six month period was over, Smith retired for a final time stating that he was “thinking with a DC-6 mind and this business has changed. Yet if you don’t take my advice, I’ll get upset.”

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 6.4 – Pan American Airways (Boeing 314 Clipper)

THE HINDENBURG DISASTER


Pan American Airways
(Pan Am)

WHO BENEFITTED FROM THE END
OF THE AIRSHIP INDUSTRY?

The Official Story

PAN AMERICAN AIRWAYS
(PAN AM)


 

Pan American World Airways, originally founded as Pan American Airways and commonly known as Pan Am, was the principal and largest international air carrier and unofficial overseas flag carrier of the United States for much of the 20th century. It was the first airline to fly worldwide and pioneered numerous innovations of the modern airline industry, such as jet aircraft, jumbo jets, and computerized reservation systems. Until its dissolution in 1991, Pan Am “epitomized the luxury and glamour of intercontinental travel”, and it remains a cultural icon of the 20th century, identified by its blue globe logo (“The Blue Meatball”), the use of the word “Clipper” in its aircraft names and call signs, and the white uniform caps of its pilots.

Founded in 1927 by two former U.S. Army Air Corps majors, Pan Am began as a scheduled airmail and passenger service flying between Key West, Florida, and Havana, Cuba. Under the leadership of American entrepreneur Juan Trippe, in the 1930s the airline purchased a fleet of flying boats and focused its route network on Central and South America, gradually adding transatlantic and transpacific destinations. By the mid-20th century, Pan Am enjoyed a near monopoly on international routes. It led the aircraft industry into the Jet Age by acquiring new jetliners such as the Boeing 707 and Boeing 747. Pan Am’s modern fleet allowed it to fly larger numbers of passengers, at a longer range, and with fewer stops than rivals. Its primary hub and flagship terminal was the Worldport at John F. Kennedy International Airport in New York City.

During its peak between the late 1950s and early 1970s, Pan Am was world-renowned for its advanced fleet, experienced and highly trained staff, and numerous amenities. In 1970 alone, it flew 11 million passengers to 86 countries, with destinations in every continent save Antarctica. In an era dominated by flag carriers that were wholly or majority-owned by governments, it became the unofficial national carrier of the United States. Pan Am was a founding member of the International Air Transport Association (IATA), the global airline industry association, and helped shape the industry standard in hospitality and customer service.

Beginning in the mid-1970s, Pan Am began facing a series of challenges both internal and external, along with rising competition from the deregulation of the airline industry in 1978. After several attempts at financial restructuring and rebranding throughout the 1980s, Pan Am gradually sold off its assets before declaring bankruptcy in 1991. By the time it ceased operations, the airline’s trademark was the second most recognized worldwide, and its loss was felt among travelers and many Americans as signifying the end of the golden age of air travel. Its brand, iconography, and contributions to the industry remain well known in the 21st century. The airline’s name and imagery were purchased by railroad holding company Guilford Transportation Industries in 1998, which changed its name to Pan Am Systems and adopted Pan Am’s logo.

