The scrap metal was trucked to Perth Amboy, NJ; it is said that a lot of it was repurchased by the Germans; some of it ended up in scrap yards as far away as Cincinatti, Ohio and ended up being sold as souvenir material.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Sue Verzella
Greetings. I am a graduate student at Rutgers, with an assignment to research a local military history site. Could you recommend any books for research, or people I could talk to about Lakehurst? Ideally, I would like to visit, but I understand tours are suspended at present. Any help? Thanks.

For further reading, we recommend: NAVAL AIR STATION, LAKEHURST by Kevin Pace, Ronald Montgomery, Rick Zitarosa ('Arcadia, 2003)

UP SHIP! by Douglas Robinson and Charles Keller (U.S. Naval Institute Press, 1982)

GRAF ZEPPELIN and HINDENBURG: GOLDEN AGE OF THE PASSENGER AIRSHIPS by Harold Dick and Douglas Robinson (Smithsonian, 1987)

SKY SHIPS by William Althoff (U.S. Naval Institute Press, 1989)

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Julius Waters
Hello My name is Jul Waters and I am the trouble shooter for the Air Victory Museum in Medford N.J. We have just acquired a 13 ft. long model of the air ship USS Macon ZRS-5 .. We are thinking of hanging it from the ceiling of the museum. I was wondering if you had any specs on the Macon and also height of the mooring mast as I would like to build one to display it with the Mason hooked to the mast. Any help would be great

The single most valuable reference source on the AKRON/MACON era is the book THE AIRSHIPS AKRON AND MACON; FLYING AIRCRAFT CARRIERS OF THE U.S. NAVY by Richard K. Smith (U.S. Naval Institute Press, 1965.)

Also of great help would be the book UP SHIP! by Douglas Robinson and Charles Keller (U.S, Naval Institute Press, 1982)

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Paul Stolar of Texas
Mailman just came and the book looks super. The guys did an excellent job on it (even if my picture isn't in it! LOL). I notice that most literature refers to the hangars as just that: Hanger 1, Hangers 5 &6, etc. yet when I was there in 1960-61, we always referred to them as Dock 1, Docks 5&6, etc. Was this just an enlisted men's cliche or did we really call them "Docks"? At my age, I need reassurance that I'm not having a senior moment with my memory.

You are correct. General reference among the operating personnel was "Dock." Glad you enjoyed the book.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM:
Recently I was at the Ocean Life Center in Gardner's Basin Atlantic City, NJ. As part of an historical display they had pictures of an airship which they labelled the USS Akron. The caption was ambiguous, and they mentioned the Hindenburg, but they seemed to say that The USS Akron burned within sight of onlookers on the boardwalk at Atlantic City. The pictures seemed to be of a different, much earlier airship, and the accounts I have read of the loss of the USS Akron don't mention fire, but is it possible that they got one fact straight? Was the Akron within view of Atlantic City when she went down?

There were TWO airships named AKRON and the one you're speaking of is not the Navy's USS AKRON of 1931-1933 but rather an airship built by Melvin Vaniman in a hangar near Brigantine Inlet in 1911. Vaniman had been Chief Engineer of journalist Walter Wellman's 1910 transatlantic airship attempt in a similar ship named AMERICA (which also set out from Atlantic City but was rescued at sea after flying...mostly drifting...about 800 miles. ) Having previously tried in 1907 to fly from Spitzbergen to the North Pole with the ship and having a myriad of technical difficulties, Wellman threw in the towel.

Vaniman, with some financial and engineering help from the fledgling aeronautical department at the Goodyear Tire and Rubber Co., was convinced that he could build a successful airship and fly the Atlantic with it.

An abortive test flight in 1911 revealed that the new AKRON was dangerously leaky; corrective action and mofifications were carried over the winter, but the next test flight, July 2, 1912, saw the airship's hydrogen burst into flame and she exploded offshore before tens of thousands of horrified onlookers, killing Vaniman and all his crew of five.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Steve
What ever happened to the Black Dog memorial stone? If it is still around will it become an addition to the Heritage Center?

It is rumored to have ended up in Texas, along with a very handsome portrait of this disginguished animal.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Carole Giangrande of Toronto Canada
I am trying to find out how an individual researcher would contact someone at the Lakehurst Naval Station for permission to visit the historic airstrip. I know that the base is closed to public tours at the moment, but I'm wondering if they might accomodate my interest this summer in viewing Hangar 1 and its airship mooring track. I am researching and writing a book to be published in 2004. The book is a novel, and while it does not pertain to the Hindenburg tragedy, airships are part of the historical background of the story and an accurate sense of place is important for the writing. As much as I've read on the subject of airships, I don't think there's any match for seeing the place that housed them. I'm an American and the author of four previous books. Thank you for any assistance that you can provide.

