I see a lot of "because it was captured on film" for answers, and while that was surely a part of it, it was only a minor reason why the Hindenburg became the most famous of all airship disasters. The synch between film and the "oh, the humanity" audio wasn't done until decades later; if you saw the film at the time, it was in a theater with stern narration, like this British Pathe video.

If you heard about it on radio, you first heard about the event happening on the same day, and on the next day radio stations broadcast one of the most intense audio narratives in radio journalism history.

But first, it's important to mention that the Hindenburg was notable already. While the Hindenburg was built, the image of airships had grown stale in the United States. Its arrival -- as the largest airship in the world, providing luxury service between North America and Europe in two days -- led to a new excitement. Airship travel became the future international cruise; American Airlines set up routes so you could transfer from a plane to an airship. This British Pathe video mentions that

The designers claim she sets a new standard in comfortable air travel.

pointing out that -- novelty of novelties -- you can even smoke! ... in the luxury writing room.

The Germans of course stoked this, because the Hindenburg was also a propaganda machine. It was not originally built for that, but Luftschiffbau Zeppelin was short on funds and needed to accept 11 million marks from the Nazis, and it led to the Nazi-friendly Deutsche Zeppelin-Reederei taking over operations. During a 1936 referendum, the Hindenburg dropped propaganda leaflets across Germany; during the Olympics, it participated in the opening ceremony (as you can see at the 51 second mark in this video).

Admittedly, by 1937, the excitement was already start to fade, but a certain event restored the limelight...

The Presto Direct Disc system -- for making recordings with a compact device -- started to spread to radio stations in 1936, and by 1937, the devices were widespread enough to something of a breakthrough year for radio journalism. Rather than needing a large team to set up a (generally live) recording, reporters could use backpack devices.

On May 6, Herb Morrison and the engineer Charles Nehlsen arrived (with four Presto Green Seal lacquer discs in tow) to report on the landing of the Hindenburg in New Jersey. As I mentioned, the brief excitement for airships was starting to fade again already, so only one station (WLS in Chicago) was going to get the report, in order to mark the "first anniversary of the inauguration of trans-Atlantic air service".

Of course, things went wrong; static electricity had built up by a storm the airship had encountered on the way, and while the landing lines had touched the ground and "grounded" the steel frame, the fabric covering was still charged; a spark ignited either hydrogen gas or incendiary paint (there's still some debate on this).

Herb Morrison was recording what he thought was going to be a mundane landing.

You can listen to the full recording here.

Now, the general reporter demeanor at this time was was cool, calm and collected. (You can jump to past the disaster, which is 9 minutes in -- up to say at the 24:40 mark -- to hear this tone.) This made the extreme

Get out of the way! Get this, Charlie! Get out of the way please! She is bursting into flames! This is terrible! This is one of the worst catastrophes in the world. The flames are shooting five hundred feet into the sky. It is a terrific crash, ladies and gentlemen. It is in smoke and flames now. Oh, the humanity! Those passengers! I can't talk, ladies and gentlemen. Honest, it is a mass of smoking wreckage. Lady, I am sorry. Honestly, I can hardly -- I am going to step inside where I cannot see it.

even more remarkable.

He claimed later in an interview that when he said "oh, the humanity!" he thought everyone had died. (In reality, only 37 out of 97 passengers and crew died.) He regained his composure, though, stopping recording sometimes to help survivors, and interviewed witnesses, including regular passengers, children, two captains, a steward, and Otto Clemens (who spoke in German). He even theorized (correctly) about the crash being caused by static electricity.

Much later, the radio and TV historian Michael Biel studied the physical recording, and noted that the explosion itself had damaged it. Right when Morrison said the Hindenburg had burst into flames a shockwave kicked the cutting groove off the disc, where the engineer Charles Nehlsen had to put it back on.

Essentially, the technical novelty of location recording plus the unusual emotion of the broadcast made an experience none of the audience had before. A writer for the Chicago Tribune recorded that it was "the most dramatic broadcast of all time" and another group of reporters called it "the most gripping thing they had ever heard".

...

Brown, R. (2004). Manipulating the Ether: The Power of Broadcast Radio in Thirties America. McFarland.

DiLisi, G. A. (2017). The Hindenburg disaster: Combining physics and history in the laboratory. The Physics Teacher, 55(5), 268-273.

