Space Shuttle Challenger disaster
|Time||11:39:13 EST (16:39:13 UTC)|
|Date||January 28, 1986|
|Location||Atlantic Ocean, off the coast of Florida|
|Outcome||Grounding of the Space Shuttle fleet for nearly three years during which various safety measures, solid rocket booster redesign, and a new policy on management decision-making for future launches were implemented.|
The Space Shuttle Challenger disaster occurred on January 28, 1986, when the NASA Space Shuttle orbiter Challenger (OV-099) (mission STS-51-L) broke apart 73 seconds into its flight, leading to the deaths of its seven crew members, which included five NASA astronauts and two Payload Specialists. The spacecraft disintegrated over the Atlantic Ocean, off the coast of Cape Canaveral, Florida at 11:38 EST (16:38 UTC). Disintegration of the vehicle began after an O-ring seal in its right solid rocket booster (SRB) failed at liftoff. The O-ring failure caused a breach in the SRB joint it sealed, allowing pressurized burning gas from within the solid rocket motor to reach the outside and impinge upon the adjacent SRB aft field joint attachment hardware and external fuel tank. This led to the separation of the right-hand SRB's aft field joint attachment and the structural failure of the external tank. Aerodynamic forces broke up the orbiter.
The crew compartment and many other vehicle fragments were eventually recovered from the ocean floor after a lengthy search and recovery operation. The exact timing of the death of the crew is unknown; several crew members are known to have survived the initial breakup of the spacecraft. The shuttle had no escape system, and the impact of the crew compartment with the ocean surface was too violent to be survivable.
The disaster resulted in a 32-month hiatus in the shuttle program and the formation of the
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This article incorporates public domain material from websites or documents of the National Aeronautics and Space Administration.
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- Criticism of the Space Shuttle program
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A BBC docudrama titled The Challenger was broadcast on March 18, 2013, based on the last of Richard Feynman's autobiographical works, What Do You Care What Other People Think?. It stars William Hurt as Feynman.
An ABC television movie titled Challenger was broadcast on February 24, 1990. It starred Barry Bostwick as Scobee, Brian Kerwin as Smith, Joe Morton as McNair, Keone Young as Onizuka, Julie Fulton as Resnik, Richard Jenkins as Jarvis and Karen Allen as McAuliffe.
- a video recording by Jack Moss from the front yard of his house in Winter Haven, Florida, 80 miles (130 km) from Cape Canaveral
- a video recording by Ishbel and Hugh Searle on a plane leaving from Orlando International Airport, 50 miles (80 km) from Cape Canaveral, was posted by their daughter Victoria Searle on January 30, 2011 along with an interview taken on January 28, 2011 by Ishbel & Hugh Searle
- a video recording by Bob Karman from Orlando International Airport, 50 miles (80 km) from Cape Canaveral
- a Super 8 mm film recorded by then-19-year-old Jeffrey Ault of Orange City, Florida, at the Kennedy Space Center, 10 miles (16 km) from the launch
- a video recording by Lawrence Hebert of Electric Sky Films, filmed at the Kennedy Space Center, 10 miles (16 km) from the launch, uncovered in March 2012
- a video recording by Steven Virostek uncovered in May 2012
- a video recording by Michael and Frances VanKulick of Melbourne, Florida was made public in 2014.
The disaster is notable for the low amount of video documentation of the event. Until 2010, the live broadcast of the launch and subsequent disaster by CNN was the only known on-location video footage from within range of the launch site. More recently, as of March 15, 2014, seven other motion picture recordings of the event have become publicly available:
On August 7, 2015 English singer-songwriter Frank Turner released his sixth album Positive Songs for Negative People which includes the song "Silent Key". "Silent Key" nods to the rumor that the crew members were still attempting communication after the explosion, but the focus of the song is a message of hope rather than the sadder aspect of the rumor. The narrative of the song is an amateur ham radio operator hearing a transmission from Christa McAuliffe saying they were alive after the explosion.
On June 16 (June 29 in Europe), 2015, post-metal band Vattnett Viskar released a full-length album titled Settler which was largely inspired by the Challenger accident and Christa McAuliffe in particular. Guitarist Chris Alfieri stated in a June 17, 2015 interview with Decibel Magazine that, "Christa was from Concord, New Hampshire, the town that I live in. One of my first memories is the Challenger mission’s demise, so it’s a personal thing for me. But the album isn’t about the explosion, it's about everything else. Pushing to become something else, something better. A transformation, and touching the divine."
On July 4, 2014, clothing retailer American Apparel reblogged a photo of the Challenger disaster on its Tumblr account, along with the hashtags "#smoke" and "#clouds" as an apparent attempt to commemorate the American Independence Day. The post was quickly derided across social media. The photo was soon deleted and replaced with an apology and explanation, in which the company blamed the incident on an international social media employee who had been born after the disaster and mistook the photo for fireworks.
In December 2013 
In June 14, 2011, Christian electronic/dance pop singer Adam Young, through his electronica project, released a song about the Challenger incident on his third studio album All Things Bright and Beautiful
In 2009, Allan J. McDonald, former director of the Space Shuttle Solid Motor Rocket Project for Morton Thiokol, Inc. published his book "Truth Lies and O-Rings: Inside the Space Shuttle Challenger Disaster". Up to that point, no one directly involved in the decision to launch Challenger had published a memoir about the experience.
In 2004, President Congressional Space Medals of Honor to all 14 crew members lost in the Challenger and Columbia accidents.
The 1996 science fiction television series Space Cases is set on a spaceship known as the Christa, named in honor of Christa McAuliffe, described in the series as "an Earth teacher who died during the early days of space exploration."
In Cocoa, Brevard County, Florida (the county where Cape Canaveral and KSC are located), Challenger 7 Elementary School is named in memory of the seven crew members. There is also a middle school in neighboring Rockledge, McNair Magnet School, named after astronaut Ronald McNair. A middle school (formerly high school) in Mohawk, New York is named after Payload Specialist Gregory Jarvis. Another middle school in Boynton Beach, Florida, is named after deceased teacher Christa McAuliffe. There are also schools in Denver, Colorado, Saratoga, California, Lowell, Massachusetts, Houston, Texas, and Lenexa, Kansas, named in honor of Christa McAuliffe. The McAuliffe-Shepard Discovery Center, a science museum and planetarium in Concord, New Hampshire, is also partly named in her honor. There is also an elementary school in Germantown, Maryland, named after Christa McAuliffe as well as in Green Bay, Wisconsin and Hastings, Minnesota. The draw bridge over the barge canal on State Rd.3 on Merritt Island, Florida, is named the Christa McAuliffe Memorial Bridge. In Oxnard, Ca, McAuliffe Elementary School is named after Christa McAuliffe, and bears tribute to the crew of the Challenger flight in its logo, with an image of the Challenger shuttle and the motto "We Meet The Challenge." They crew and mission are also tributed by the schools mascot, The Challengers, and their saying "We Reach for the Stars."