Clipper era

Six large, long-range Boeing 314 flying boats were delivered to Pan Am in early 1939. On March 30, 1939, the Yankee Clipper, piloted by Harold E. Gray, made the first-ever trans-Atlantic passenger flight. The first leg of the flight, Baltimore to Horta, took 17 hours and 32 minutes and covered 2,400 miles (3,900 km). The second leg from Horta to Pan Am’s newly built airport in Lisbon took 7 hours and 7 minutes and covered 1,200 miles (1,900 km). The Boeing 314 also enabled the start of scheduled weekly contract Foreign Air Mail (F.A.M. 18) service and later passenger flights from New York (Port Washington, L.I.) to both France and Britain. The Southern route to France was inaugurated for airmail on May 20, 1939, by the Yankee Clipper piloted by Arthur E. LaPorte flying via Horta, Azores, and Lisbon, Portugal to Marseilles. Passenger service over the route was added on June 28, 1939, by the Dixie Clipper piloted by R.O.D. Sullivan. The Eastbound trip departed every Wednesday at Noon and arrived at Marseilles on Friday at 3 pm GCT with return service leaving Marseilles on Sunday at 8 am and arriving at Port Washington on Tuesday at 7 am. The Northern transatlantic route to Britain was inaugurated for Air Mail service on June 24, 1939, by the Yankee Clipper piloted by Harold Gray flying via Shediac (New Brunswick), Botwood (Newfoundland), and Foynes (Ireland) to Southampton. Passenger service was added on the Northern route on July 8, 1939, by the Yankee Clipper. Eastbound flights left on Saturday at 7:30 am and arrived at Southampton on Sunday at 1 pm GCT. Westbound service departed Southampton on Wednesday at Noon and arrived at Port Washington on Thursday at 3 pm. After the outbreak of World War II in Europe on September 1, 1939, the terminus became Foynes until the service ceased for the winter on October 5 while transatlantic service to Lisbon via the Azores continued into 1941. During World War II, Pan Am flew over 90 million mi (140 million km) worldwide in support of military operations.

 

BOEING 314 CLIPPER


 

The Boeing 314 Clipper was an American long-range flying boat produced by Boeing from 1938 to 1941. One of the largest aircraft of its time, it had the range to cross the Atlantic and Pacific oceans. For its wing, Boeing re-used the design from the earlier XB-15 bomber prototype. Twelve Clippers were built, nine of which served with Pan Am.

Design and development

Pan American had requested a flying boat with unprecedented range that could augment the airline’s trans-Pacific Martin M-130. Boeing’s bid was successful and on July 21, 1936, Pan American signed a contract for six. Boeing engineers adapted the cancelled XB-15’s 149 ft (45 m) wing, and replaced the 850 hp (630 kW) Pratt & Whitney Twin Wasp radial engines with the 1,600 hp (1,200 kW) Wright Twin Cyclone.[1] Pan Am ordered six more aircraft with increased engine power and capacity for 77 daytime passengers as the Boeing 314A.

The huge flying boat was assembled at Boeing’s Plant 1 on the Duwamish River in Seattle, and towed to Elliott Bay for taxi and flight tests. The first flight was on June 7, 1938, piloted by Edmund T. “Eddie” Allen. At first the aircraft had a single vertical tail, and Allen found he had inadequate directional control. The aircraft returned to the factory and was fitted with the endplates on the ends of the horizontal tail in place of the single vertical fin. This too was found to be insufficient and finally the centerline vertical fin was restored, after which the aircraft flew satisfactorily.

The 314 used a series of heavy ribs and spars to create a robust fuselage and cantilevered wing, eliminating the need for external drag-inducing struts to brace the wings. Boeing also incorporated Dornier-style sponsons into the hull structure. The sponsons, broad lateral extensions at the waterline on both sides of the hull, served several purposes: They provided a wide platform to stabilize the craft while floating, they acted as a gangway for boarding and exiting, and they possessed intentional shaping to contribute additional aerodynamic lift in flight. Passengers and their baggage were weighed, with each passenger allowed up to 77 pounds (35 kg) free baggage allowance (in the later 314 series) but then charged $3.25 per pound ($7.2/kg) (equivalent to $63 in 2021) for exceeding the limit. To fly the long ranges needed for trans-Pacific service, the 314 carried 4,246 US gallons (16,070 l; 3,536 imp gal) of gasoline. The later 314A model carried a further 1,200 US gallons (4,500 l; 1,000 imp gal). A capacity of 300 US gallons (1,100 l; 250 imp gal) of oil was required for operation of the radial engines.

