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I watched it live, and has been forever embedded in my memory...

1986
January 28
The space shuttle Challenger explodes after liftoff

At 11:38 a.m. EST, on January 28, 1986, the space shuttle Challenger lifts off from Cape Canaveral, Florida, and Christa McAuliffe is on her way to becoming the first ordinary U.S. civilian to travel into space. McAuliffe, a 37-year-old high school social studies teacher from New Hampshire, won a competition that earned her a place among the seven-member crew of the Challenger. She underwent months of shuttle training but then, beginning January 23, was forced to wait six long days as the Challenger‘s launch countdown was repeatedly delayed because of weather and technical problems. Finally, on January 28, the shuttle lifted off.

Seventy-three seconds later, hundreds on the ground, including Christa’s family, stared in disbelief as the shuttle broke up in a forking plume of smoke and fire. Millions more watched the wrenching tragedy unfold on live television. There were no survivors.

READ MORE: 5 Things You May Not Know About the Challenger Shuttle

In 1976, the National Aeronautics and Space Administration (NASA) unveiled the world’s first reusable manned spacecraft, the Enterprise. Five years later, space flights of the shuttle began when Columbia traveled into space on a 54-hour mission. Launched by two solid-rocket boosters and an external tank, only the aircraft-like shuttle entered into orbit around Earth. When the mission was completed, the shuttle fired engines to reduce speed and, after descending through the atmosphere, landed like a glider. Early shuttles took satellite equipment into space and carried out various scientific experiments. The Challenger disaster was the first major shuttle accident.

Ronald Reagan appointed a special commission to determine what went wrong with Challenger and to develop future corrective measures. The presidential commission was headed by former secretary of state William Rogers, and included former astronaut Neil Armstrong and former test pilot Chuck Yeager. The investigation determined that the disaster was caused by the failure of an “O-ring” seal in one of the two solid-fuel rockets. The elastic O-ring did not respond as expected because of the cold temperature at launch time, which began a chain of events that resulted in the massive loss. As a result, NASA did not send astronauts into space for more than two years as it redesigned a number of features of the space shuttle.

READ MORE: Reagan Delayed the 1986 State of the Union to Mourn the Challenger Disaster

In September 1988, space shuttle flights resumed with the successful launching of the Discovery. Since then, the space shuttle has carried out numerous important missions, such as the repair and maintenance of the Hubble Space Telescope and the construction of the International Space Station.

On February 1, 2003, a second space-shuttle disaster rocked the United States when Columbia disintegrated upon reentry of the Earth’s atmosphere. All aboard were killed. Despite fears that the problems that downed Columbia had not been satisfactorily addressed, space-shuttle flights resumed on July 26, 2005, when Discovery was again put into orbit.

The Space Shuttle program formally ended on August 31, 2011 after its final mission, STS-135 flown by Atlantis, in July 2011.
 
The Challenger did not "explode". It broke apart because of wind shear (I mean aerodynamic forces)

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Also a number of people predicted problems with the o-rings. They recommend delaying the launch until warmer weather. They were overruled.

NEVER overrule the safety people. Never. That is what they are there for.

Interestingly the official cause of the accident was faulty design.
 
A jet of hot gas from the SRB caused failure of the liquid fuel tank and the SRB aft field joint. In the resulting breakup aerodynamic forces destroyed the orbiter. Perhaps by wind shear JimN means aerodynamic forces, but it wasn’t ordinary wind shear.

From Wikipedia:
“The breakup of the vehicle began at T+73.162 seconds and at an altitude of 48,000 feet (15 km).[25] 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 g, well over its design limit of 5 g and was quickly ripped apart by abnormal aerodynamic forces (the orbiter did not explode as is often suggested, as the force of the external tank breakup was well within its structural limits).”

But the crew compartment didn’t break up. It reached 20 km altitude before plummeting to the ocean. Some members attempted to activate air pack and help others:

“At least some of the crew were 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.[30] These were those of Judith Resnik, mission specialist Ellison Onizuka, and pilot Michael J. Smith.[31] The location of Smith's activation switch, on the back side of his seat, likely indicated that either Resnik or Onizuka activated it for him. Astronaut Mike Mullane wrote that "There had been nothing in our training concerning the activation of a PEAP in the event of an in-flight emergency. The fact that Judy or El had done so for Mike Smith made them heroic in my mind."[31] Investigators found their remaining unused air supply consistent with the expected consumption during the 2-minute-and-45-second post-breakup trajectory.”

When the crew compartment struck the ocean anyone still alive would have died instantly.

https://en.m.wikipedia.org/wiki/Space_Shuttle_Challenger_disaster
 
Just like any CATO of a moving rocket -- the "other" bits get trashed once things [literally] go sideways.
 
Beat me to it.

When the aft anchor of the SRB burnt through, the SRB tilted inward rupturing the LOX tank in the forward section of the external tank and rapid disassembly of the external tank and mixing of LOX and LOH all due to aerodynamic forces resulted in an explosion. Look at the millisecond resolution listing of what the Orbiter's computers were commanding. A thing of computer automation beauty, doing correctly everything possible to keep the Shuttle on track despite all of the bizarre things happening to it.
 
I work as a systems engineer for the brake systems on passenger trains. If my colleagues and I screw up badly enough, people die. To remind myself of this every day I made a Motivational Poster that says "Complacency - What will you tell the widows?" and I keep it on my desk. I won't ever be able to speak to the victims, but if I ever encounter a widow(er), parent, child, or what have you, I must never find myself having to say "Well, we had an inkling that there might be a problem, but we figured it'd probably be OK." The picture is of the Challenger disaster in the moment after the ET breakup and fireball, the same iconic image as is at the top of the CNN article.

