Weight Lifting Photos

HL-10 in flight after launch

NASA on The Commons
Collection: NASA Dryden Flight Research Center Collection Title: HL-10 in flight after launch Photo Description: The HL-10 Lifting Body is seen here in powered flight shortly after launch from the B-52 mothership. When HL-10 powered flights began on October 23, 1968, the vehicle used the same basic XLR-11 rocket engine that powered the original X-1s. A total of five powered flights were made before the HL-10 first flew supersonically on May 9, 1969, with John Manke in the pilot's seat. Project Description: The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of "heavy" lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. "HL" stands for horizontal landing, and "10" refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle. Photo Date: November 18, 1969 Photo Number: E-21090 UID: SPD-DRYDEN-E-21090 original url: www.dfrc.nasa.gov/Gallery/Photo/HL-10/HTML/E-21090.html SOURCE: nasaimages.org/luna/servlet/detail/nasaNAS~8~8~62653~166501 Visit www.nasaimages.org for the most comprehensive compilation of NASA stills, film and video, created in partnership with Internet Archive.

HL-10 on Lakebed with B-52 flyby

NASA on The Commons
Collection: NASA Great Images in Nasa Collection Title: HL-10 on Lakebed with B-52 flyby Full Description: NASA research pilot Bill Dana takes a moment to watch NASA's NB-52B cruise overhead after a research flight in the HL-10. On the left, John Reeves can be seen at the cockpit of the lifting body. The HL-10 was one of five lifting body designs flown at NASA's Dryden Flight Research Center, Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of "heavy" lifting bodies flown by NASA. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. "HL" stands for horizontal landing, and "10" refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on December 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy- weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On February 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10. Date: 01/01/1969 Image #: ECN-2203 Original url: grin.hq.nasa.gov/ABSTRACTS/GPN-2000-000201.html UID: SPD-GRIN-GPN-2000-00 0201 Center: DFRC Center Number: ECN-2203 GRIN DataBase Number: GPN-2000-000201 SOURCE: nasaimages.org/luna/servlet/detail/nasaNAS~5~5~22472~127029 Visit www.nasaimages.org for the most comprehensive compilation of NASA stills, film and video, created in partnership with Internet Archive.

In the Bakery - putting sacks of flour on the elevator

National Library of Scotland
Two soldiers moving flour bags. Two soldiers are straining under the weight of large sacks of flour, which they are carrying on their backs. Their uniforms have become completely white due to the work they are involved in. Cleaning and maintaining uniforms in the deprived conditions at the Front must have been a logistical nightmare for soldiers like these two. The flour is then being loaded on to a conveyor belt which disappears from view. This 'everyday' scene may not have had much propaganda value but it does leave a rich and detailed source of evidence for the more mundane aspects of life at the Front. [Original reads: 'In the Bakery - putting sacks of flour on the elevator.'] digital.nls.uk/74548592

Heavy howitzer straffing the Hun

National Library of Scotland
Eleven soldiers are involved in manoeuvring and loading a howitzer gun, whilst an officer watches on. The gun is resting on a false wooden floor to support its weight. A bombed cottage can be seen in the background. Howitzer's had a high angle of trajectory which meant that the ammunition did not travel as far a field gun's. This had been modified by the Second World War. The slang British term used here for German, 'Hun', gained popular usage after Kaiser Wilhelm II urged his troops to 'behave like Huns' to win the war. [Original reads: ' OFFICIAL PHOTOGRAPH TAKEN ON THE BRITISH WESTERN FRONT. BATTLE OF MENIN ROAD. A heavy howitzer strafing the Hun.'] digital.nls.uk/74546176