Pan Am’s “Clippers” were built for “one-class” luxury air travel, a necessity given the long duration of transoceanic flights. The seats could be converted into 36 bunks for overnight accommodation; with a cruising speed of 188 miles per hour (303 km/h) (typically flights at maximum gross weight were flown at 155 miles per hour (249 km/h)) in 1940, Pan Am’s schedule San Francisco to Honolulu was 19 hours. The 314s had a lounge and dining area, and the galleys were crewed by chefs from four-star hotels. Men and women were provided with separate dressing rooms, and white-coated stewards served five and six-course meals with gleaming silver service. The standard of luxury on Pan American’s Boeing 314s has rarely been matched on heavier-than-air transport since then; they were a form of travel for the super-rich, priced at $675 (equivalent to $13,000 in 2021) round trip from New York to Southampton. Most of the flights were transpacific, with a one-way ticket from San Francisco to Hong Kong via the “stepping-stone” islands posted at $760 (equivalent to $15,000 in 2021). The Pan Am Boeing 314 Clippers brought exotic destinations like the Far East within reach of air travelers and came to represent the romance of flight. Transatlantic flights to neutral Lisbon and Ireland continued after war broke out in Europe in September 1939 (and until 1945), but military passengers and cargoes necessarily got priority, and the service was more spartan.

Equally critical to the 314’s success was the proficiency of its Pan Am flight crews, who were extremely skilled at long-distance, over-water flight operations and navigation. For training, many of the transpacific flights carried a second crew. Only the very best and most experienced flight crews were assigned Boeing 314 flying boat duty. Before coming aboard, all Pan Am captains as well as first and second officers had thousands of hours of flight time in other seaplanes and flying boats. Rigorous training in dead reckoning, timed turns, judging drift from sea current, celestial navigation, and radio navigation were conducted. In conditions of poor or no visibility, pilots sometimes made successful landings at fogged-in harbors by landing out to sea, then taxiing the 314 into port.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 6.5 – Juan Trippe (Founder, Pan American Airways)

THE HINDENBURG DISASTER


Juan Trippe

WHO BENEFITTED FROM THE END
OF THE AIRSHIP INDUSTRY?

The Official Story

JUAN TRIPPE
(Founder, Pan American World Airways)


 

Juan Terry Trippe (June 27, 1899 – April 3, 1981) was an American commercial aviation pioneer, entrepreneur and the founder of Pan American World Airways, one of the iconic airlines of the 20th century. He was involved in the introduction of the Sikorsky S-40, which opened trans-Pacific airline travel, the Boeing 307 Stratoliner which introduced cabin pressurization to airline operations, the Boeing 707 which started a new era in low cost jet transportation, and the Boeing 747 jumbo jets. Trippe’s signing of the 747 contract coincided with the 50th anniversary of Boeing.

Career

After graduation from Yale, Trippe began working on Wall Street, but soon became bored. In 1922 he raised money from his old Yale classmates, selling them stock in his new airline, an air-taxi service for the rich and powerful called Long Island Airways. Once again tapping his wealthy friends from Yale, Trippe invested in an airline named Colonial Air Transport, which was awarded a new route and an airmail contract on October 7, 1925. Interested in operating to the Caribbean, Trippe created the Aviation Corporation of the Americas. Based in Florida, the company would evolve into the unofficial United States flag carrier, Pan American Airways, commonly known as Pan Am.

Pan Am’s first flight took off on October 19, 1927, from Key West, Florida, to Havana, Cuba, in a hired Fairchild FC-2 floatplane being delivered to West Indian Aerial Express in the Dominican Republic. The return flight from Havana to Key West, in a Pan Am Fokker F.VII, took place October 29, being delayed from October 28 by rain.

Later, Trippe bought the China National Aviation Corporation (CNAC) to provide domestic air service in the Republic of China, and became a partner in Panagra. In the 1930s. Pan Am became the first airline to cross the Pacific Ocean with the famous China Clipper.