The Columbia disaster was on February 1. The Apollo 1 fire was on January 27. The fifth week of the year is a bad time at NASA.
 
"Complacency - What will you tell the widows?"

I always liked this comment from Gunter Wendt to John Glenn's wife:

"Annie, we cannot guarantee you safe return of John. This would be lying. Nobody can guarantee you this – there is too much machinery involved. The one thing I can guarantee you is that when the spacecraft leaves it is in the best possible condition for a launch. If anything should happen to the spacecraft, I would like to be able to come and tell you about the accident and look you straight in the eye and say, 'We did the best we could.' My conscience then is clear and there is where my guideline is."
 
Also a number of people predicted problems with the o-rings. They recommend delaying the launch until warmer weather. They were overruled.

NEVER overrule the safety people. Never. That is what they are there for.

Interestingly the official cause of the accident was faulty design.

I remember that day all too well. :( It is a prime example of Bean Counters not listening to Engineers. The crew might be still alive today.
 
No, it really wasn't the bean counters this time. It was the launch managers (whatever their exact titles) who had go fever.
Although I don't think it was ever or maybe could have ever been conclusively proved, there was some additional pressure they must have felt because of the media coverage given about teacher Christa McAuliffe's participation in the flight.
 
A jet of hot gas from the SRB caused failure of the liquid fuel tank and the SRB aft field joint. In the resulting breakup aerodynamic forces destroyed the orbiter. Perhaps by wind shear JimN means aerodynamic forces, but it wasn’t ordinary wind shear.

From Wikipedia:
“The breakup of the vehicle began at T+73.162 seconds and at an altitude of 48,000 feet (15 km).[25] 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 g, well over its design limit of 5 g and was quickly ripped apart by abnormal aerodynamic forces (the orbiter did not explode as is often suggested, as the force of the external tank breakup was well within its structural limits).”

But the crew compartment didn’t break up. It reached 20 km altitude before plummeting to the ocean. Some members attempted to activate air pack and help others:

“At least some of the crew were 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.[30] These were those of Judith Resnik, mission specialist Ellison Onizuka, and pilot Michael J. Smith.[31] The location of Smith's activation switch, on the back side of his seat, likely indicated that either Resnik or Onizuka activated it for him. Astronaut Mike Mullane wrote that "There had been nothing in our training concerning the activation of a PEAP in the event of an in-flight emergency. The fact that Judy or El had done so for Mike Smith made them heroic in my mind."[31] Investigators found their remaining unused air supply consistent with the expected consumption during the 2-minute-and-45-second post-breakup trajectory.”

When the crew compartment struck the ocean anyone still alive would have died instantly.

https://en.m.wikipedia.org/wiki/Space_Shuttle_Challenger_disaster

That's horrible I would have hoped they passed out before striking the ocean. 48000 feet that would take some time to hit.
 
Read the book "Truth, Lies and O-Rings" for a really detailed insight into the entire debacle, including what was done for returning to flight. Lots of things led to the disaster, including recalibrating an IR camera that read a temperature too low. It was assumed to be in error. It was actually reading a very cool temperature caused by cold gas from a LOX vent running down the side of the vehicle. It was an unusually still morning. Testing of the O-Ring joints contributed to the long time for the O-Rings to seal. Management pressure was the largest cause, from what I read.
 
I work as a systems engineer for the brake systems on passenger trains. If my colleagues and I screw up badly enough, people die. To remind myself of this every day I made a Motivational Poster that says "Complacency - What will you tell the widows?" and I keep it on my desk. I won't ever be able to speak to the victims, but if I ever encounter a widow(er), parent, child, or what have you, I must never find myself having to say "Well, we had an inkling that there might be a problem, but we figured it'd probably be OK."
Snipped .

We made ejection seats, had the opposite happen. A pilot who ejected came to see us with his wife and mother. There wasn't a dry eye in the place when they spoke.
When I left the company we were over 700 ejections with no failure in envelope. It was beat into us it has to be perfect.
 
No, it really wasn't the bean counters this time. It was the launch managers (whatever their exact titles) who had go fever.

Aside from the technical bits, it was all about hats: People switching hats, people wearing the wrong hat...
 
When I was at the Houston Operation Support Center (HOSC) during the Challenger Investigation, I remember one of the NASA people telling me that the explosion was a cold explosion as the cryogenics expanded into the thin atmosphere from the ruptured external tank. The white clouds that you see are mostly condensation from liquid oxygen and liquid hydrogen something like the CO2 snow that you see from a CO2 fire extinguisher.
 
No, it really wasn't the bean counters this time. It was the launch managers (whatever their exact titles) who had go fever.

Aside from the technical bits, it was all about hats: People switching hats, people wearing the wrong hat...

The story that was related in an engineering ethics seminar was that there was pressure to launch so that there would be a good story for the State of the Union speech a few days later. IIRC, the White House said something like "Hey, it would be nice if we could get the launch off in time for SOTU" and NASA took that as an order to move heaven and earth to get the launch off. It was well known that on colder launches there was more blowby of the O-rings, including an earlier pretty bad one. That morning was significantly colder than they hand launched in before. When the engineers hedged on whether it was safe to launch at that temperature, one of the senior ones was told to take off his engineer hat and put on his management hat.
 
I watched it live, and has been forever embedded in my memory...

I saw it happen live, by accident.

I was walking to the gym on base at Mayport FL and thought, that's weird. When I walked into the gym it was on the news. Shook me to the bone!

Yes, definitely will never forget that!

And then I heard, that my x-ship, USS WS Sims, FF-1059, had helped pull in one of the biggest pieces left. Sorry, not bragging about that, just my history.
 
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