An elementary school in Nogales, Arizona, commemorates the accident in name, Challenger Elementary School, and their school motto, "Reach for the sky". The suburbs of Seattle, Washington are home to Challenger Elementary School in Issaquah, Washington and Christa McAuliffe Elementary School in Sammamish, Washington. and Dick Scobee Elementary in Auburn, Washington. In San Diego, California, the next-opened public middle school in the San Diego Unified School District was named Challenger Middle School. The City of Palmdale, the birthplace of the entire shuttle fleet, and its neighbor City of Lancaster, California, both renamed 10th Street East, from Avenue M to Edwards Air Force Base, to Challenger Way in honor of the lost shuttle and its crew. This was the road that the Challenger, Enterprise, and Columbia all were towed along in their initial move from U.S. Air Force Plant 42 to Edwards AFB after completion since Palmdale airport had not yet installed the shuttle crane for placement of an orbiter on the 747 Shuttle Carrier Aircraft. In addition, the City of Lancaster has built Challenger Middle School, and Challenger Memorial Hall at the former site of the Antelope Valley Fairgrounds, all in tribute to the Challenger shuttle and crew. Another school was opened in Chicago, IL as the Sharon Christa McAuliffe Elementary school. The public Peers Park in Palo Alto, California features a "Challenger Memorial Grove" that includes redwood trees grown from seeds carried aboard Challenger in 1985. In Boise, ID, Boise High School has a memorial to the Challenger astrounauts. In 1986 in Webster, Texas, the "Challenger Seven Memorial Park" was also dedicated in remembrance of the event.
In Huntsville, Alabama, home of Marshall Space Flight Center, Challenger Elementary School, Challenger Middle School, and the future McNair Junior High School are all named in memory of the crew. (Huntsville has also named new schools posthumously in memory of each of the Apollo 1 astronauts and the final Space Shuttle Columbia crew.) Streets in a neighborhood established in the late-1980s in nearby Decatur are named in memory of each of the Challenger crew members (Onizuka excluded), as well as the three deceased Apollo 1 astronauts. Julian Harris Elementary School is located on McAuliffe Drive, and its mascot is the Challengers.
The Squadron "Challenger" 17 is an Air Force unit in the Texas A&M Corps of Cadets that emphasizes athletic and academic success in honor of the Challenger crew. The unit was established in 1992.
On the evening of April 5, 1986, the Rendez-vous Houston concert commemorated and celebrated the crew of the Challenger. It featured a live performance by musician Jean Michel Jarre, a friend of crew member Ron McNair. McNair was supposed to play the saxophone from space during the track "Last Rendez-Vous". It was to have become the first musical piece professionally recorded in space. His substitute for the concert was Houston native Kirk Whalum.
The families of the Challenger crew organized the non-profit organization.
STS-118 as a Mission Specialist in August 2007.
After the accident, NASA's Space Shuttle fleet was grounded for almost three years while the investigation, hearings, engineering redesign of the SRBs, and other behind-the-scenes technical and management reviews, changes, and preparations were taking place. At 11:37 on September 29, 1988, Space Shuttle Discovery lifted off with a crew of five from Kennedy Space Center pad 39-B. It carried a Tracking and Data Relay Satellite, TDRS-C (named TDRS-3 after deployment), which replaced TDRS-B, the satellite that was launched and lost on Challenger. The "Return to Flight" launch of Discovery also represented a test of the redesigned boosters, a shift to a more conservative stance on safety (e.g., it was the first time the crew had launched in pressure suits since STS-4, the last of the four initial Shuttle test flights), and a chance to restore national pride in the American space program, especially manned space flight. The mission, STS-26, was a success (with only two minor system failures, one of a cabin cooling system and one of a Ku-band antenna), and a regular schedule of STS flights followed, continuing without extended interruption until the 2003 Columbia disaster.
Continuation of the Shuttle Program
The Challenger disaster also provided a chance to see how traumatic events affected children's psyches. At least one psychological study has found that memories of the Challenger explosion were similar to memories of experiencing single, unrepeated traumas. The majority of children's memories of Challenger were often clear and consistent, and even things like personal placement such as who they were with or what they were doing when they heard the news were remembered well. In one U.S. study, children's memories were recorded and tested again. Children on the East Coast recalled the event easier than children on the West Coast, due to the time difference. Children on the East Coast either saw the explosion on TV while in school, or heard people talking about it. On the other side of the country, most children were either on their way to school, or just beginning their morning classes. Researchers found that those children who saw the explosion on TV had a more emotional connection to the event, and thus had an easier time remembering it. After one year the children's memories were tested, and those on the East Coast recalled the event better than their West Coast counterparts. Regardless of where they were when it happened, the Challenger explosion was still an important event that many children easily remembered.
However, Robison, a Rochester Institute of Technology professor, and Boisjoly vigorously repudiated Tufte's conclusions about the Morton Thiokol engineers' role in the loss of Challenger. First they say that the engineers didn't have the information available as Tufte claimed: "But they did not know the temperatures even though they did try to obtain that information. Tufte has not gotten the facts right even though the information was available to him had he looked for it." They further argue that Tufte "misunderstands thoroughly the argument and evidence the engineers gave". They also criticized Tufte's diagram as "fatally flawed by Tufte's own criteria. The vertical axis tracks the wrong effect, and the horizontal axis cites temperatures not available to the engineers and, in addition, mixes O-ring temperatures and ambient air temperature as though the two were the same."
Tufte has also argued that poor presentation of information may have also affected NASA decisions during the last flight of the space shuttle Columbia.
Information designer Edward Tufte has claimed that the Challenger accident is an example of the problems that can occur from the lack of clarity in the presentation of information. He argues that if Morton Thiokol engineers had more clearly presented the data that they had on the relationship between low temperatures and burn-through in the solid rocket booster joints, they might have succeeded in persuading NASA managers to cancel the launch. To demonstrate this, he took all of the data he claimed the engineers had presented during the briefing, and reformatted it onto a single graph of O-ring damage versus external launch temperature, showing the effects of cold on the degree of O-ring damage. Tufte then placed the proposed launch of Challenger on the graph according to its predicted temperature at launch. According to Tufte, the launch temperature of Challenger was so far beyond from the coldest launch with the worst damage ever seen to date, that even a casual observer could have determined that the risk of disaster was severe.
The Challenger accident has frequently been used as a case study in the study of subjects such as engineering safety, the ethics of whistle-blowing, communications, group decision-making, and the dangers of groupthink. It is part of the required readings for engineers seeking a professional license in Canada and other countries. Roger Boisjoly, the engineer who had warned about the effect of cold weather on the O-rings, left his job at Morton Thiokol and became a speaker on workplace ethics. He argues that the caucus called by Morton Thiokol managers, which resulted in a recommendation to launch, "constituted the unethical decision-making forum resulting from intense customer intimidation." For his honesty and integrity leading up to and directly following the shuttle disaster, Roger Boisjoly was awarded the Prize for Scientific Freedom and Responsibility from the American Association for the Advancement of Science. Many colleges and universities have also used the accident in classes on the ethics of engineering.
Use as case study
Following the day of the accident, press interest remained high. While only 535 reporters were accredited to cover the launch, three days later there were 1,467 reporters at Kennedy Space Center and another 1,040 at Johnson Space Center. The event made headlines in newspapers worldwide.