It is quite possible that tours may resume as early as this fall. Keep an eye on our website for upcoming info.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Ingrid Briles
I am writing a family history, and have just learned that my great grandfathers brother, my great uncle, was at the Hindenburg Disaster. My only living uncle is near 80, and can't remember all the details. He just remembers that Uncle Harry (Harry Phy) was recognized as a true hero, and appointed to the position of Chief Custom Inspector for the U.S. Custom Service in Philadelphia as a result of his actions. My uncle said there was a huge news story about Uncle Harry at the time. Do you know anything about this?

Unfortunately, a check of our files reveals nothing regarding Harry, but I would suggest you try the archives of the U.S. Customs service.

Rick Zitarosa, Navy Lakehurst Historical Society

FROM: Thomas Eckerle
I am doing a report on George W. Steele, a native of my town, and his role in the investigation of the Shenandoah crash. I was wondering if you may be able to give me any details you may have concerning the resulting inquiry, or inform me on how I may acquire such information

Steele was Commanding Officer of both the Lakehurst base and the rigid airship LOS ANGELES at the time of the SHENANDOAH disaster. Outside of appearing once at the SHENANDOAH court of inquiry, his participation was rather muted and he did in fact leave the lighter-than-air program 8 months later desiring no further duty in airships.

For information on the SHENANDOAH and the Court of Inquiry, we recommend the book " UP SHIP; U.S. NAVY RIGID AIRSHIPS 1919-1935" by Douglas Robinson and Charles Keller (U.S. Naval Institute Press, 1982.)

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Jonathan
I have a landing crew pin. I was wandering if you could help. It is 1 3/4" in diameter and made of brass. It has the Hindenburg, the air ship, a iron cross and Landing Crew, Lakehurst, stamped in the brass with a german style pin on back. Big question is: Can you send me a roaster of the navy ground crew on that terrible day.

Your brass landing crew pin is a NEARLY WORTHLESS REPRODUCTION that has been turned out in the thousands over the last fifteen years.

The real landing crew buttons were numbered, celluloid-faced and bore the signature of "C.E. Rosendahl" the air station Commanding Officer.

A "roaster" (perhaps you mean "roster") of the ground crew is available today by contacting the National Archives in Washington, D.C. and referring to Air Station log for May 6, 1937.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Dave Lehive
Have a question are there any survivors to the hindenburg still alive?

I was given by my father a picture of the Hindenburg with a signature of Wilhelm Balla who was a steward on the Air ship.

I know its a long shot but I would like to have some authenticity for this signature.

Balla would be an authentic member of the crew, but he has been dead for some years. It most probably is authentic and is certainly a nice keepsake to be passed through family generations.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM:

I have a small sample of material with "Souvenir from the United States Naval Air Station Lakehurst New Jersey. Any idea of it's source?

Sometimes small pieces of discarded airship or balloon fabric were given out to visitors at various "Open House" events. Depending what it looks like (color, material texture, etc) it could be anything from a piece of the outer skin of the LOS ANGELES(usually silver) to a hunk of discarded gas cell fabric (usually beige or yellow) or a piece of a balloon or a blimp (silver on one side, black on the other.)

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Barb
and
FROM: Jamie
What was the manufacturer's designation number (hull number) of the USS Los Angeles?

LOS ANGELES was built by the Luftschiffbau Zeppelin, G.M.b.H, Friedrichshafen, Germany. Her construction hull # was LZ-126 (though she was actually the 116th Zeppelin airship to be built.)

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: John Munger
Would some of the covering material be worth anything, it came off of the hindenburg right after it went down?

Authentic HINDENBURG covering is a valuable historical artifact. Navy Lakehurst Historical Society does not get involved in appraisals, however, and refers all such inquiries to suitable venues such as e-bay.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Ford U Ross
Were the girders in the Los Angeles box shaped or triangular? Someone is trying to sell me a piece of L..A. girder and says it is box shaped. I thought, because the L.A. was built by the Germans, that it used all triangular shaped girders. zccaams

Box Girders were used in Zeppelin airships in certain parts of the structure as early as 1915. On the LZ126/ZR3, most of them were used in the control car area and were rectangular in cross section with lightening holes (similar to the ones seen on the AKRON/MACON.)

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Mark Fresa
Is this {Hindenburg} piano on display anywhere? Please let me know if I may come see it.