J. Duggan & H. Meyer. (2001). Airships in International Affairs 1890 - 1940. Springer.

I think the answer to this is almost more a psychology answer than a history one! But to see that let's take a look at the top four first.

#1 the USS Akron, 73 dead. The Akron was actually a flying aircraft carrier and could carry up to 5 planes. It entered service on Nov 2, 1931.

On April 3, 1933 it took off on its final flight. In short, they flew into a storm, and after multiple near recoveries, they crashed into the ocean. The only witnesses were the crew of a German merchant vessel who saw lights head into the water. There were several survivors. There are no photos of the tragedy in action.

We get much of this from Radio transmission and the first hand account from then Lt. Commander H.V. Wiley, one of the survivors.

Side note: A second blimp that went to search for survivors also crashed killing two more people

#2 The Dixmude, 52 dead.
originally built to be part of the German Imperial Navy, it instead became part of the French Navy as part of German war reparations.

The Dixmude was lost in early in the morning on Dec 20. The last radio transmission was basically that they were pulling in the radio antenna as they were flying into a storm.

Eyewitnesses really only saw a lightning flash and a orange glow in the distance. No photos taken, no survivors. Wreckage was found the next day. Lightning is believed to be the cause.

The French government originally tried to cover-up or at least downplay the incident.

#3 the H.M.A R 101, 48 dead.

The history of the R 101, is fraught with lots of testing and lot of problems.

The ship crashed on its first true flight (non-test flight). The incident happend in Northern France. The official investigation states their was a tear in the forward fabric which caused the gas bag in this area to fail. It's also believed there was an error with the altimeter, which showed the ship was 400' higher than it actually was.

There were 6 survivors. I am not aware of any first hand accounts or photos of the incident occurring.

#4 H.M.A R38, 44 dead.
In Aug of 2021 1921, the ship went out on its 4th flight. After being unable to dock due to weather, the moored overnight over the channel. The following day, they engaged in a number of test maneuvers. The last of these exerted enough force that the ship ripped in half.

Unlike the previous incidents, eyewitnesses on the ground saw men falling from the ship as it was torn apart, and subsequently exploded a bit and caught on fire near the town of Hull. There were 5 survivors.

#5 The Hindenburg: In 1937 the Hindenburg started civilian service out of Frankfurt Germany. It had already completed one round trip to Brazil, and was on its second flight headed to Lakehurst NJ.

The entire event was a spectacle. The ship flew directly over Boston and then Manhattan.

The return journey was booked full, so there would have been a group of people waiting to board for that flight.

There were multiple film and camera crews and other journalists present for its docking and an eyewitnesses radio report. This report is sometimes dubbed over the newsreel footage. Here's a quick excerpt

"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"

Pretty dramatic stuff.

35 deaths, and severe burns on many of the survivors.

There is no truly known cause for the crash. At the time conspiracy theories about sabotage were widely believed. Was it a crew member, a passenger or even Hitler ordering the crash to punish a political rival?!

Other theories include static electricity, lighting and engine failure.

With such widespread reporting including dramatic images, film and and radio reports, confidence in airship travel plummeted, and the Hindenburg disaster is considered a large part of the death of the air ship.

All of the above is pretty much historical record. Why the Hindenburg is more famous, could be considered a bit more subjective.

When looking at the above, all were military ships, except the Hindenburg, all had a pretty well agreed upon cause of their crash except the Hindenburg. 3/5 had very little to no on the ground eyewitnesses (Hindenburg and R38 both are the exceptions here).

And only the Hindenburg had film, photos and eyewitness radio broadcasts along with being an advertised public event. You can't look up the event without seeing, usually as the first photo, the ship engulfed in a massive fireball.

All of this combined with the mystery and conspiracy of the crash lead to a lot of public interest and knowledge, the event was headline grabbing, civilians were dead, and all of this essentially ended the industry. So why is it more well known even though there were fewer deaths? Historical impact and record, we can see it, hear it and the result changed air travel. More traditional air travel was already on the upswing, but after the Hindenburg, the result was pretty much guaranteed.