While the presence of New Hampshire's Christa McAuliffe, a member of the Teacher in Space program, on the Challenger crew had provoked some media interest, there was little live broadcast coverage of the launch. The only live national TV coverage available publicly was provided by CNN; although several radio networks were also live. NBC, CBC and ABC all broke into regular programing shortly after the accident with NBC's John Palmer announcing there had been "...a major problem..." with the launch. Both NBC and CBS reacted to cameras catching live video of an individual parachuting into the area where Challenger debris was falling with confusion and speculation that a crew member may have ejected from the shuttle and survived. The shuttle had no individual ejection seats and the parachuting individual was later identified as a para-rescuer jumping into the water as part of rescue and recovery contingencies. Due to McAuliffe's presence on the mission, NASA arranged for many US public schools to view the launch live on NASA TV. As a result, many who were schoolchildren in the US in 1986 did in fact have the opportunity to view the launch live. After the accident, however, 17 percent of respondents in one study reported that they had seen the shuttle launch, while 85 percent said that they had learned of the accident within an hour. As the authors of the paper reported, "only two studies have revealed more rapid dissemination [of news]." (One of those studies was of the spread of news in Dallas after President John F. Kennedy's assassination, while the other was the spread of news among students at Kent State regarding President Franklin D. Roosevelt's death.) Another study noted that "even those who were not watching television at the time of the disaster were almost certain to see the graphic pictures of the accident replayed as the television networks reported the story almost continuously for the rest of the day." Children were even more likely than adults to have seen the accident live, since many children—48 percent of nine to thirteen-year-olds, according to a New York Times poll—watched the launch at school.
After the Space Shuttle Columbia disaster in 2003, attention once again focused on the attitude of NASA management towards safety issues. The Columbia Accident Investigation Board (CAIB) concluded that NASA had failed to learn many of the lessons of Challenger. In particular, the agency had not set up a truly independent office for safety oversight; the CAIB felt that in this area, "NASA's response to the Rogers Commission did not meet the Commission's intent". The CAIB believed that "the causes of the institutional failure responsible for Challenger have not been fixed," saying that the same "flawed decision making process" that had resulted in the Challenger accident was responsible for Columbia's destruction seventeen years later.
Although changes were made by NASA after the Challenger accident, many commentators have argued that the changes in its management structure and organizational culture were neither deep nor long-lasting.
The unrealistically optimistic launch schedule pursued by NASA had been criticized by the Rogers Commission as a possible contributing cause to the accident. After the accident, NASA attempted to aim at a more realistic shuttle flight rate: it added another orbiter, Endeavour, to the space shuttle fleet to replace Challenger, and it worked with the Department of Defense to put more satellites in orbit using expendable launch vehicles rather than the shuttle. In August 1986, President Reagan also announced that the shuttle would no longer carry commercial satellite payloads. After a 32-month hiatus, the next shuttle mission, STS-26, was launched on September 29, 1988.
NASA also created a new Office of Safety, Reliability and Quality Assurance, headed as the commission had specified by a NASA associate administrator who reported directly to the NASA administrator. George Martin, formerly of Martin Marietta, was appointed to this position. Former Challenger flight director Jay Greene became chief of the Safety Division of the directorate.
In response to the commission's recommendation, NASA initiated a total redesign of the space shuttle's solid rocket boosters, which was watched over by an independent oversight group as stipulated by the commission. NASA's contract with Morton Thiokol, the contractor responsible for the solid rocket boosters, included a clause stating that in the event of a failure leading to "loss of life or mission," Thiokol would forfeit $10 million of its incentive fee and formally accept legal liability for the failure. After the Challenger accident, Thiokol agreed to "voluntarily accept" the monetary penalty in exchange for not being forced to accept liability.
When the disaster occurred, the Air Force had performed extensive modifications of its Space Launch Complex 6 (SLC-6, pronounced as "Slick Six") at Vandenberg Air Force Base in California, for launch and landing operations of classified Shuttle launches of satellites in polar orbit, and was planning its first polar flight for October 15, 1986. Originally built for the Manned Orbital Laboratory project cancelled in 1969, the modifications were proving problematic and expensive, costing over $4 billion. The Challenger loss motivated the Air Force to set in motion a chain of events that finally led to the May 13, 1988 decision to cancel its Vandenberg Shuttle launch plans, in favor of the Titan IV unmanned launch vehicle.
After the Challenger accident, further shuttle flights were suspended, pending the results of the Rogers Commission investigation. Whereas NASA had held an internal inquiry into the Apollo 1 fire in 1967, its actions after Challenger were more constrained by the judgment of outside bodies. The Rogers Commission offered nine recommendations on improving safety in the space shuttle program, and NASA was directed by President Reagan to report back within thirty days as to how it planned to implement those recommendations.
NASA and Air Force response
...the Committee feels that the underlying problem which led to the Challenger accident was not poor communication or underlying procedures as implied by the Rogers Commission conclusion. Rather, the fundamental problem was poor technical decision-making over a period of several years by top NASA and contractor personnel, who failed to act decisively to solve the increasingly serious anomalies in the Solid Rocket Booster joints.
The U.S. House Committee on Science and Technology also conducted hearings, and on October 29, 1986, released its own report on the Challenger accident. The committee reviewed the findings of the Rogers Commission as part of its investigation, and agreed with the Rogers Commission as to the technical causes of the accident. However, it differed from the committee in its assessment of the accident's contributing causes:
U.S. House Committee hearings
One of the commission's best-known members was theoretical physicist Richard Feynman. During a televised hearing, he famously demonstrated how the O-rings became less resilient and subject to seal failures at ice-cold temperatures by immersing a sample of the material in a glass of ice water. Feynman was critical of flaws in NASA's "safety culture", so much so that he threatened to remove his name from the report unless it included his personal observations on the reliability of the shuttle, which appeared as Appendix F. In the appendix, he argued that the estimates of reliability offered by NASA management were wildly unrealistic, differing as much as a thousandfold from the estimates of working engineers. "For a successful technology," he concluded, "reality must take precedence over public relations, for nature cannot be fooled." Feynman wrote that while other members of the Commission met with NASA and supplier top management he sought out the engineers and technicians. That is how he became aware of the O-ring problem. He also noted that one of the Commission's main worries concerned the type of leather binding in which to present the report to the President.
...failures in communication... resulted in a decision to launch 51-L based on incomplete and sometimes misleading information, a conflict between engineering data and management judgments, and a NASA management structure that permitted internal flight safety problems to bypass key Shuttle managers.— Rogers Commission Report Chapter V
More broadly, the report also considered the contributing causes of the accident. Most salient was the failure of both NASA and Morton Thiokol to respond adequately to the danger posed by the deficient joint design. Rather than redesigning the joint, they came to define the problem as an acceptable flight risk. The report found that managers at Marshall had known about the flawed design since 1977, but never discussed the problem outside their reporting channels with Thiokol—a flagrant violation of NASA regulations. Even when it became more apparent how serious the flaw was, no one at Marshall considered grounding the shuttles until a fix could be implemented. On the contrary, Marshall managers went as far as to issue and waive six launch constraints related to the O-rings. The report also strongly criticized the decision-making process that led to the launch of Challenger, saying that it was seriously flawed.