Trippe served as the chairman of the board of directors of the airline for all but about two years between the founding of the company and World War II. “Sonny” Whitney, a stockholder, managed to seize this position. He later regretted his action and allowed Trippe to retake it. For a long time Trippe refused to pardon Whitney. At one point, he even agreed to meet Whitney for lunch for a reconciliation, but changed his mind and turned around shortly after departing from his office in the Chrysler Building.

Pan Am continued to expand worldwide throughout World War II. Trippe is responsible for several innovations in the airline world. A firm believer in the idea of air travel for all, Trippe is credited as the father of the tourist class in the airline industry, and was the driving force behind Pan Am’s formation of the InterContinental hotel group.

Trippe quickly recognized the opportunities presented by jet aircraft and ordered several Boeing 707 and Douglas DC-8 airplanes. Pan Am’s first scheduled jet flight was operated on October 26, 1958 by 707 Clipper America from Idlewild International Airport (now JFK) to Le Bourget Airport, Paris. The new jets allowed Pan Am to cut the flight time nearly in half, introduce lower fares, and fly more passengers in total.

In 1965, Trippe asked his friend Bill Allen at Boeing to produce an airplane much larger than the 707. The result was the Boeing 747, and Pan Am was the first customer. Originally, Trippe believed the 747 would ultimately be destined to haul cargo only and would be replaced by faster, supersonic aircraft which were then being developed. The supersonic airliners failed to materialize, with the exception of the Concorde and Tupolev Tu-144, and the 747 became the iconic image of international travel. In 1965, Trippe received the Tony Jannus Award for his distinguished contributions to commercial aviation.

Trippe gave up the presidency of the airline in 1968. He continued to attend meetings of the board of directors and maintained an office in the company’s Park Avenue office tower.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – Section 7: Memorials & Related Material

SECTION 7

The Official Story

THE HINDENBURG DISASTER
(
May 6, 1937 — Lakehurst Naval Air Station)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Source: Wikipedia

Hindenburg Disaster – British Pathé Newsreel Footage (1937)

ARTICLE INDEX

THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 7.1 – Lakehurst Memorial

THE HINDENBURG DISASTER


Lakehurst Memorial

The Official Story

LAKEHURST MAXFIELD FIELD
(Manchester Township, New Jersey)


 

Lakehurst Maxfield Field, formerly known as Naval Air Engineering Station Lakehurst (NAES Lakehurst), is the naval component of Joint Base McGuire–Dix–Lakehurst (JB MDL), a United States Air Force-managed joint base headquartered approximately 25 miles (40 km) east-southeast of Trenton in Manchester Township and Jackson Township in Ocean County, New Jersey, United States. It is primarily the home to Naval Air Warfare Center Aircraft Division Lakehurst, although the airfield supports several other flying and non-flying units as well. Its name is an amalgamation of its location and the last name of Commander Louis H. Maxfield, who lost his life when the R-38/USN ZR-2 airship crashed during flight on 24 August 1921 near Hull, England.

When it was consolidated with McGuire Air Force Base and Fort Dix in October 2009, it became the naval component of JB MDL – a United States Air Force–controlled installation – and was placed under the 87th Air Base Wing. However, as with all joint bases, the installation receives support services from the previous installation authorities. Thus, Lakehurst Field is also provided certain services from Naval Support Activity Lakehurst (NSA Lakehurst), whose commander also serves as one of two Base Deputy Commanders.

The field was the site of the 1937 Hindenburg disaster.

Overview (History)

Lakehurst Maxfield Field’s history began as a test range for ammunition being manufactured for the Imperial Russian Army in 1916. It was then acquired by the United States Army as Camp Kendrick during World War I. The United States Navy purchased the property in 1921 for use as an airship station and renamed it Naval Air Station Lakehurst (NAS Lakehurst).

