William Harvey Dana was born 3 November 1930 at Pasadena, California, the first of two children of Harvey Drexler Dana, a geologist, and Rose Frances Jourdan Dana. Dana grew up in Bakersfield, California. He graduated from Bakersfield High School in 1948.
Bill Dana received an appointment as a cadet at the United States Military Academy, West Point, New York. He graduated 1952 and was commissioned as a second lieutenant in the United States Air Force. Lieutenant Dana served until 1956.
In 1958, Dana earned a Master of Science degree in Aeronautical Engineering from the University of California, Los Angeles, California.
On 1 October 1958, Dana began his 40-year career at the NASA High-Speed Flight Station, Edwards Air Force Base, California, as an Aeronautical Research Engineer. (This was the day that the National Aeronautics and Space Administration was established, making Dana the first new employee to be hired by NASA.) He was assigned to work on an X-15 performance simulator, and also to the North American XF-107 stability research program.
In September 1959, Bill Dana transferred to the Flight Operations Branch. One of his early projects was the North American Aviation JF-100C variable stability research aircraft.
NASA JF-100C Variable Stability Research Aircraft
IN 1962 Bill Dana married Miss Judi Miller. They would have four children, Sidney, Matt, Janet, and Leslie.
Dana made his first flight in the North American Aviation X-15 hypersonic research rocketplane on 4 November 1965. He reached a maximum speed of Mach 4.22, and a peak altitude of 80,200 feet (24,445 meters). He made a total of sixteen flights in the X-15s. Dana’s highest speed was Mach 5.34, 4 August 1966, and his highest altitude, 306,900 feet, (93,543 meters), on 1 November 1966. On 24 October 1968, Dana flew the final X-15 flight of the NASA X-15 Hypersonic Research Program.
NASA Research Pilot William H. Dana with North American X-15A 56-6672 on Rogers Dry Lake. (NASA)
Bill Dana also flew NASA’s experimental “lifting body” aircraft. On 27 February 1970, he flew the Northrop HL-10 lifting body to 90,030 feet (27,441 meters), the highest altitude reached during its flight test program.
Bill Dana with the HL-10 lifting body, NASA 804. (NASA E-20168)Dana watches the NB-52B fly over Rogers Dry Lake after HL-10 lifting-body flight, 30 November 1968. (NASA ECN-2203)
He made the first flight of the Northrop M2-F3, 2 June 1970. The M2-F3 was built from the M2-F2, which had been heavily damaged in a dramatic landing accident, 10 May 1967, resulting in severe injuries to the pilot, Bruce Peterson.
Wreck of NASA 803, 10 May 1967. (NASA E-16731)
On 23 September 1975, Bill Dana made the final powered flight of the Martin Marietta X-24B lifting body aircraft.
NASA Research Pilot William H. Dana with the X-24B lifting body, 1975. (NASA)
Bill Dana was assigned as the Chief Pilot of the NASA Dryden Flight Research Center, and in 1986, became the Assistant Chief Flight Operations Division at Dryden.
Bill Dana was the project pilot for NASA 835, the experimental F-15 HIDEC (Highly Integrated Digital Electronic Control) and NASA 840, the F/A-18 Hornet HARV (High Alpha Research Vehicle).
Bill Dana was the project pilot for NASA 835, the experimental F-15 HIDEC (Highly Integrated Digital Electronic Control), and NASA 840, the F/A-18 Hornet HARV (High Alpha Research Vehicle). (NASA)
Dana stopped test flying after 1993, when he was appointed Chief Engineer, NASA Dryden Flight Research Center. In 1997, he was awarded the NASA Distinguished Service Medal. He retired from NASA in 1998.
Bill Dana flew more than 8,000 hours in over 60 different aircraft types.
In 2000, NASA awarded Dana its Milton O. Thompson Lifetime Achievement Award, and on 23 August 2005, he was presented NASA’s Civilian Astronaut wings for his two X-15 flights above 50 miles.
William Harvey Dana died at Phoenix, Arizona, 6 May 2014, at the age of 83 years. He was buried at the Joshua Memorial Park in Lancaster, California.
William Harvey Dana, NASA Research Pilot. (National Aeronautics and Space Administration E-5327)
24 October 1968: William Harvey Dana takes the first North America Aviation X-15 hypersonic research rocketplane, 56-6670, for the 199th and final flight of the X-15 program.