Forth Bridge construction: Superstructure, North Side

National Library of Scotland
Photograph of the Fife superstructure (lifting girders and platforms). Owing to the fact that the Fife cantilever occurs on the foreshore and is overlooked by rising ground to the north, it afforded an opportunity of obtaining certain views not practicable in the case of the other two. Not only did its situation admit of perspective effect being duly emphasised, but also that of the rectangular form of the structure, only apparent when each vertical column is separately defined. The cages before referred to are all seen here in position prior to the first lift. Up to this level the superstructure was erected by means of ordinary cranes and staging. In the vertical columns and at a height of about 30 feet above the surface of the pier, a plate was omitted on either side of the same. In the gap thus formed were built two box girders, having a dimension of about 5 feet by 2 feet. Superimposed upon these girders were what were subsequently known as the lifting platrofms - comprised of material destined to be ultimately worked into the permanent structure - and through which the upper ends of the vertical tubes and struts projected. The total weight of these four girders and their accessories amounted to about 400 tons, the whole being supported by and lifted from the vertical columns in the following manner:- Inside each of these columns were constructed two frames, the upper side of the one being connected to the lower of the other by means of hydraulic jacks contrived in such a way as to oscillate in a plane at right angles to the centre line of the bridge. Through the rigs of the columns holes were drilled at equal distances apart, and into these holes steel pins were inserted supporting either frame. Everything being ready for a lift the jacks were set in motion, the thrust being taken by the lower frames and duly transmitted to the pins. At the end of the stroke pins were inserted below the under side of upper frame and the jacks eased, whereupon the whole weight of the platform came upon the upper frame, the lower one, simultaneously drawn up by the closing of the jacks and secured by pins, being at once in readiness for another lift. The rate of progress was to a large extent governed by the weather, but under favourable circumstances it was extremely rapid, as many as three lifts having been effected in eight days, and the necessary riveting accomplished in the cages attached. The tension girder connecting the vertical columns from east to west is noticeable in the foreground of the picture, as is also a part of the diagonal bracings, which is designed to afford the principal support fo the internal viaduct. The gallows so conspicuous above the vertical columns on the lifting-platforms answer the purpose of cranes and were employed in lifting and holding the plates in position until temporarily bolted. The means of access to the upper part of the structure, independently of lifts, is shown in the staircase running up the diagonal bracing and subsequently continued in a similar fashion to the full height of the superstructure. Transcription from: Philip Phillips, 'The Forth Railway Bridge', Edinburgh, 1890. digital.nls.uk/74570312

Forth Bridge construction: Superstructure, Fife, 15 Sept. 1886

Lunar Landing Research Vehicle (LLRV) in flight

NASA on The Commons
Collection: NASA Image eXchange Collection Title: Lunar Landing Research Vehicle (LLRV) in flight Description: this 1965 NASA Flight Reserch Center photograph the Lunar Landing Research Vehicle (LLRV) is shown at near maximum altitude over the south base at Edwards Air Force Base. When Apollo planning was underway in 1960, NASA was looking for a simulator to profile the descent to the moon's surface. Three concepts surfaced: an electronic simulator, a tethered device, and the ambitious Dryden contribution, a free-flying vehicle. All three became serious projects, but eventually the NASA Flight Research Center's (FRC) Landing Research Vehicle (LLRV) became the most significant one. Hubert M. Drake is credited with originating the idea, while Donald Bellman and Gene Matranga were senior engineers on the project, with Bellman, the project manager. Simultaneously, and independently, Bell Aerosystems Company, Buffalo, N.Y., a company with experience in vertical takeoff and landing (VTOL) aircraft, had conceived a similar free-flying simulator and proposed their concept to NASA headquarters. NASA Headquarters put FRC and Bell together to collaborate. The challenge was; to allow a pilot to make a vertical landing on earth in a simulated moon environment, one sixth of the earth's gravity and with totally transparent aerodynamic forces in a "free flight" vehicle with no tether forces acting on it. Built of tubular aluminum like a giant four-legged bedstead, the vehicle was to simulate a lunar landing profile from around 1500 feet to the moon's surface. To do this, the LLRV had a General Electric CF-700-2V turbofan engine mounted vertically in gimbals, with 4200 pounds of thrust. The engine, using JP-4 fuel, got the vehicle up to the test altitude and was then throttled back to support five-sixths of the vehicle's weight, simulating the reduced gravity of the moon. Two hydrogen-peroxide lift rockets with thrust that could be varied from 100 to 500 pounds handled the LLRV's rate of descent and horizontal translations. Sixteen smaller hydrogen-peroxide rockets, mounted in pairs, gave the pilot control in pitch, yaw, and roll. On the LLRV, in case of jet engine failure, six-500-pounds-of thrust rockets could be used by the pilot to carefully apply lift thrust during the rapid descent to hopefully achieve a controllable landing. The pilot's platform extended forward between two legs while an electronics platform, similarly located, extended rearward. The pilot had a zero-zero ejection seat that would then lift him away to safety. Weight and balance design constraints were among the most challenging to meet for all phases of the program (design, development, operations). The two LLRVs were shipped disassembled from Bell to the FRC in April 1964, with program emphasis placed on vehicle No. 1. The scene then shifted to the old South Base area of Edwards Air Force Base. On the day of the first flight, Oct. 30, 1964, NASA research pilot Joe Walker flew it three times for a total of just under 60 seconds, to a peak altitude of approximately 10 feet. By mid-1966 the NASA Flight Research Center had accumulated enough data from the LLRV flight program to give Bell a contract to deliver three Lunar Landing Training Vehicles (LLTVs) at a cost of $2.5 million each. As 1966 ended, the LLRV #1 had flown 198 flights, and the LLRV #2 was being assembled, instrumented and cockpit modifications made at the South Base. The first flight of the number two LLRV in early January 1967 was quickly followed by five more. In December 1966 vehicle No. 1 was shipped to Houston, followed by No. 2 in mid January 1967. When Dryden's LLRVs arrived at Houston they joined the first of the LLTVs to eventually make up the five-vehicle training and simulator fleet. All five vehicles were relied on for simulation and training of moon landings. Credit: NASA Dryden Flight Research Center (NASA-DFRC) [ www.dfrc.nasa.gov/gallery/ ] ID: ECN-688 UID: SPD-NIX-ECN-688 Original url: nix.ksc.nasa.gov/info?id=ECN-688&orgid=7 SOURCE: nasaimages.org/luna/servlet/detail/nasaNAS~2~2~2947~104470 Visit www.nasaimages.org for the most comprehensive compilation of NASA stills, film and video, created in partnership with Internet Archive.