The Presidential Commission on the Space Shuttle Challenger Accident, also known as the Rogers Commission (after its chairman), was formed to investigate the disaster. The commission members were Chairman William P. Rogers, Vice Chairman Neil Armstrong, David Acheson, Eugene Covert, Richard Feynman, Robert Hotz, Donald Kutyna, Sally Ride, Robert Rummel, Joseph Sutter, Arthur Walker, Albert Wheelon, and Chuck Yeager. The commission worked for several months and published a report of its findings. It found that the Challenger accident was caused by a failure in the O-rings sealing a joint on the right solid rocket booster, which allowed pressurized hot gases and eventually flame to "blow by" the O-ring and make contact with the adjacent external tank, causing structural failure. The failure of the O-rings was attributed to a faulty design, whose performance could be too easily compromised by factors including the low temperature on the day of launch.
In the aftermath of the accident, NASA was criticized for its lack of openness with the press. The New York Times noted on the day after the accident that "neither Jay Greene, flight director for the ascent, nor any other person in the control room, was made available to the press by the space agency." In the absence of reliable sources, the press turned to speculation; both The New York Times and United Press International ran stories suggesting that a fault with the space shuttle external tank had caused the accident, despite the fact that NASA's internal investigation had quickly focused in on the solid rocket boosters. "The space agency," wrote space reporter William Harwood, "stuck to its policy of strict secrecy about the details of the investigation, an uncharacteristic stance for an agency that long prided itself on openness."
Due to the shuttle fleet being grounded, excess ammonium perchlorate that was manufactured as rocket fuel was kept on site at the Pacific Engineering and Production Company of Nevada (PEPCON) plant in Henderson, Nevada. This excess ammonium perchlorate later caught fire and the resulting explosion destroyed the PEPCON facility and the neighboring Kidd & Co marshmallow factory.
Several National Reconnaissance Office (NRO) satellites that only the shuttle could launch were grounded because of the accident, a dilemma NRO had feared since the 1970s when the shuttle was designated as the United States' primary launch system for all government and commercial payloads. NASA had difficulties with its own Titan rocket and Delta rocket programs, due to other unexpected rocket failures occurring before and after the Challenger disaster. On August 28, 1985, a Titan 34D carrying a KH-11 Kennan satellite exploded after liftoff over Vandenberg Air Force Base, when the first stage propellant motor failed. It was the first failure of a Titan missile since 1978. On April 18, 1986, another Titan 34D-9 carrying a classified payload, said to be a Big Bird spy satellite, exploded at about 830 feet above the pad after liftoff over Vandenberg AFB, when a burnthrough occurred on one of the rocket boosters. On May 3, 1986, a Delta 3914 carrying the GOES-G weather satellite exploded 71 seconds after liftoff over Cape Canaveral Air Force Station due to an electrical malfunction on the Delta's first stage, which prompted the range safety officer on the ground to decide to destroy the rocket, just as a few of the rocket's boosters were jettisoned. As a result of these three failures, NASA decided to cancel all Titan and Delta launches from Cape Canaveral and Vandenberg for four months until the problem in the rockets' designs were solved.
The remains of the crew that were identifiable were returned to their families on April 29, 1986. Three of the crew members, Judith Resnik, Dick Scobee, and Capt. Michael J. Smith, were buried by their families at Arlington National Cemetery at individual grave sites. Mission Specialist Lt Col Ellison Onizuka was buried at the National Memorial Cemetery of the Pacific in Honolulu, Hawaii. Unidentified crew remains were buried communally at the Space Shuttle Challenger Memorial in Arlington on May 20, 1986.
All recovered non-organic debris from Challenger was ultimately buried in a former missile silo at Cape Canaveral Air Force Station Launch Complex 31.
On board Challenger was an American flag, dubbed the Challenger flag, that was sponsored by Boy Scout Troop 514 of Monument, Colorado. It was recovered intact, still sealed in its plastic container.
Most of the initially-considered failure modes were soon ruled out and by May 1, enough of the right solid rocket booster had been recovered to determine the original cause of the accident, and the major salvage operations were concluded. While some shallow-water recovery efforts continued, this was unconnected with the accident investigation; it aimed to recover debris for use in NASA's studies of the properties of materials used in spacecraft and launch vehicles. The recovery operation was able to pull 15 short tons (14 t) of debris from the ocean; 55% of Challenger, 5% of the crew cabin and 65% of the satellite cargo is still missing. Some of the missing debris continued to wash up on Florida shores for some years, such as on December 17, 1996, nearly 11 years after the incident, when two large pieces of the shuttle were found at Cocoa Beach. Under 18 U.S.C. § 641 it is against the law to be in possession of Challenger debris, and any newly discovered pieces must be turned over to NASA.
Telemetry proved that the right SRB, after the failure of the lower struts, had come loose and started striking the external tank. However, the exact point where the struts broke could not be determined from film of the launch, nor were the struts or the adjacent section of the external tank recovered during salvage operations. Based on the location of the rupture in the right SRB, the P12 strut most likely failed first. The SRB's nose cone also exhibited some impact damage from this behavior (for comparison, the left SRB nose cone had no damage at all) and the intertank region had signs of impact damage as well. In addition, the orbiter's right wing had impact and burn damage from the right SRB colliding with it following vehicle breakup.
The solid rocket booster debris had no signs of explosion (other than the Range Safety charges splitting the casings open), or propellant debonding/cracking. There was no question about the RSO manually destroying the SRBs following vehicle breakup, so the idea of the destruct charges accidentally detonating was ruled out. Premature separation of the SRBs from the stack or inadvertent activation of the recovery system was also considered, but telemetry data quickly disproved that idea. Nor was there any evidence of in-flight structural failure since visual and telemetry evidence showed that the SRBs remained structurally intact up to and beyond vehicle breakup. The aft field joint on the right SRB did show extensive burn damage.
Other recovered orbiter components showed no indication of pre-breakup malfunction. Recovered parts of the TDRSS satellite also did not disclose any abnormalities other than damage caused by vehicle breakup, impact, and immersion in salt water. The solid rocket motor boost stage for the payload had not ignited either and was quickly ruled out as a cause of the accident.
The three shuttle main engines were found largely intact and still attached to the thrust assembly despite extensive damage from impact with the ocean, marine life, and immersion in salt water. They had considerable heat damage due to a LOX-rich shutdown caused by the drop in hydrogen fuel pressure as the external tank began to fail. The memory units from Engines 1 and 2 were recovered, cleaned, and their contents analyzed, which confirmed normal engine operation until LH2 starvation began starting at T+72 seconds. Loss of fuel pressure and rising combustion chamber temperatures caused the computers to shut off the engines. Since there was no evidence of abnormal SSME behavior until 72 seconds, the engines were ruled out as a contributing factor in the accident.