The piano was not aboard the HINDENBURG at the time of its last flight. It was stored in Germany at the time of the outbreak of the Second World War and was presumably lost during the heavy bombings.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Steve Van Vliet
I was recently going through old papers and photos that belonged to my mother. Among the things I found were ten photos that appear to be a the crash of the Shenandoah. I know nothing about the airship and only found your address by browsing the web. I have atached one of the pictures and am interested if you have any interest in the rest. I would gladly donate them to your organization if they would be of use.

We always welcome donations of historical material. They continue to form a very important amount of the background material for our new HERITAGE CENTER being developed in Hangar #1.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

From: George
Other than the film of the explosion, are there other films of the Hindenburg flying over the US in 1936-37 that you know of?

There are many hours of film shot of the HINDENBURG on her 1936 flights. Fox-Movietone newsreel archives are among the places to look.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Rich Andersch
My father worked for The American Smelting and Refining Co. out of Perth Amboy, NJ. He had always told me he was on the salvage crew that picked and cleaned up the wreckage of the airship at Lakehurst after the disaster of May 6,1937. He said all of the wreckage was trucked to Perth Amboy and melted down into scrap at the AFAR plant there. Now I'm seen articles showing and claiming the airship was melted down in Ohio. I of course believe my father regarding who and where the airship was salvaged. Is it possible parts were trucked as far away as Ohio for salvage also? Can you provide me any information on the history of where the airship remains went after the disaster? My father passed away in 1991 at the age of 80.

All the scrap was sent to Perth Amboy; we have heard stories that some of it was loaded on Lehigh Valley RR freights and sent west.

Here it gets interesting, because apparently a Schmeling Bros. Foundry around Cincinnatti got hold of the stuff and instead of scrapping it they apparently sold some of it for souvenirs.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM:
In some of the information on your website, I noticed that there seems to be two surviving members of the crew - Eugen Bentle and Werner Franz. Do you know if they are still "with us" and do you know if they are open to communication? If so, how would I reach them.

You can try reaching them through the Zeppelin Museum, Friedrichshafen. Be warned, these people have been hounded in recent years by many quacks and disaster fanatics and they tend to guard their privacy.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Howard Minor
Do you know anything about the Quillayute Naval Air base in Washington Northwest of Bremerton where blimps were sent up to look for Japanese submarines in the Pacific coastal areas during 1944?

Blimp operations around the Bremerton/Shelton area consisted of small detachments sent up from the big base at Tillamook, Oregon. Navy Lighter-than-Air operations in this geographical area ceased almost immediately with the V-J day.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM:
Hi, Would like to know who,and when someone flew a airplane thru Hangar #1 at a airshow? What was FltAirWing 30? What was staff-ComFleet Airships-Lant.?

Lt. Alford J. Williams flew a Vought VE-7 through Hangar One as a popular (though unauthorized) stunt during the first Lakehurst Air Show, May 31, 1924. Fleet Air Wing 30 was a large entity involving airplanes as well as airships. Comander, Fleet Airships Atlantic was a high-visibility command involving jurisdiction of all Navy Lighter than Air Operations between Newfoundland and the Florida Keys.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Jacob Krygoski
I recently acquired a button made of brass measuring approx 1.75" dia inscribed with "Hindenburg Landing Crew Lakehurst" and a silhouette of the airship centered. Can you provide me with any background information on this item?

Jacob , the badge you have looks great ! but it is one of the many iteams that are made up . they were made in thE 70s and sold as real items . sorry .

Ron Montgomery, NLHS

FROM:
Can a blimp be considered a dirrigable?

"Dirigible" is a French word, meaning "steerable balloon" and it was a very popular term applied to ALL powered lighter-than-air craft (rigid, semi-rigid, non-rigid) through the 1930's.

So yes, a blimp can be considered a "dirigible" and the word is interchangable with the more oft used today "airship."

"Zeppelin" is a trade name for airships built by the Zeppelin Co, in Germany. From 1900 thru 1940, these were the giant metal-framed rigid airships. In the late 1990's, a subsidiary firm went back into the airship business building and flying medium-sized non-rigid airships for tourism/advertising flights. So today, you can in all honesty say that you flew in the new Zeppelin and that it was a "non-rigid" airship.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Wayne Mutza
I am researching the Hughes OH-6 helicopter in preparation for an in-depth book devoted to its history. I have two photos presumably taken during the 1980s that show OH-6s outside a large hangar at Lakehurst. Can you tell me why they may have been there, and if these large hangars are still in use?

The photos`s you have were were most likely taken in front of Hanger 5, one of two twin WW II wooden hangers built for the Navy`s Airship program. Sometime in the early 60`s the U.S. Army`s flight activities from Fort Monmonth N.J. moved to the base . The unit has had every type of aircraft in the Army inventory assigned to it . The mission of the unit is to install and flight test new electronic iteams . The unit is still on board providing most of the flight activties on the base.