Carried aloft by NASA’s Boeing NB-52A Stratofortress mothership, 52-003, the first X-15A was launched over Smith Ranch Dry Lake, about half-way between the city of Reno and the NASA High Range Tracking Station at Ely, Nevada, at 10:02:47.3 a.m., Pacific Daylight Time (17:02:47.3 UTC). Bill Dana started the Reaction Motors XLR99-RM-1 rocket engine for a planned 84 second burn. The flight plan called for the X-15 to reach Mach 5.45 and 250,000 feet (76,200 meters).
The rocketplane’s performance was very close to plan, a tribute to Dana’s piloting skill. The engine burned out after 83.8 seconds. The maximum speed was slightly lower than planned at Mach 5.38, while the peak altitude was a little higher, at 255,000 feet (77,724 meters).
Dana glided back to Edwards Air Force Base. The total duration of the flight was 11 minutes, 28.3 seconds.
Dana made his first flight in the North American Aviation X-15 hypersonic research rocketplane on 4 November 1965. He reached a maximum speed of Mach 4.22, and a peak altitude of 80,200 feet (24,445 meters). He made a total of sixteen flights in the X-15s. Dana’s highest speed was Mach 5.38, and his highest altitude, 306,900 feet, (93,543 meters), on 1 November 1966.
This had been 56-6670’s 81st flight, and the 141st time it had been carried aloft aboard a B-52.
A. Scott Crossfield, wearing a David Clark Co. XMC-2 full-pressure suit, which he helped to design and test, with the first of three North American X-15s, 56-6670. (North American Aviation, Inc.)
56-6670 is the first of three X-15s built by North American Aviation’s Los Angeles Division for NASA, the United States Air Force, and the United States Navy, to investigate the effects of hypersonic flight (Mach 5+). On 8 June 1959, North American Aviation Chief Engineering Test Pilot, and former NACA research test pilot, Albert Scott Crossfield, had made the first glide flight of 56-6670, also launched by 52-003.
NASA Research Pilot William H. Dana with North American X-15A 56-6672 on Rogers Dry Lake. (NASA)
From 8 June 1959 to 24 October 1968, the three X-15s were flown by twelve test pilots, three of whom would qualify as astronauts in the X-15. Two would go on to the Apollo Program, and one, Neil Alden Armstrong, would be the first human to set foot on the surface of the Moon, 20 July 1969. Joe Engle would fly the space shuttle. Four of the test pilots, Petersen, White, Rushworth, and Knight, flew in combat during the Vietnam War, with Bob White being awarded the Air Force Cross. Petersen, Rushworth and White reached flag rank.
Overhead view of X-15A-1 56-6670 shows the rocketplane’s overall fineness ratio and short wings. (North American Aviation, Inc.)
Flown by a single pilot/astronaut, the X-15 is a mid-wing monoplane with dorsal and ventral fin/rudders and stabilators. The wing had no dihedral, while the stabilators had a pronounced 15° anhedral. The short wings have an area of 200 square feet (18.58 square meters) and a maximum thickness of just 5%. The leading edges are swept to 25.64°. There are two small flaps but no ailerons. The entire vertical fin pivots for yaw control.
Above 100,000 feet (30,840 meters) altitude, conventional aircraft flight control surfaces are ineffective. The X-15 is equipped with a system of reaction control jets for pitch, roll and yaw control. Hydrogen peroxide was passed through a catalyst to produce steam, which supplied the control thrusters.
The forward landing gear consists of a retractable oleo strut with steerable dual wheels and there are two strut/skids at the rear of the fuselage. The gear is retracted after the X-15 is mounted on the NB-52 and is extended for landing by its own weight.
The rocketplane’s cockpit featured both a conventional control stick as well as side-controllers. It was pressurized with nitrogen gas to prevent fires. The pilot wore an MC-2 full-pressure suit manufactured by the David Clark Company of Worcester, Massachusetts, with an MA-3 helmet. The suit was pressurized below the neck seal with nitrogen, while the helmet was supplied with 100% oxygen. This pressure suit was later changed to the Air Force-standardized A/P22S.
North American Aviation, Inc. X-15A 56-6670 on Rogers Dry Lake, Edwards Air Force Base, California. (NASA)
The X-15 is 50.75 feet (15.469 meters) long with a wing span of 22.36 feet (6.815 meters). The height—the distance between the tips of the dorsal and ventral fins—is 13.5 feet (4.115 meters). The stabilator span is 18.08 feet (5.511 meters). The fuselage is 4.67 feet (1.423 meters) deep and has a maximum width of 7.33 feet (2.234 meters).