It had been suggested early in the investigation that the accident was caused by inadvertent detonation of the Range Safety destruct charges on the external tank, but the charges were recovered mostly intact and a quick overview of telemetry data immediately ruled out that theory.
The crew transfer took place on April 29, 1986, three months and one day after the accident. Seven hearses carried the crew's remains from the Life Sciences Facility on Cape Canaveral, to a waiting MAC C-141 aircraft. Their caskets were each draped with an American flag and carried past an honor guard and followed by an astronaut escort. The astronaut escorts for the Challenger crew were: Dan Brandenstein, Jim Buckley, Norm Thagard, Charles Bolden, Tammy Jernigan, Dick Richards, and Loren Shriver. Once the crew's remains were aboard the jet, they were flown to Dover Air Force Base in Delaware to be processed and then released to their relatives.
Navy pathologists performed autopsies on the crew members, but due to the poor condition of the bodies, no exact cause of death could be determined for any of them.
During the recovery of the remains of the crew, Gregory Jarvis's body floated out of the shattered crew compartment and was lost to the diving team. A day later, his body was seen floating on the ocean's surface. It sank as a team prepared to pull him from the water. Determined to not end the recovery operations without retrieving Jarvis, astronaut Robert Crippen rented a fishing boat with his own money and went searching for the body. On April 15, near the end of the salvage operations, the Navy divers found Jarvis. His body had settled 101.2 feet below the water on the sea floor, some 0.7 nautical miles from the final resting place of the crew compartment. He was recovered and brought to the surface before being processed with the other crew members and then prepared for release to his family.
Inside the twisted debris of the crew cabin were the bodies of the astronauts, which were nearly unrecognizable after ten weeks of immersion in salt water and scavenging marine life. Their remains were in a semi-liquified state that bore little resemblance to anything living. Judy Resnik was the first to be removed, followed by Christa McAuliffe. More bodies and fragments of bodies were retrieved over several hours. Because the cabin was extremely hazardous, with large pieces of jagged metal protruding everywhere, the Navy divers protested that they would not go on with the operation unless it was dredged up and hauled onto ship deck.
The search and rescue operations that took place in the first week after the Challenger accident were managed by the Department of Defense on behalf of NASA, with assistance from the United States Coast Guard, and mostly involved surface searches. According to the Coast Guard, "the operation was the largest surface search in which they had participated." This phase of operations lasted until February 7. In order to discourage scavengers, NASA did not disclose the exact location of the debris field, instead referring to it by the cryptic code name "Area 37". However, this was impossible to keep secret for any length of time and Radio Shacks in the Cape Canaveral area were soon completely sold out of radios that could tune into the frequency used by Coast Guard vessels. Thereafter, recovery efforts were managed by a Search, Recovery, and Reconstruction team; its aim was to salvage debris that would help in determining the cause of the accident. Sonar, divers, remotely operated submersibles and manned submersibles were all used during the search, which covered an area of 480 nautical miles (890 km), and took place at depths of up to 370 meters (1,210 ft). On March 7, divers from the USS Preserver identified what might be the crew compartment on the ocean floor. The finding, along with discovery of the remains of all seven crew members, was confirmed the next day and on March 9, NASA announced the finding to the press. The crew cabin was severely crushed and fragmented from the extreme impact forces; one member of the search team described it as "largely a pile of rubble with wires protruding from it". The largest intact section was the rear wall containing the two payload bay windows and the airlock. All windows in the cabin had been destroyed, with only small bits of glass still attached to the frames. Impact forces appeared to be greatest on the left side, indicating that it had struck the water in a nose-down, left-end first position.
In the first minutes after the accident, recovery efforts were begun by NASA's Launch Recovery Director, who ordered the ships normally used by NASA for recovery of the solid rocket boosters to be sent to the location of the water impact. Search and rescue aircraft were also dispatched. At this stage, however, debris was still falling, and the Range Safety Officer (RSO) held both aircraft and ships out of the impact area until it was considered safe for them to enter. It was about an hour until the RSO allowed the recovery forces to begin their work.
Recovery of debris
President Reagan would further mention the Challenger crew members at the beginning of his State of the Union address on February 4.
It was attended by 6,000 NASA employees and 4,000 guests, as well as by the families of the crew. During the ceremony, an Air Force band led the singing of "God Bless America" as NASA T-38 Talon jets flew directly over the scene, in the traditional missing-man formation. All activities were broadcast live by the national television networks.
Sometimes, when we reach for the stars, we fall short. But we must pick ourselves up again and press on despite the pain.
We will never forget them, nor the last time we saw them, this morning, as they prepared for their journey and waved goodbye and 'slipped the surly bonds of Earth' to 'touch the face of God.'
On the night of the disaster, President Ronald Reagan had been scheduled to give his annual State of the Union address. He initially announced that the address would go on as scheduled, but then postponed the State of the Union address for a week and instead gave a national address on the Challenger disaster from the Oval Office of the White House. It was written by Peggy Noonan, and was listed as one of the most significant speeches of the 20th century in a survey of 137 communication scholars. It finished with the following statement, which quoted from the poem "High Flight" by John Gillespie Magee, Jr.:
After the loss of Challenger, the question was re-opened, and NASA considered several different options, including ejector seats, tractor rockets and emergency egress through the bottom of the orbiter. However, NASA once again concluded that all of the launch escape systems considered would be impractical due to the sweeping vehicle modifications that would have been necessary and the resultant limitations on crew size. A system was designed to give the crew the option to leave the shuttle during gliding flight; however, this system would not have been usable in the Challenger situation.
During powered flight of the space shuttle, crew escape was not possible. Launch escape systems were considered several times during shuttle development, but NASA's conclusion was that the shuttle's expected high reliability would preclude the need for one. Modified SR-71 Blackbird ejection seats and full pressure suits were used on the first four shuttle orbital missions, which were considered test flights, but they were removed for the "operational" missions that followed. (The Columbia Accident Investigation Board later declared, after the 2003 Columbia re-entry disaster, that the space shuttle system should never have been declared operational because it is experimental by nature due to the limited number of flights as compared to certified commercial aircraft.) Providing a launch escape system for larger crews was considered undesirable due to "limited utility, technical complexity and excessive cost in dollars, weight or schedule delays."
Prospect of crew escape
Some experts believe most if not all of the crew were alive and possibly conscious during the entire descent until impact with the ocean. Astronaut and NASA lead accident investigator Robert Overmyer said, "I not only flew with Dick Scobee, we owned a plane together, and I know Scob did everything he could to save his crew. Scob fought for any and every edge to survive. He flew that ship without wings all the way down... they were alive."
The findings are inconclusive. The impact of the crew compartment with the ocean surface was so violent that evidence of damage occurring in the seconds which followed the disintegration was masked. Our final conclusions are:
- the cause of death of the Challenger astronauts cannot be positively determined;
- the forces to which the crew were exposed during Orbiter breakup were probably not sufficient to cause death or serious injury; and
- the crew possibly, but not certainly, lost consciousness in the seconds following Orbiter breakup due to in-flight loss of crew module pressure.