Ron Montgomery, NLHS

FROM: Louise
Going through my fathers papers I found a letter from Clara Adams to my father while she was on the first flight of the Hindenburg. It has the original envelope, stamps and cancelation stamp. If you know where I might get this letter appraised I would appreciate the information

Clara Adams was a dedicated Zeppelin traveller in the 1930's (I think today she would be called a "Zeppelin Junkie") and she sent and carried hundreds of cards and artifacts from her Zeppelin experiences (many of which she later sold.) It is significant that she sent a check for $100 to the Deutsche Zeppelin Reederei (German Zeppelin Transport Co.) dated May 7, 1937 (the day after the HINDENBURG disaster) for the purpose of booking passage on HINDENBURG's sister-ship LZ-130(launched in 1938 as the GRAF ZEPPELIN II, which was also inflated with hydrogen and thus never carried paying passengers.)

Would suggest that you keep this wondeful momento for yourself, to be passed down through future generations, or donate it to a repository/museum in your father's memory. The Navy Lakehurst Historical Society does not get involved with appraisals or pricing.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Jim White
You probably get this a lot, but I felt compelled to write you that the Hindenburg tragedy was due to the flammable covering of the dirigible, coupled with burning diesel fuel and wooden interiors. Hydrogen, because it is so much lighter than air, immediately disperses to high altitudes.

Thanks for the input. We have heard much of this over the years. As for myself, I tend to believe the the builders and operators of the ship at the time who leaned towards a gas cell leak or buildup of hydrogen due to poor ventilation as result of the remote location of the gas valves and inadequate forward motion of the ship to ventilate. The atmosphere was highly charged due to thunderstorm activity; a few eyewitnesses clearly described "St.Elmo's Fire" along the top aft portion of the ship. The German operators knew a hydrogen fire when they saw one; they had lost their share of ships to hydrogen fires.

There are theories that the metal structure was corroded, that a "failure" occurred in the fuel system, etc, but eyewitnesses inside the ship saw the fire definitely comiing from the center of the face of gas cell #4. To me, this is most compelling.

All theories are valuable, of course, and it is enjoyable to openly debate them (unfortunately, there are individuals who get rather hot-headed over the issue.)

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Vince Brannigan of MD
My name is Vincent Brannigan. I am the law professor in the Department of Fire Protection Engineering at the University of Maryland. I worked with Gordon Prange on the history of naval technology as an undergraduate and currently teach a course in Fire and Western Culture at the U of Md. Naturally the HINDENBURG is an excellent example. I am looking for any documents concurring approval of the landing of the HINDENBURG at NAS Lakehurst after the switch to hydrogen. Did anyone do a a fire safety analysis? My father, LCDR Francis L. Brannigan USNR(ret) was head of the navy fire schools in Panama and Norfolk during and after the war and has described a variety of "scuttlebutt" relating to this approval. Do you have any documents or references there?

There was no "switch to hydrogen" for the HINDENBURG; she had been designed to fly with helium gas, but it was not available (as per the 1927 Helium Conservation Act requiring approval by the President and various members of the cabinet to permit export of the gas.) So, HINDENBURG was inflated with hydrogen gas, as were all previous Zeppelin-built airships. (Note: some of the features of her helium-configuration were retained, including the fact that manually-operated gas discharge valves remained located down in the middle of the gas exhaust trunks, exhausting as much as 70 feet to the ventilation hoods in the top of the airship.)

The older GRAF ZEPPELIN had been landed and hangared at Lakehurst on four occasions; since 1928, she had established an enviable service record, despite the use inflammable hydrogen gas. U.S. Navy personnel had made many flights aboard the GRAF ZEPPELIN as observers over the years; while they naturally preferred the non-flammable helium used by American airships (and the U.S. Navy's "Rigid Airship Manual" goes into some detail about the precautions necessary for flying with hydrogen) there was the ironic realization that the Germans seemed to be able to fly safely with hydrogen while we had managed to lose the SHENANDOAH, AKRON and MACON despite having "safe" helium!

And with the MACON gone in 1935 and strong desire to at least have something moving to keep the "state-of-the-art" alive at the increasingly-quiet Lakehurst facility, U.S. Navy rigid airship personnel were quite agreeable to host the HINDENBURG when Dr.Eckener succeeded in obtaining a revocable permit through President Roosevelt to use the base for 10 round-trip demonstration flights May thru October of 1936.