Sources:

Hindenburg Herbert Morrison's broadcast: http://www.eyewitnesstohistory.com/vohind.htm

Original news reports: https://www.thetimes.co.uk/

R38: Jamison, T.W., Icarus over the Humber: The last flight of airship R.38/ZR-2 (1994), Lampada Press

R101: Bryan Lawton on Control, Response and Crash of HMA R.101. https://www.aerosociety.com/publications/jah-control-response-and-crash-of-hma-r101/

The Dixmude: Archived newspaper article https://www.theguardian.com/theguardian/2010/dec/29/archive-dixmude-airship-disaster-1923

Asking "why" the public consciousness changed due to one event instead of another is always a difficult endeavor, but there are a few major differences between the Hindenburg crash and others.

First, the vast majority of airship disasters in the '20s and '30s involved military or government operated vehicles. The Akron, the Shenandoah, the Dixmude, the Roma, the R101, the R.38, for example. Additionally, almost all of those crashes occurred in heavy weather. The Akron crashed in a thunderstorm, the Shenandoah crashed in a squall, the Dixmude was likely lost after being hit by lightning, etc. Also, many of these crashes occurred during a testing phase of the vehicles. As was the case with the Roma (which suffered a mechanical failure and struck powerlines) and the R101.

Government operated experimental vehicles crashing on test flights with a good many of them crashing due to extreme weather is unlikely to impact public perception of civilian aviation significantly unless there's a perception that it's some sort of fundamental problem.

It's also worth mentioning that by the 1930s commercial airship service was not new, it had been operating quite successfully for years. The original Graf Zeppelin (LZ 127) had achieved a storied career of record breaking trans-atlantic and round the world flights starting from the late 1920s. The vehicles built and operated by Luftschiffbau Zeppelin were perceived as being more reliable and capable than others because they were the original inventors of the Zeppelin and still seemingly the best at it. By the late 1930s civil airship travel was seen in a similar light to that of airplane travel, a bit exceptional and unusual to be sure, but not extraordinarily rare. The initial excitement of the novelty of airships from the 1920s from when they first traveled around the world, around the poles, around the Mediterranean, etc. had mostly worn off by the 1930s as they'd settled into more mundane service lives (with regional Zeppelins providing transportation around parts of Europe, the Graf Zeppelin I making trips from Europe to South America and back, and so forth).

By the late 1930s the Graf Zeppelin II and its sister ship the Hindenburg had begun making flights, an increasing number of them for propaganda purposes. By 1937 both airships had made dozens of flights back and forth across the Atlantic in routine service. That's one reason why the Hindenburg crash is so notable, because it was not a new airship, it was not in trials, it was not subjected to extreme weather, and there was no excuse for inexperience because it was being operated by the company that invented and pioneered the Zeppelin.

On top of that, the disaster was very well documented and this might have brought home the frightening circumstances of dying in an airship disaster more forcefully and more viscerally than a simple textual report in a newspaper might not have. There had not been many disasters captured live in audio and video at the time, so to some degree the sheer novelty and the "virality" of the popularization of the coverage made the event more noteworthy than it might have otherwise been based solely on the death toll.

Additionally, the 1930s were an important transitional time for airships where it became increasingly obvious they couldn't compete well against airplanes. Through the early decades of the 20th century airships and airplanes were competitive against each other for air travel. Both had their strengths and weaknesses. Airships were larger and initially could travel to higher altitudes, and they had extremely long ranges. But airships have many inherent weaknesses. They are more vulnerable to weather and winds, they require large and expensive facilities for maintenance, they are slow, etc. By the 1930s airplanes were advancing to a point to where they were taking a decisive lead. Airplanes proved themselves as being far more "rough and ready" than airships. In an absolute minimal case you can take off and land airplanes on a grass strip with a gas station nearby, and you can do so even in rain and wind. Larger airplanes with aluminum skins became capable of flying inter-continental trips more routinely, and such long range travel increasingly was taken over by airplanes. Similarly, in warfare the increasing speeds, service altitudes, and armaments of airplanes in the inter-war years not only obsoleted Zeppelins but left them in the dust. And at the same time airplanes were becoming easier and cheaper to build. You could build aircraft on assembly lines that pumped out one every few days or few hours, while the Zeppelins were still built more like ships, slowly and at great individual expense.