On July 28, 1986, NASA's Associate Administrator for Space Flight, former astronaut Richard H. Truly, released a report on the deaths of the crew from the director of Space and Life Sciences at the Johnson Space Center, Joseph P. Kerwin. A medical doctor and former astronaut, Kerwin was a veteran of the 1973 Skylab 2 mission. According to the Kerwin Report:
NASA routinely trained shuttle crews for splashdown events, but the cabin hit the ocean surface at roughly 207 mph (333 km/h), with an estimated deceleration at impact of well over 200 g, far beyond the structural limits of the crew compartment or crew survivability levels, and far greater than almost any automobile, aircraft, or train accident.
Whether the crew members remained conscious long after the breakup is unknown, and largely depends on whether the detached crew cabin maintained pressure integrity. If it did not, the time of useful consciousness at that altitude is just a few seconds; the PEAPs supplied only unpressurized air, and hence would not have helped the crew to retain consciousness. If, on the other hand, the cabin was not depressurized or only slowly depressurizing, they may have been conscious for the entire fall until impact. Recovery of the cabin found that the middeck floor had not suffered buckling or tearing like would result from a rapid decompression, thus providing some evidence that the depressurization may have not happened all at once.
While analyzing the wreckage, investigators discovered that several electrical system switches on Pilot Mike Smith's right-hand panel had been moved from their usual launch positions. Fellow astronaut Richard Mullane wrote, "These switches were protected with lever locks that required them to be pulled outward against a spring force before they could be moved to a new position." Later tests established that neither force of the explosion nor the impact with the ocean could have moved them, indicating that Smith made the switch changes, presumably in a futile attempt to restore electrical power to the cockpit after the crew cabin detached from the rest of the orbiter.
At least some of the crew were likely alive and at least briefly conscious after the breakup, as three of the four recovered Personal Egress Air Packs (PEAPs) on the flight deck were found to have been activated. Investigators found their remaining unused air supply roughly consistent with the expected consumption during the 2 minute 45 second post-breakup trajectory.
The crew cabin, made of reinforced aluminum, was a particularly robust section of the shuttle. During vehicle breakup, it detached in one piece and slowly tumbled into a ballistic arc. NASA estimated the load factor at separation to be between 12 and 20 g; within two seconds it had already dropped to below 4 g and within 10 seconds the cabin was in free fall. The forces involved at this stage were likely insufficient to cause major injury.
Cause and time of death
Nesbitt relayed this information to the public: "We have a report from the Flight Dynamics Officer that the vehicle has exploded. The flight director confirms that. We are looking at checking with recovery forces to see what can be done at this point."
On the Mission Control loop, Greene ordered that contingency procedures be put into effect; these procedures included locking the doors of the control center, shutting down telephone communications with the outside world, and following checklists that ensured that the relevant data were correctly recorded and preserved.
Public affairs officer Steve Nesbitt reported: "Flight controllers here looking very carefully at the situation. Obviously a major malfunction. We have no downlink."
At T+110.250, the Range Safety Officer (RSO) at the Cape Canaveral Air Force Station sent radio signals that activated the range safety system's "destruct" packages on board both solid rocket boosters. This was a normal contingency procedure, undertaken because the RSO judged the free-flying SRBs a possible threat to land or sea. The same destruct signal would have destroyed the External Tank had it not already disintegrated. The SRBs were close to the end of their scheduled burn (T+110 seconds after launch) and had nearly exhausted their propellants when the destruct command was sent, so very little, if any explosive force was generated by this event.
In Mission Control, there was a burst of static on the air-to-ground loop as Challenger disintegrated. Television screens showed a cloud of smoke and water vapor (the product of hydrogen combustion) where Challenger had been, with pieces of debris falling toward the ocean. At about T+89, flight director Jay Greene prompted his Flight Dynamics Officer (FIDO) for information. FIDO responded that "...the (radar) filter has discreting sources", a further indication that Challenger had broken into multiple pieces. A minute later, the ground controller reported "negative contact (and) loss of downlink" of radio and telemetry data from Challenger. Greene ordered his team to "watch your data carefully" and look for any sign that the Orbiter had escaped.
Post-breakup flight controller dialogue
The Thiokol engineers who had opposed the decision to launch were watching the events on television. They had believed that any O-ring failure would have occurred at liftoff, and thus were happy to see the shuttle successfully leave the launch pad. At about one minute after liftoff, a friend of Boisjoly said to him "Oh God. We made it. We made it!" Boisjoly recalled that when the shuttle was destroyed a few seconds later, "we all knew exactly what happened."
The more robustly-constructed crew cabin also survived the breakup of the launch vehicle; while the SRBs were subsequently destroyed remotely by the Range Safety Officer, the detached cabin continued along a ballistic trajectory and was observed exiting the cloud of gases at T+75.237. Twenty-five seconds after the breakup of the vehicle, the altitude of the crew compartment peaked at a height of 65,000 feet (20 km).
The breakup of the vehicle began at T+73.162 seconds and at an altitude of 48,000 feet (15 km). With the external tank disintegrating (and with the semi-detached right SRB contributing its thrust on an anomalous vector), Challenger veered from its correct attitude with respect to the local airflow, resulting in a load factor of up to 20 (or 20 g), well over its design limit of 5 g and was quickly ripped apart by abnormal aerodynamic forces (contrary to popular belief, the orbiter did not explode as the force of the external tank breakup was well within its structural limits). The two SRBs, which could withstand greater aerodynamic loads, separated from the ET and continued in uncontrolled powered flight. The SRB casings were made of half-inch (12.7 mm) thick steel and were much stronger than the orbiter and ET; thus, both SRBs survived the breakup of the space shuttle stack, even though the right SRB was still suffering the effects of the joint burn-through that had set the destruction of Challenger in motion.
At T+73.124, the aft dome of the liquid hydrogen tank failed, producing a propulsive force that rammed the hydrogen tank into the liquid oxygen tank in the forward part of the ET. At the same time, the right SRB rotated about the forward attach strut, and struck the intertank structure. The external tank at this point suffered a complete structural failure, the LH2 and LOX tanks rupturing, mixing, and igniting, creating a huge fireball that enveloped the whole stack.
At T+72.284, the right SRB pulled away from the aft strut attaching it to the external tank. Later analysis of telemetry data showed a sudden lateral acceleration to the right at T+72.525, which may have been felt by the crew. The last statement captured by the crew cabin recorder came just half a second after this acceleration, when Pilot Michael J. Smith said "Uh-oh." Smith may also have been responding to onboard indications of main engine performance, or to falling pressures in the external fuel tank.
At this stage the situation still seemed normal both to the crew and to flight controllers. At T+68, the CAPCOM Richard O. Covey informed the crew that they were "go at throttle up", and Commander Dick Scobee confirmed the call. His response, "Roger, go at throttle up," was the last communication from Challenger on the air-to-ground loop.
At T+64.660, the plume suddenly changed shape, indicating that a leak had begun in the liquid hydrogen tank, located in the aft portion of the external tank. The nozzles of the main engines pivoted under computer control to compensate for the unbalanced thrust produced by the booster burn-through. The pressure in the shuttle's external liquid hydrogen tank began to drop at T+66.764, indicating the effect of the leak.