Among the highlights of the 1936 program was an increased number of American Naval observers carried on Zeppelin flights to both North and South America (the American officers taking keen observations on the way the Germans maneuvered in turbulence, thunderstorms and how they generally flew only a ship's length above the surface.) Deutsche Zeppelin-Reederei naturally had to pay fully and in every way for services provided at Lakehurst; while Commander Rosendahl was able to provide some Navy groundcrew as part of their continued "training" the balance of the landing crew increasingly consisted of men and boys hired from nearby towns at a rate of $1 per hour.

While the HINDENBURG was hangared at Lakehurst on two occasions (once to check clearances, another time to enable the entire crew to attend a dinner reception) it was generally developed that the ship would stay on the mast on the field and be fuelled, gassed and "turned" in a mininum of time. In general, the ship was expected to stay on American soil only 6-12 hours before departing again.

There was quite a bit of talk in 1936 about the establishment of a joint German-American airship line (with the Germans offering to supply their "superior designs" and operational experience in exchange for the use of non-flammable helium.) This would have been quite a venture, but it must be remembered that even if the HINDENBURG had not burned the continued operations of swastika-emblazoned German Zeppelins from an American Naval Air Station would have politically impossible by mid-late 1938.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: John Montenigro of Montclair, NJ
I'm building a model railroad, modelling central New Jersey circa 1948. One of the towns on my layout is Lakehurst. I originally chose it because it was a busy railroad hub, but as I learned more about NAS, I decided to re-create a representative portion of the NAS on my layout. Although I have lots of questions, the following are the ones that I'm most curious about right now: How was the helium was stored? Underground tanks? Above ground? How many? What sizes? Located near the hanger, or near the airfiled? Also, was Lakehurst NAS served by a railroad? If so, how can I find a plan of the tracks? What buildings did they go to?

Lakehurst is located right along the old "Southern Division" of the Central Railroad of New Jersey (the route of the "Blue Comet") and the location of the railroad was a very important factor in the place being chosen as the home of Navy Lighter than Air. Several railroad spurs ran onto the base, most materials to build the hangars and buildings on the base came in by rail. Components to erect the airship SHENANDOAH were mostly delivered by rail from the Naval Aircraft Factory in Philadelphia.

With mooring masts and taxiing cars for the big rigid airships riding on rails in and out of the hangar, the base had its own 25-ton Plymouth gas-electric locomotive and a larger Porter side-rod engine for moving the big "stern beam" used by the rigid airships. There is a small engine house behind Hangar #4 in the northeast corner of the base by the main road (this building has been earmarked for demolition recently.)

Various tracks and spurs ran between the six hangars and onto various other portions of the base; with the exception of a recently-reconstructed industrial spur a few hundred feet onto the East Field, there has been no railroad activity of any kind on the base since about 1967 and much of the rail has been removed.

Helium and fuel deliveries came by rail, the helium being shipped initially in cylinders and later in special railroad cars (these cars could each carry over 100,000 cubic feet of gas.) Helium was stored in underground high-pressure flasks across from the base helium plant on Hancock Road (the plant is still there, but all the compressors and purification machinery have been removed and it now houses base security administrative offices.) There was also a 1-million cubic foot gasometer (demolished 1967) and two smaller gasometers which disappeared in the 1940's. Underground gas lines ran from the helium plant to the hangars and to various mooring sites on the base.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Beth Smith
Where did the flight begin and where did it end? I just spoke with an author of a book that said it went down just outside of Pennsylvania. I'm originally from a small town in Ohio - Byesville, and just 15 miles south is a marker for the Shenandoah. I noticed that a commemorative ceremony is taking place in Ava, Ohio - also a town near my home town.

Assuming you mean the SHENANDOAH's LAST FLIGHT it began at the mooring mast on the West Field of Naval Air Station, Lakehurst NJ on the afternoon of September 2, 1925. The airship encountered thunderstorms and a severe squall line over Southeastern Ohio early the next morning and broke up in the turbulence, the main portions of the wreckage coming down at Ava and the bow section "free ballooning" for about an hour before coming down near the fairgrounds at Sharon, some twelve miles away. The 14 dead (all of whom died from massive injuries due to impact of falling from great height) were taken to an undertaker in Belle Valley; and, along with the 29 survivng crew members they returned to Lakehurst by rail over the next two days.

Aluminum Co. of America was contracted to remove the remains of the airship and this was done by the end of September, thought tiny bits and pieces or duralimin metal framework missed by the wreckers have been found and positively identified as recently as five years ago.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Jack Kelly
I graduated from Rigger school in Dec.1958. While in the school I made the 13,000 free fall jump at the school. Many fotos were taken for use in the base newsleter of Jan.Feb.or so 1959. Since I was sent to Gitmo soon after I left the school,I never saw the pics. Any chance you can help ?? I was a Marine PFC at that time.