Magnetic Launch Assist System Demonstration Test

NASA on The Commons
Collection: NASA Marshall Space Flight Center Collection Name of Image: Magnetic Launch Assist System Demonstration Test Full Description: Engineers at the Marshall Space Flight Center (MSFC) have been testing Magnetic Launch Assist Systems, formerly known as Magnetic Levitation (MagLev) technologies. To launch spacecraft into orbit, a Magnetic Launch Assist system would use magnetic fields to levitate and accelerate a vehicle along a track at a very high speed. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, the launch-assist system would electromagnetically drive a space vehicle along the track. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. This photograph shows a subscale model of an airplane running on the experimental track at MSFC during the demonstration test. This track is an advanced linear induction motor. Induction motors are common in fans, power drills, and sewing machines. Instead of spinning in a circular motion to turn a shaft or gears, a linear induction motor produces thrust in a straight line. Mounted on concrete pedestals, the track is 100-feet long, about 2-feet wide, and about 1.5- feet high. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training. Date of Image: 2001-03-01 Reference Number: MSFC-75-SA-4105-2C MIX #: 0100743 NIX #: MSFC-0100743 MSFC Negative Number: 0100743 UID: SPD-MARSH-0100743 Original url: mix.msfc.nasa.gov/abstracts.php?p=3154 SOURCE: nasaimages.org/luna/servlet/detail/nasaNAS~9~9~58024~161868 Visit www.nasaimages.org for the most comprehensive compilation of NASA stills, film and video, created in partnership with Internet Archive.

Magnetic Launch Assist Demonstration Test

NASA on The Commons
Collection: NASA Marshall Space Flight Center Collection Name of Image: Magnetic Launch Assist Demonstration Test Full Description: This image shows a 1/9 subscale model vehicle clearing the Magnetic Launch Assist System, formerly referred to as the Magnetic Levitation (MagLev), test track during a demonstration test conducted at the Marshall Space Flight Center (MSFC). Engineers at MSFC have developed and tested Magnetic Launch Assist technologies. To launch spacecraft into orbit, a Magnetic Launch Assist System would use magnetic fields to levitate and accelerate a vehicle along a track at very high speeds. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a launch-assist system would electromagnetically drive a space vehicle along the track. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. This track is an advanced linear induction motor. Induction motors are common in fans, power drills, and sewing machines. Instead of spinning in a circular motion to turn a shaft or gears, a linear induction motor produces thrust in a straight line. Mounted on concrete pedestals, the track is 100-feet long, about 2-feet wide and about 1.5-feet high. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training. Date of Image: 2001-03-01 Reference Number: MSFC-75-SA-4105-2C MIX #: 0100741 NIX #: MSFC-0100741 MSFC Negative Number: 0100741 UID: SPD-MARSH-0100741 Original url: mix.msfc.nasa.gov/abstracts.php?p=3153 SOURCE: nasaimages.org/luna/servlet/detail/nasaNAS~9~9~58035~161879 Visit www.nasaimages.org for the most comprehensive compilation of NASA stills, film and video, created in partnership with Internet Archive.

Boche Machine Gun crew captured, bringing in their own gun

National Library of Scotland
Captured machine gun, Western Front, during World War I. Two members of a captured German machine-gun crew lifting their machine gun out of a trench or dugout gun emplacement. They are escorted by a number of British soldiers. The weight and lack of easy manoeuvrability of the machine guns is well illustrated in this photograph. At the beginning of the war both sides were using machine guns based on the Maxim gun. These were extremely heavy, weighing around 99 pounds (45 kilos) when loaded, so lighter alternatives, such as the Lewis gun, were invented. [Original reads: 'A boche Machine Gun crew captured, bringing in their own gun.'] digital.nls.uk/74549384