The United States Navy’s lighter-than-air program was conducted at Lakehurst from its inception through the 1930s. NAS Lakehurst was the center of airship development in the United States and housed three of the U.S. Navy’s four rigid airships, (ZR-1) Shenandoah, (ZR-3) Los Angeles, and (ZRS-4) Akron. A number of the airship hangars built to berth these ships still survive. Hangar One, in which the Shenandoah was built, held the record for the largest “single room” in the world. According to an article in the January, 1925 issue of National Geographic, the airship hangar “could house three Woolworth Buildings lying side by side.” The base also housed many Navy non-rigid airships, otherwise knowns as “blimps,” in several squadrons before, during, and after World War II. This included the U.S. Navy’s ZPG-3W (EZ-1C), which was deactivated in September 1962. In 2006, after a 44-year hiatus, the U.S. Navy resumed airship operations at Lakehurst with the MZ-3.

The installation was the site of the LZ 129 Hindenburg disaster on 6 May 1937. Despite the notoriety and well-documented nature of this incident, today there is a simple memorial that denotes the location of the crash at then–NAS Lakehurst in the field behind the large airship hangars on base. A ground marker, painted black, and rimmed by a bright yellow painted chain, marks the spot where the gondola of the German zeppelin Hindenburg hit the ground.

Hindenburg Memorial

The actual site of the Hindenburg crash is at Naval Air Station Lakehurst, renamed by the Naval Air Systems Command (NAVAIR) as Naval Air Engineering Station (NAES) Lakehurst (or “Navy Lakehurst” for short). It is marked with a chain-outlined pad and bronze plaque where the airship’s gondola landed. It was dedicated on May 6, 1987, the 50th anniversary of the disaster. Hangar No. 1, which still stands, is where the airship was to be housed after landing. It was designated a Registered National Historic Landmark in 1968. Pre-registered tours are held through the Navy Lakehurst Historical Society.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 7.2 – Burnt Mail from Last Flight

THE HINDENBURG DISASTER


Burnt Mail
from Last Flight

The Official Story

THE HINDENBURG DISASTER
(May 6, 1937)


 

The Hindenburg disaster occurred on May 6, 1937, in Manchester Township, New Jersey, United States. The German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at Naval Air Station Lakehurst. There were 35 fatalities (13 passengers and 22 crewmen) from the 97 people on board (36 passengers and 61 crewmen), and an additional fatality on the ground.

The disaster was the subject of newsreel coverage, photographs, and Herbert Morrison’s recorded radio eyewitness reports from the landing field, which were broadcast the next day. A variety of hypotheses have been put forward for both the cause of ignition and the initial fuel for the ensuing fire. The event shattered public confidence in the giant, passenger-carrying rigid airship and marked the abrupt end of the airship era.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 7.3 – Piece of Fabric (from the Hindenburg)

THE HINDENBURG DISASTER


Piece of Fabric

The Official Story

THE HINDENBURG DISASTER
(Rate of Flame Propagation)


 

Regardless of the source of ignition or the initial fuel for the fire, there remains the question of what caused the rapid spread of flames along the length of the airship, with debate again centered on the fabric covering of the airship and the hydrogen used for buoyancy.

Proponents of both the incendiary paint hypothesis and the hydrogen hypothesis agree that the fabric coatings were probably responsible for the rapid spread of the fire. The combustion of hydrogen is not usually visible to the human eye in daylight, because most of its radiation is not in the visible portion of the spectrum but rather ultraviolet. Thus what can be seen burning in the photographs cannot be hydrogen. However, black-and-white photographic film of the era had a different light sensitivity spectrum than the human eye, and was sensitive farther out into the infrared and ultraviolet regions than the human eye. While hydrogen tends to burn invisibly, the materials around it, if combustible, would change the color of the fire.

The motion picture films show the fire spreading downward along the skin of the airship. While fires generally tend to burn upward, especially including hydrogen fires, the enormous radiant heat from the blaze would have quickly spread fire over the entire surface of the airship, thus apparently explaining the downward propagation of the flames. Falling, burning debris would also appear as downward streaks of fire.

Those skeptical of the incendiary paint hypothesis cite recent technical papers which claim that even if the airship had been coated with actual rocket fuel, it would have taken many hours to burn – not the 32 to 37 seconds that it actually took.