We do have in our collection some pictures of the marines at the P.R. School, but for the most part we do not have dates. If you are interested, we just published a book on NAS which has photos from the 50s of the PR School. The book covers the base from 1914 thru the present with 240 photos. It is available from us or any bookstore. If you are interested let me know and I will e-mail you the info.

Ron Montgomery, NLHS

FROM: Dave Larson
Is a crew list available for the Shenandoah? I am trying to track the career of a US Navy aviator named Ralph E. Davidson or Davison. He was active around 1924.

If I'm correct, the Ralph Davidson you are inquiring about was an early Naval Aviator who was instrumental in the early days of U.S. Navy aircraft carriers, ultimately commanded a carrier himself and he later rose to the rank of Rear Admiral and commander of a Fast Carrier Task Group in the Pacific in 1944-45.

Believe any connection he had with Lighter-than-Air would have been through assignments to BuAer (Bureau of Aeronautics) in Washington.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Navy Lakehurst Historical Society
We have been receving many questions about Tours of NAES. Please read the update printed below

March 25, 2003 Tour Update

       With the military actions now going on, all military facilities of the US are closed to non-essential civilian activities. Therefore NO TOURS are being given. As soon as we learn restrictions have been lifted we will post it on the NLHS website.

FROM: George Myers of Allentown, PA
I am planning to construct the amt model company kits of the USS Akron, USS Macon and Hindenberg but would like to display them attached the mooring masts at lakehurst.

I know that there were high and low masts in service but the current photographs of them are best sketchy and not of much help in constructing a scale model of both masts.

Could you recommend any source(s) for obtaining photographs of the low and high masts used at lakehurst...if nothing is available from Lakehurst, the Goodyear-Zeppelin facility at Akron masts would do.

I have good construction dimensions and photographs of the Goodyear Akron clamshell hanger...is any drawing information concerning the lakehurst facility available or at least good photographs of the hangers...would like to keep my completed l-t-a kits in them for safe keeping during transport.

Pretty much everything you need to find is in the book AMERICAN AIRSHIP BASES AND FACILITIES by Jim Shock (Atlantis Publications, 1993.)

There were five masts used at Lakehurst for the rigid airships:

The 160-foot tower-type "high mast" (built 1922, dismantled 1934) This had a "machinery house" with fuel/water pumps at its base (since 1943 this odd-shaped house has served as "Quarters M" at the Lakehurst base.)

The 60-foot high wire-braced wooden-pole "stub mast" used by the LOS ANGELES (1927-1931.) This was an old wooden radio mast, quickly modified and adapted for airship use after the LOS ANGELES vertically on her nose at the "high mast," August 25, 1927. It was easily erected and transported and was used down in Panama when the LOS ANGELES flew there for fleet maneuvers.

The caterpillar-tread, triangular-base, tractor-drawn "crawler mast" originally built for the LOS ANGELES, used once by the GRAF ZEPPELIN and later modified for use by the HINDENBURG (she was supposed to moor to this mast when she burned May 6,1937.) This mast had a "telescopic" top portion gasoline-engined winches and fuel tanks for servicing the airship at the mooring site and was put into service in 1929; it was cut up for scrap in 1940.

With the arrival of the big AKRON, two masts were ordered from the Wellman Engineering Co. of Cleveland, OH. Both were had four sides at the base, riding on standard-gauge railroad trucks on sets of tracks that went through Hangar #1, the tracks being spaced 64.5 feet apart. The first mast was completed in 1931; while fully outfitted with pumps, winches, etc. this mast was FIXED in height at 68 feet and it was not self-propelled, a Plymouth 25-ton gas-electric locomotive being used to haul the mast (and the airship) out of the hangar. A 130-foot wide "stern beam" rolled on the same tracks, carrying the AKRON's lower fin (the beam was connected to the mooring mast by "spreader gear" so the airship did not have to haul the beam's 133-ton weight.

The second Wellman mast arrived in 1932; this one had a telescopic head, it was self-propelled (gasoline-electric drive) and fitted with heavier winches, more fuel capacity, etc. The AKRON moored to this mast a few times, but it was mostly used by the MACON while she was based at Lakehurst (she also used an almost-identical mast at her operating base in Sunnyvale, California.) The HINDENBURG also used this mast on all of her 1936 arrivals/departures, though the Germans were uphappy about the limited clearance of the ship's nose relative to the mast structure and this is one reason why the old "crawler mast" was to be used for the '37 season.