The X-15s were built primarily of a nickel/chromium/iron alloy named Inconel X, along with corrosion-resistant steel, titanium and aluminum. Inconel X is both very hard and also able to maintain its strength at the very high temperatures the X-15s were subjected to by aerodynamic heating. It was extremely difficult to machine and special fabrication techniques had to be developed.
X-15 56-6670 with NB-52A 52-003, 13 April 1960. (NASA)
Since the X-15 was built of steel rather than light-weight aluminum, as are most aircraft, it is a heavy machine, weighing approximately 14,600 pounds (6,623 kilograms) empty and 34,000 pounds (15,422 kilograms) when loaded with a pilot and propellants. The X-15s carried as much as 1,300 pounds (590 kilograms) of research instrumentation, and the equipment varied from flight to flight. The minimum flight weight (for high-speed missions): was 31,292 pounds (14,194 kilograms) The maximum weight was 52,117 pounds (23,640 kilograms) at drop (modified X-15A-2 with external propellant tanks).
Initial flights were flown with a 5 foot, 11 inch (1.803 meters)-long air data boom at the nose, but this would later be replaced by the “ball nose” air sensor system. The data boom contained a standard pitot-static system along with angle-of-attack and sideslip vanes. The boom and ball nose were interchangeable.
Delays in the production of the planned Reaction Motors XLR99 rocket engine forced engineers to adapt two vertically-stacked Reaction Motors XLR11-RM-5 four-chamber rocket engines to the X-15 for early flights. This was a well-known engine which was used on the previous rocketplanes. The XLR11 burned a mixture of ethyl alcohol and water with liquid oxygen. Each of the engines’ four chambers could be ignited individually. Each engine was rated at 11,800 pounds of thrust (58.49 kilonewtons) at Sea Level.
Thiokol Reaction Motors Division XLR99-RM-1 rocket engine. (U.S. Air Force)
The Reaction Motors XLR99-RM-1 rocket engine was throttleable by the pilot from 28,500 to 60,000 pounds of thrust. The engine was rated at 50,000 pounds of thrust (222.41 kilonewtons) at Sea Level; 57,000 pounds (253.55 kilonewtons) at 45,000 feet (13,716 meters), the typical drop altitude; and 57,850 pounds (257.33 kilonewtons) of thrust at 100,000 feet (30,480 meters). Individual engines varied slightly. A few produced as much as 61,000 pounds of thrust (271.34 kilonewtons).
The XLR99 burned anhydrous ammonia and liquid oxygen. The flame temperature was approximately 5,000 °F. (2,760 °C.) The engine was cooled with circulating liquid oxygen. To protect the exhaust nozzle, it was flame-sprayed with ceramic coating of zirconium dioxide. The engine is 6 feet, 10 inches (2.083 meters) long and 3 feet, 3.3 inches (0.998 meters) in diameter. It weighs 910 pounds (413 kilograms). The Time Between Overhauls (TBO) is 1 hour of operation, or 100 starts.
The XLR99 proved to be very reliable. 169 X-15 flights were made using the XLR99. 165 of these had successful engine operation. It started on the first attempt 159 times.
The highest speed achieved during the program was with the modified number two ship, X-15A-2 56-6671, flown by Pete Knight to Mach 6.70 (6,620 feet per second/4,520 miles per hour/ kilometers per hour) at 102,700 feet (31,303 meters). On this flight, the rocketplane exceeded its maximum design speed of 6,600 feet per second (2,012 meters per second).
The maximum altitude was reached by Joe Walker, 22 August 1963, when he flew 56-6672 to 354,200 feet (107,960 meters).
The longest flight was flown by Neil Armstrong, 20 April 1962, with a duration of 12 minutes, 28.7 seconds.
The North American Aviation, Inc., X-15A-1, 56-6670, being brought into the Arts and Industries building, June 1969. (Smithsonian Institution Archives SI-A-4145-23-A)
North American Aviation X-15A-1 56-6670 is on display at the Smithsonian Institution National Air and Space Museum. X-15A-2 56-6671 is at the National Museum of the United States Air Force.
North American Aviation Inc./U.S. Air Force/NASA X-15A 56-6670, hypersonic research rocketplane on display at the National Air and Space Museum. (NASM)
In 2000, NASA awarded Dana its Milton O. Thompson Lifetime Achievement Award, and on 23 August 2005, he was presented NASA’s Civilian Astronaut wings for his two X-15 flights above 50 miles.