Within a second, the plume became well defined and intense. Internal pressure in the right SRB began to drop because of the rapidly enlarging hole in the failed joint, and at T+60.238 there was visual evidence of flame burning through the joint and impinging on the external tank.
At T+58.788, a tracking film camera captured the beginnings of a plume near the aft attach strut on the right SRB. Unknown to those on Challenger or in Houston, hot gas had begun to leak through a growing hole in one of the right-hand SRBs joints. The force of the wind shear shattered the temporary oxide seal that had taken the place of the damaged O-rings, removing the last barrier to flame rushing through the joint. Had it not been for the wind shear, the fortuitous oxide seal might have held through booster burnout.
Beginning at about T+37 and for 27 seconds, the shuttle experienced a series of wind shear events that were stronger than on any previous flight.
As the vehicle cleared the tower, the SSMEs were operating at 104% of their rated maximum thrust, and control switched from the Launch Control Center (LCC) at Kennedy to the Mission Control Center (MCC) at Johnson Space Center in Houston, Texas. To prevent aerodynamic forces from structurally overloading the orbiter, at T+28 the SSMEs began throttling down to limit the velocity of the shuttle in the dense lower atmosphere, as per normal operating procedure. At T+35.379, the SSMEs throttled back further to the planned 65%. Five seconds later, at about 5,800 metres (19,000 ft), Challenger passed through Mach 1. At T+51.860, the SSMEs began throttling back up to 104% as the vehicle passed beyond Max Q, the period of maximum aerodynamic pressure on the vehicle.
On the morning of the disaster, the primary O-ring had become so hard due to the cold that it could not seal in time. The secondary O-ring was not in its seated position due to the metal bending. There was now no barrier to the gases, and both O-rings were vaporized across 70 degrees of arc. However, aluminum oxides from the burned solid propellant sealed the damaged joint, temporarily replacing the O-ring seal before actual flame rushed through the joint.
While extrusion was taking place, hot gases leaked past (a process called "blow-by"), damaging the O-rings until a seal was made. Investigations by Morton-Thiokol engineers determined that the amount of damage to the O-rings was directly related to the time it took for extrusion to occur, and that cold weather, by causing the O-rings to harden, lengthened the time of extrusion. (The redesigned SRB field joint used subsequent to the Challenger accident used an additional interlocking mortise and tang with a third O-ring, mitigating blow-by.)
Later review of launch film showed that at T+0.678, strong puffs of dark gray smoke were emitted from the right-hand SRB near the aft strut that attaches the booster to the ET. The last smoke puff occurred at about T+2.733. The last view of smoke around the strut was at T+3.375. It was later determined that these smoke puffs were caused by the opening and closing of the aft field joint of the right-hand SRB. The booster's casing had ballooned under the stress of ignition. As a result of this ballooning, the metal parts of the casing bent away from each other, opening a gap through which hot gases—above 5,000 °F (2,760 °C)—leaked. This had occurred in previous launches, but each time the primary O-ring had shifted out of its groove and formed a seal. Although the SRB was not designed to function this way, it appeared to work well enough, and Morton-Thiokol changed the design specs to accommodate this process, known as extrusion.
The Space Shuttle main engines (SSMEs) are ignited at T-6.6 seconds. The SSME's are liquid-fueled and can be safely shut down (and the launch aborted if necessary) until the Solid Rocket Boosters are ignited at T=0, (which was at 11:38:00.010 EST) and the hold-down bolts are released with explosives, freeing the vehicle from the pad. At lift off, the three SSMEs were at 100% of their original rated performance, and began throttling up to 104% under computer control. With the first vertical motion of the vehicle, the gaseous hydrogen vent arm retracted from the External Tank (ET) but failed to latch back. Review of film shot by pad cameras showed that the arm did not re-contact the vehicle, and thus it was ruled out as a contributing factor in the accident. The post-launch inspection of the pad also revealed that kick springs on four of the hold-down bolts were missing, but they were similarly ruled out as a possible cause.
The following account of the accident is derived from real time telemetry data and photographic analysis, as well as from transcripts of air-to-ground and mission control voice communications. All times are given in seconds after launch and correspond to the telemetry time-codes from the closest instrumented event to each described event.
Liftoff and initial ascent
January 28 launch and failure
The temperature on the day of the launch was far lower than had been the case with previous launches: below freezing at 28 to 29 °F (−2.2 to −1.7 °C); previously, the coldest launch had been at 53 °F (12 °C). Although the Ice Team had worked through the night removing ice, engineers at Rockwell still expressed concern. Rockwell engineers watching the pad from their headquarters in Downey, California, were horrified when they saw the amount of ice. They feared that during launch, ice might be shaken loose and strike the shuttle's thermal protection tiles, possibly due to the aspiration induced by the jet of exhaust gas from the SRBs. Rocco Petrone, the head of Rockwell's space transportation division, and his colleagues viewed this situation as a launch constraint, and told Rockwell's managers at the Cape that Rockwell could not support a launch. However, Rockwell's managers at the Cape voiced their concerns in a manner that led Houston-based mission manager Arnold Aldrich to go ahead with the launch. Aldrich decided to postpone the shuttle launch by an hour to give the Ice Team time to perform another inspection. After that last inspection, during which the ice appeared to be melting, Challenger was finally cleared to launch at 11:38 am EST.
The Thiokol engineers had also argued that the low overnight temperatures (18 °F or −8 °C the evening prior to launch) would almost certainly result in SRB temperatures below their redline of 40 °F (4 °C). Ice had accumulated all over the launch pad, raising concerns that ice could damage the shuttle upon lift-off. The Kennedy Ice Team inadvertently pointed an infrared camera at the aft field joint of the right SRB and found the temperature to be only 8 °F (−13 °C). This was believed to be the result of supercooled air blowing on the joint from the liquid oxygen tank vent. It was much lower than the air temperature and far below the design specifications for the O-rings. However, the 8 °F (−13 °C) reading was later determined to be erroneous, the error caused by not following the temperature probe manufacturer's instructions. Tests and adjusted calculations later confirmed that the temperature of the joint was not substantially different from the ambient temperature.
NASA did not know of Thiokol's earlier concerns about the effects of the cold on the O-rings, and did not understand that Rockwell International, the shuttle's prime contractor, viewed the large amount of ice present on the pad as a constraint to launch. Due to NASA's opposition, Thiokol management reversed itself and recommended that the launch proceed as scheduled.
Thiokol management initially supported its engineers' recommendation to postpone the launch, but NASA staff opposed a delay. During the conference call, Hardy told Thiokol, "I am appalled. I am appalled by your recommendation." Mulloy said, "My God, Thiokol, when do you want me to launch — next April?" One argument by NASA personnel contesting Thiokol's concerns was that if the primary O-ring failed, the secondary O-ring would still seal. This was unproven, and was in any case an argument that did not apply to a "Criticality 1" component. As astronaut Sally Ride stated when questioning NASA managers before the Rogers Commission, it is forbidden to rely on a backup for a "Criticality 1" component. The backup is there solely to provide redundancy in case of unforeseen failure, not to replace the primary component.