Both Wellman railroad masts and the "stern beam" were routed onto temporary tracks and stored near the fence-line of the northeast boundary of the base during World War II. The equipment was kept painted and lubricated with the anticipation that rigid airships would again be used by the U.S. Navy, but this was not to be the case and this remaining equipment was scrapped in 1946-47.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Bob Buker of Catonsville, MD
I'm not looking for a value of this item. I'm just curious to know if it may be real, in other words, could it be a "commemoration" item for the tourists afterwards or could it have been for sale before the disaster? I recently came across a wool pennant, about 2' long x 8" wide tapering to a point, with a picture of the Hindenburg on it(w/Olympic rings and swastikas), dated "1937" as well as the words "Lakehurst, NJ" and "Hindenburg". The actual color of the pennant is faded but appears to have been a dark blue or a dark color at one time, it's purple now. The lettering and images are still crisp yet a faded white. There is a small moth nip on the back.

The Navy Lakehurst Historical Society does not get involved with appraisals.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Rodney Martin
What became of Capt. Pruss after the Hindenburg disaster? Also I understand that there was another Airship that had been built shortly before the Hindenburg blew up that was actually larger. What became of this airship, were there any more airship flights after the Hindenburg and what became of the Graff Zeppelin?

Captain Max Pruss underwent six months of skin-grafts and plastic surgery at Columbia Presbyterian Hospital in New York and spent several more months recuperating on return to Germany. He later served as a ground-based administration officer in the Luftwaffe during World War II and actively spearheaded attempts to rebuild the German commercial Zeppelin industry through the 1950's, but getting the necessary funding proved elusive. Pruss died of pneumonia in Neu Isenberg in 1960, age 70, believing firmly to the end that his ship had been sabotaged by one of the passengers aboard.

For the history of the LZ127 GRAF ZEPPELIN and the later LZ130 GRAF ZEPPELIN (II) see the "Mailbag" Question/Answer section of the Navy Lakehurst Historical Society website.

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Jasper Bridges
I completed the Aerography Class A school in 1973. Is it possible to get my transcripts after all these years? If so, where in the heck are they? Where did the school move to? What Navy department handles transcripts from schools attended. I'm at my wits end!

I'm sorry we do not have those records. The AG School moved not to long after you completed your schooling. I believe they are now based at NAS Pensecola, FL. I hope this helps you.

Ron Montgomery, NLHS

FROM: Richard H. Vordem-Thoren
I was stationed in NAS Lakehurst 1970-1971. My squadron was HC-4 and I believe we were in hanger 3 along with our sister squadron HC-2. Does the NLHS have any information on HC-4 or any memorabilia (patches etc.)? The squadron now resides in Italy. They are called the Black Stallions. Was this the same name used in 1970?

You were stationed there the same time I was there. I was in VS-73/71. You are correct, HC-2/HC-4 were in hanger 3 until all the units were moved to Mayport FL. We have photos and the squadron history . We have for sale the NAS patch and a base t-shirt. When the squadron moved and lost the Seasprites and got HH-46 and CH-53s they assumed the name Sea Stallions. If you have any information or photos you would like to share with us, please let us know.

Ron Montgomery, NLHS

FROM: Linda
We just found out a relative was on the hindenberg when it went down, is there a passenger list of that fatal crash

FROM: Marvin Breslau of Garfield, AR
My son caught the last part of a special on TV which showed the Hindenburg disaster and mentioned some of the passengers. He thought he heard the name Breslau mentioned.

Our family name is Breslau and a list of the passengers would help to fill blanks in compilation of our genealogy charts. If you can not furnish the passenger list, can you verify or not if any Breslau's were on board or similar spelling of the Breslau name.

Due to the interest expressed by many visitors to the NLHS website, we have now published the list of crew aboard the HINDENBURG on May 6, 1937.

You may view this list at: Hindenburg Passenger List

Rick Zitarosa, Historian Navy Lakehurst Historical Society

FROM: Ted Laitala of Brunswick, ME
Hello, Could you provide me information on one of the lighter than air craft the J-4.

J4 was a well-known and well-liked airship and along with her near-sister, the J3, was the backbone of the Navy's non-rigid (or "blimp") operations in the late 1920's through the mid-30's.