Modern experiments that recreated the fabric and coating materials of the Hindenburg seem to discredit the incendiary fabric hypothesis. They conclude that it would have taken about 40 hours for the Hindenburg to burn if the fire had been driven by combustible fabric. Two additional scientific papers also strongly reject the fabric hypothesis. However, the MythBusters Hindenburg special seemed to indicate that while the hydrogen was the dominant driving force the burning fabric doping was significant with differences in how each burned visible in the original footage.

The most conclusive proof against the fabric hypothesis is in the photographs of the actual accident as well as the many airships which were not doped with aluminum powder and still exploded violently. When a single gas cell explodes, it creates a shock wave and heat. The shock wave tends to rip nearby bags which then explode themselves. In the case of the Ahlhorn disaster on January 5, 1918, explosions of airships in one hangar caused the explosions of others in three adjoining hangars, wiping out all five Zeppelins at the base.

The photos of the Hindenburg disaster clearly show that after the cells in the aft section of the airship exploded and the combustion products were vented out the top of the airship, the fabric on the rear section was still largely intact, and air pressure from the outside was acting upon it, caving the sides of the airship inward due to the reduction of pressure caused by the venting of combustion gases out the top.

The loss of lift at the rear caused the airship to nose up suddenly and the back to break in half (the airship was still in one piece), at that time the primary mode for the fire to spread was along the axial gangway which acted as a chimney, conducting fire which burst out the nose as the airship’s tail touched the ground, and as seen in one of the most famous pictures of the disaster.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Hindenburg Disaster – 7.4 – Burnt Duralumin Cross Brace

THE HINDENBURG DISASTER


Burnt Duralumin
Cross Brace

The Official Story

THE HINDENBURG DISASTER
(Duralumin)


 

Duralumin (also called duraluminum, duraluminium, duralum, dural(l)ium, or dural) is a trade name for one of the earliest types of age-hardenable aluminium alloys. The term is a combination of Dürener and aluminium.

Its use as a trade name is obsolete.

Today the term mainly refers to aluminium–copper alloys, designated as the 2000 series by the International Alloy Designation System (IADS), as with 2014 and 2024 alloys used in airframe fabrication.

Aviation

German scientific literature openly published information about duralumin, its composition and heat treatment, before the outbreak of World War I in 1914. Despite this, use of the alloy outside Germany did not occur until after fighting ended in 1918. Reports of German use during World War I, even in technical journals such as Flight, could still mis-identify its key alloying component as magnesium rather than copper. Engineers in the UK showed little interest in duralumin until after the war.

The earliest known attempt to use duralumin for a heavier-than-air aircraft structure occurred in 1916, when Hugo Junkers first introduced its use in the airframe of the Junkers J 3, a single-engined monoplane “technology demonstrator” that marked the first use of the Junkers trademark duralumin corrugated skinning. The Junkers company completed only the covered wings and tubular fuselage framework of the J 3 before abandoning its development. The slightly later, solely IdFlieg-designated Junkers J.I armoured sesquiplane of 1917, known to the factory as the Junkers J 4, had its all-metal wings and horizontal stabilizer made in the same manner as the J 3’s wings had been, like the experimental and airworthy all-duralumin Junkers J 7 single-seat fighter design, which led to the Junkers D.I low-wing monoplane fighter, introducing all-duralumin aircraft structural technology to German military aviation in 1918.

Its first use in aerostatic airframes came in rigid airship frames, eventually including all those of the “Great Airship” era of the 1920s and 1930s: the British-built R-100, the German passenger Zeppelins LZ 127 Graf Zeppelin, LZ 129 Hindenburg, LZ 130 Graf Zeppelin II, and the U.S. Navy airships USS Los Angeles (ZR-3, ex-LZ 126), USS Akron (ZRS-4) and USS Macon (ZRS-5).

Source: Wikipedia

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