Forecasts for January 28 predicted an unusually cold morning, with temperatures close to 31 °F (−1 °C), the minimum temperature permitted for launch. The low temperatures had prompted concerns from Thiokol engineers. At a teleconference on the evening of January 27, Thiokol engineers and managers discussed the weather conditions with NASA managers from Kennedy Space Center and Marshall Space Flight Center. Several engineers (most notably Roger Boisjoly) re-expressed their concerns about the effect of low temperatures on the resilience of the rubber O-rings that sealed the joints of the SRBs, and recommended a launch postponement. They argued that they did not have enough data to determine whether the joints would properly seal if the O-rings were colder than 53 °F (12 °C). This was an important consideration, since the SRB O-rings had been designated as a "Criticality 1" component, meaning that there was no backup if both the primary and secondary O-rings failed, and their failure would destroy the Orbiter and kill its crew.
Thiokol-NASA conference call
The launch was delayed the next day, due to problems with the exterior access hatch. First, one of the micro-switch indicators, used to verify that the hatch was safely locked, malfunctioned. Then, a stripped bolt prevented the closeout crew from removing a closing fixture from the orbiter's hatch. By the time repair personnel had sawed the fixture off, crosswinds at the Shuttle Landing Facility exceeded the limits for a Return to Launch Site (RTLS) abort. While the crew waited for winds to die down, the launch window expired, forcing yet another scrub.
Challenger was originally set to launch from KSC in Florida at 14:42 Eastern Standard Time (EST) on January 22. Delays in the previous mission, STS-61-C, caused the launch date to be moved to January 23 and then to January 24. The launch was then rescheduled to January 25 due to bad weather at the Transoceanic Abort Landing (TAL) site in Dakar, Senegal. NASA decided to use Casablanca as the TAL site, but because it was not equipped for night landings, the launch had to be moved to the morning (Florida time). Predictions of unacceptable weather at KSC on January 26, caused the launch to be rescheduled for 09:37 EST on January 27.
By 1985, Marshall and Thiokol realized that they had a potentially catastrophic problem on their hands. They began the process of redesigning the joint with three inches (76 mm) of additional steel around the tang. This tang would grip the inner face of the joint and prevent it from rotating. They did not call for a halt to shuttle flights until the joints could be redesigned, but rather treated the problem as an acceptable flight risk. For example, Lawrence Mulloy, Marshall's manager for the SRB project since 1982, issued and waived launch constraints for six consecutive flights. Thiokol even went as far as to persuade NASA to declare the O-ring problem "closed". Donald Kutyna, a member of the Rogers Commission, later likened this situation to an airline permitting one of its planes to continue to fly despite evidence that one of its wings was about to fall off.
Evidence of serious O-ring erosion was present as early as the second space shuttle mission, STS-2, which was flown by Columbia. Contrary to NASA regulations, the Marshall Center did not report this problem to senior management at NASA, but opted to keep the problem within their reporting channels with Thiokol. Even after the O-rings were redesignated as "Criticality 1"—meaning that their failure would result in the destruction of the Orbiter—no one at Marshall suggested that the shuttles be grounded until the flaw could be fixed. During the investigation Sally Ride told Richard Feynman that the O-rings were not tested at temperatures below 50 °F (10 °C).
 Engineers at the
During the Space Shuttle design process, a McDonnell Douglas report in September 1971 discussed the safety record of solid rockets. While a safe abort was possible after most types of failures, one was especially dangerous: a burnthrough by hot gases of the rocket's casing. The report stated that "if burnthrough occurs adjacent to [liquid hydrogen/oxygen] tank or orbiter, timely sensing may not be feasible and abort not possible", accurately foreshadowing the Challenger accident. Morton Thiokol was the contractor responsible for the construction and maintenance of the shuttle's SRBs. As originally designed by Thiokol, the O-ring joints in the SRBs were supposed to close more tightly due to forces generated at ignition, but a 1977 test showed that when pressurized water was used to simulate the effects of booster combustion, the metal parts bent away from each other, opening a gap through which gases could leak. This phenomenon, known as "joint rotation," caused a momentary drop in air pressure. This made it possible for combustion gases to erode the O-rings. In the event of widespread erosion, a flame path could develop, causing the joint to burst—which would have destroyed the booster and the shuttle.
Each of the Space Shuttle's two Solid Rocket Boosters (SRBs) was constructed of seven sections, six of which were permanently joined in pairs at the factory. For each flight, the four resulting segments were then assembled in the Vehicle Assembly Building at Kennedy Space Center (KSC), with three field joints. The factory joints were sealed with asbestos-silica insulation applied over the joint, while each field joint was sealed with two rubber O-rings. (After the destruction of Challenger, the number of O-rings per field joint was increased to three.) The seals of all of the SRB joints were required to contain the hot, high-pressure gases produced by the burning solid propellant inside, thus forcing them out of the nozzle at the aft end of each rocket.
- O-ring concerns 1
Pre-launch conditions 2
- Delays 2.1
- Thiokol-NASA conference call 2.2
- Ice 2.3
January 28 launch and failure 3
- Liftoff and initial ascent 3.1
- Plume 3.2
- Vehicle breakup 3.3
- Post-breakup flight controller dialogue 3.4
- Cause and time of death 3.5
- Prospect of crew escape 3.6
- Tributes 4.1
- Recovery of debris 4.2
- Funeral ceremonies 4.3
- NASA crisis 4.4
- Rogers Commission 5.1
- Richard Feynman 5.2
- U.S. House Committee hearings 5.3
NASA and Air Force response 6
- Media coverage 6.1
- Use as case study 6.2
- Continuation of the Shuttle Program 6.3
- Legacy 7
- Video documentation 8
- Film 9
- See also 10
- Notes 11
- References 12
- Further reading 13
- External links 14
Approximately 17 percent of Americans witnessed the launch live because of the presence of Payload Specialist Christa McAuliffe, who would have been the first teacher in space. Media coverage of the accident was extensive: one study reported that 85 percent of Americans surveyed had heard the news within an hour of the accident. The Challenger disaster has been used as a case study in many discussions of engineering safety and workplace ethics.
As a result of the disaster, the Air Force decided to cancel its plans to use the Shuttle for classified military satellite launches from Vandenberg Air Force Base in California, deciding to use the Titan IV instead.
What the Rogers Commission report did not highlight was that the vehicle was never certified to operate in temperatures that low. The O-rings, as well as many other critical components, had no test data to support any expectation of a successful launch in such conditions. Bob Ebeling from Thiokol delivered a biting analysis: "[W]e're only qualified to 40 degrees ...'what business does anyone even have thinking about 18 degrees, we're in no man's land.'"
") from engineers about the dangers of launching, posed by the low temperatures of that morning, and failed to adequately report these technical concerns to their superiors. go fever's design of the SRBs contained a potentially catastrophic flaw in the O-rings since 1977, but failed to address it properly. They also disregarded warnings (an example of "Morton Thiokol NASA managers had known contractor