Specs were: Length: 196 feet Diameter: 44.5 ft. Height: 58ft. Volume: 210,600 cf. Ballonetts: (2) 56,000cf. each Useful lift: 4600lbs. Crew: 5-6 Max. speed: 60mph. Cruising speed: 40mph. Engines: 2(150hp.) Wright Whirlwind and various other motors fitted at different times. (See "US NAVY AIRSHIPS" by James R. Shock, Atlantis Publications, revised 2001)

The big rigid airships got most of the attention.The small non-rigids nevertheless proved invaluable for training and experimental work....with the Army responsible for most non-rigid airship development at the time and with helium being very expensive and the rigid airships having priority use of it, the Navy's blimp operations were rather limited at the time (the Army would continue to develop non-rigid airships until its program shut down in 1937.) With the exception of the experimental "Metalclad"-hulled ZMC-2 of 1929 and the big experimental patrol ship K-1( a ship which experimented in the use of gaseous, weightless fuel similar to that used with the German GRAF ZEPPELIN) and a few hydrogen-inflated "kite balloons" and free balloons, the J-3 and J-4 were IT.

J-4 was based on an army "TC"type airship design (two air ballonetts.) The J1 had come with only a SINGLE air ballonet and this was considered a disadvantage because of the inability to "pump air" either forward or aft to help maintain trim and stability; J-1 had been deflated in August, 1924 and planned sister J-2 was never built; however, a control car for J-2 was already completed (Navy serial # A-6112, Goodyear Car # C-18) and sat in storage at the Naval Aircraft Factory(NAF.) J-3 used an Army "TC-type" open car, but J-4 was created by mating the J-2 (enclosed, capable of water land ings )car to a spare TC-type envelope ( Goodyear envelope D-197.) Erection and inflation took place in Lakehurst's Hangar #1 in the fall of 1927 and the first test flights were made in November.

Among the hundreds of flights J-4 made, she overflew (wth J-3 and the LOS ANGELES) the Herbert Hoover Presidential Inauguration on March 4, 1929 ( while the LOS ANGELES made it back to Lakehurst OK, both J-ships were grounded by high-winds at NAS Anacostia and had to be deflated, packed up and shipped back to Lakehurst by rail.) J-4 was a familiar sight over the beaches, bays, cities and towns of the New Jersey/New York/Pennsylvania area (once, in 1931, she caused an absolute FRENZY when she flew up to New York City on a routine training flight and erroneous rumor spread that they were going to moor her to the Empire State Building!...of course, J-4 was not outfitted for any such mooring.)

J-3 was lost on April 4, 1933 (two killed) in high winds off Beach Haven while out trying to locate survivors of the AKRON disaster (73 out of 76 aboard killed). The AKRON's sister ship, MACON, soon arrived at Lakehurst for her trials, but that October MACON departed Lakehurst for her new base at Sunnyvale, California (later NAS Moffett Field) and it was felt necessary to send a training blimp out there with her. While MACON flew cross-country via the Gulf States, Texas and Arizona, the J-4 was deflated, packed up and went to California by rail. She was a familiar sight in the San Francisco Bay and coastal area for the next year and a half as the Navy's emphasis in Lighter-than-Air centered around Sunnyvale, MACON and operations with the fleet.

On February 12, 1935, MACON was lost due to structural failure in high winds while returning from fleet maneuvers. Damaged girders in the tail section caused MACON to lose control and then lose buoyancy as the broken girders punctured three of her 12 gas cells. MACON made a forced landing in the Pacific off Pt. Sur, California; fortunately, out of 83 aboard, only 2 were lost.

With the Navy very tentative about any further plans for rigid airships (they never did build another one) and the idea to turn Sunnyvale over to the Army Air Corps, J-4 was deflated and shipped back to Lakehurst in the fall of 1935.

As Lakehurst's fortunes rose and fell with the miserable economic situation, the rumors and counter-rumors about continuing the Navy rigid airship program and the comings, goings and finally the disastrous fire of the HINDENBURG in 1936-37, J-4 was in service most of the time, a general favorite among the pilots at Lakehurst due to her stability and ease of handling.

Among other things, in addition to training and experimental flights, many times the non-rigids went aloft to insure that those aboard were getting their required 4 flying hours per month in order to qualify for their additional 50% flight pay! G-1 (former Goodyear advertising blimp DEFENDER) arrived at Lakehurst in 1935, L-1 and L-2 were ordered in 1937 and the big, fully-modern K-2 would arrive in December of '38 but through it all the J-4 was an all-around workhorse.

As the coming of war became evident, Navy Lighter-than-Air accellerated training and experimental flights by 1939-1940 in preparation for big role that blimps would play in maritime patrol and anti-submarine warfare. J-4 was used in torpedo recovery exercises, patrols, ASW drills and camouflage experiments (with her envelope painted "sky blue" for a period. She flew the early "neutrality patrols" in the vicinity of New York harbor but was grounded in early 1940, used for mooring experiments and finally stricken and cut apart on March 30 of that year.

Rick Zitarosa, Historian Navy Lakehurst Historical Society