Even if commercial air service Zeppelins had a spotless safety record through the 1930s (and even if WWII didn't happen), they still would have been put out to pasture as they were becoming increasingly surpassed by airplanes. The Hindenburg disaster was really the nail in the coffin of the inevitable senescence of the airship age. And that is perhaps another reason why it's been so well remembered, because it effectively served as the ending of an era. Even though that era likely would have come to a close regardless, the Hindenburg disaster was still the capstone, and gained additional notoriety that way.

My speciality is the British airship program of roughly the same time period, also known as the Imperial Airship Scheme, but as the pool of viable comparisons is very small, the Hindenburg disaster did factor in to my analysis of the crash of the British R.101.

The short answer to your question is, in a word, media. The Hindenburg was the first and only airship crash to actually be recorded and broadcast to a substantial audience. Not only that, but the nature of the disaster, a hydrogen explosion and subsequent fire, were much more dramatic to a captive audience than say, a helium airship, such as Akron, her sister-ship Macon, and their predecessor, the Shenandoah, all three of which crashed but because they were caught in storms where no active filming was happening, and because they were helium filled (which took away the “flare” so to speak, of a hydrogen fire), they received notably less attention.

You specifically reference the Dixmude, which is a much lesser known disaster, and that it would even be referenced at all in a Reddit post is exciting for me. Here again you have a disaster at sea, much like the Akron and Macon, but again, no media coverage. Sources show a selection of witness who vaguely saw the airship go down; a specific area of lightening and a glow in an otherwise dark sky, followed by wreckage and bodies floating ashore in the following days. Eyewitnesses to the disaster are then, essentially null. No one actually saw what happened, but we know the airship caught fire or exploded and subsequently was lost.

The R.101 is in a similar realm, although it held a much greater public image in Britain than the Akron did in the United States, or the Dixmude in France, and I mention it here because it was the focus of my thesis. The R.101 received copious amounts of media attention, photographs, films, airshow displays, etc, and was seen widely in around Britain and London specifically. The project itself lasted for nearly 5 years, and was hotly debated in Parliament, so its presence was well known and there was a degree of national pride that followed it. It’s crash was not well documented; there is, as far as I can tell, only one actual eye witness, an early morning rabbit hunter who stood within several hundred yards of the ship as it came down. What made this crash significant in Britain was the death of the Secretary of State for Air, Christopher Thomson. It had been his brainchild, he had been pushing it through Parliament, and as a matter of showing his faith in its design, he embarked upon it on its maiden voyage to India. (As an aside, the airship should never have left the ground, but that is a story for another post.)

Now, to the Hindenburg. Here you have a rather successful airship, one that had only minor incidents during its service history. It had been built and operated by the Deutsche Zeppelin-Reederei, and her design and construction has been supervised under the control of Dr. Hugo Eckener who was a minor celebrity in Germany for his exploits as an airship captain during World War 1, and in the United States for his successful circumnavigation of the globe that nominally began in Lakehurst, New Jersey (where Hindenburg crashes), in the airship Graf Zeppelin. Furthermore, Eckener was well known in the United States for his attempts to obtain helium, then only available through the United States government specifically for use in the Hindenburg.

So, to recap the variables; a successful airship, starting out from a then well-known airship point of departure, captained by a veteran pilot (Max Pruss, who has not been mentioned yet), with the backing of the well-known man Hugo Eckener, arriving with great fanfare after circling New York City for several hours, and being received by a cabal of interested journalists and reporters. Then the fateful crash.

What seals the deal on Hindenburg’s notoriety is that haunting video, “Oh the humanity.” The image of massive, larger than a skyscraper, graceful flying object bursting into flames and crashing down to earth as the announcer sobs into his microphone is enough to burn itself into most people’s memory, especially when very few had actually seen such a thing before.

Edit to previous paragraph; what seems to have persisted more than the Hindenburg itself is that now iconic line from the newsreel. It has become almost satirical in its usage across a variety of shows and movies. Why that particular phrase has become so pervasive is unclear to me; however it’s direct relation to the Hindenburg disaster keeps it fresh in our memory. Similarly, and perhaps more importantly than the original news reel footage, the image of the crash used by Led Zeppelin has popularized the image of the crash and brought it to a wider, modern audience. While fans of Led Zeppelin may not know or care about the origins of the image, it does aid in perpetuating the image and memory of the Hindenburg beyond May 1937.

I hope this answered your question, and I apologize for the inadvertent and unintended fire puns that this response is riddled with.