Challenger Space Shuttle Quotes

The crew of the space shuttle Challenger honored us by the manner in which they lived their lives. We will never forget them, nor the last time we saw them, this morning, as they prepared for their journey and waved good-bye and 'slipped the surly bonds of earth' to 'touch the face of God.

Ladies and Gentlemen, I'd planned to speak to you tonight to report on the state of the Union, but the events of earlier today have led me to change those plans. Today is a day for mourning and remembering. Nancy and I are pained to the core by the tragedy of the shuttle Challenger. We know we share this pain with all of the people of our country. This is truly a national loss. Nineteen years ago, almost to the day, we lost three astronauts in a terrible accident on the ground. But we've never lost an astronaut in flight. We've never had a tragedy like this. And perhaps we've forgotten the courage it took for the crew of the shuttle. But they, the Challenger Seven, were aware of the dangers, but overcame them and did their jobs brilliantly. We mourn seven heroes: Michael Smith, Dick Scobee, Judith Resnik, Ronald McNair, Ellison Onizuka, Gregory Jarvis, and Christa McAuliffe. We mourn their loss as a nation together. For the families of the seven, we cannot bear, as you do, the full impact of this tragedy. But we feel the loss, and we're thinking about you so very much. Your loved ones were daring and brave, and they had that special grace, that special spirit that says, "Give me a challenge, and I'll meet it with joy." They had a hunger to explore the universe and discover its truths. They wished to serve, and they did. They served all of us. We've grown used to wonders in this century. It's hard to dazzle us. But for twenty-five years the United States space program has been doing just that. We've grown used to the idea of space, and, perhaps we forget that we've only just begun. We're still pioneers. They, the members of the Challenger crew, were pioneers. And I want to say something to the schoolchildren of America who were watching the live coverage of the shuttle's take-off. I know it's hard to understand, but sometimes painful things like this happen. It's all part of the process of exploration and discovery. It's all part of taking a chance and expanding man's horizons. The future doesn't belong to the fainthearted; it belongs to the brave. The Challenger crew was pulling us into the future, and we'll continue to follow them. I've always had great faith in and respect for our space program. And what happened today does nothing to diminish it. We don't hide our space program. We don't keep secrets and cover things up. We do it all up front and in public. That's the way freedom is, and we wouldn't change it for a minute. We'll continue our quest in space. There will be more shuttle flights and more shuttle crews and, yes, more volunteers, more civilians, more teachers in space. Nothing ends here; our hopes and our journeys continue. I want to add that I wish I could talk to every man and woman who works for NASA, or who worked on this mission and tell them: "Your dedication and professionalism have moved and impressed us for decades. And we know of your anguish. We share it." There's a coincidence today. On this day three hundred and ninety years ago, the great explorer Sir Francis Drake died aboard ship off the coast of Panama. In his lifetime the great frontiers were the oceans, and a historian later said, "He lived by the sea, died on it, and was buried in it." Well, today, we can say of the Challenger crew: Their dedication was, like Drake's, complete. The crew of the space shuttle Challenger honored us by the manner in which they lived their lives. 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." Thank you.

The Exxon Valdez wreck, the explosion of the Challenger space shuttle, and the nuclear accidents at Chernobyl and Three Mile Island all were at least partially caused by a lack of sleep.5

Dr. Anderson says, “Remember the Challenger space shuttle disaster. Group-think dominated within NASA, and we couldn’t see the forest for all the damn trees—until we lost seven astronauts. A little diversity in decision making is a good thing.

The crew of the space shuttle Challenger honored us by the manner in which they lived their lives. 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.

Groups have powerful self-reinforcing mechanisms at work. These can lead to group polarization—a tendency for members of the group to end up in a more extreme position than they started in because they have heard the views repeated frequently. At the extreme limit of group behavior is groupthink. This occurs when a group makes faulty decisions because group pressures lead to a deterioration of “mental efficiency, reality testing, and moral judgment.” The original work was conducted with reference to the Vietnam War and the Bay of Pigs fiasco. However, it rears its head again and again, whether it is in connection with the Challenger space shuttle disaster or the CIA intelligence failure over the WMD of Saddam Hussein. Groupthink tends to have eight symptoms: 1 . An illusion of invulnerability. This creates excessive optimism that encourages taking extreme risks. [...] 2. Collective rationalization. Members of the group discount warnings and do not reconsider their assumptions. [...] 3. Belief in inherent morality. Members believe in the rightness of their cause and therefore ignore the ethical or moral consequences of their decisions. 4. Stereotyped views of out-groups. Negative views of “enemy” make effective responses to conflict seem unnecessary. Remember how those who wouldn't go along with the dot-com bubble were dismissed as simply not getting it. 5. Direct pressure on dissenters. Members are under pressure not to express arguments against any of the group’s views. 6. Self-censorship. Doubts and deviations from the perceived group consensus are not expressed. 7. Illusion of unanimity. The majority view and judgments are assumed to be unanimous. 8. "Mind guards" are appointed. Members protect the group and the leader from information that is problematic or contradictory to the group's cohesiveness, view, and/or decisions. This is confirmatory bias writ large.

The Hennessey Venom GT is the most powerful car that can win against any challenger on the raceway.  The engineers who built this car even tested it out on the space shuttle’s runway!  This unbeatable top racer’s top speed is a mind-blowing 270 miles per hour!!!  Do you think that any other car will ever beat this one?

Histories of the Kennedy Space Center acknowledge without exaggeration that the obstacle posed by the mosquitoes was so serious that NASA quite literally could not have put a man on the moon by Kennedy's "before the decade is out" deadline without the invention of DDT. In this way, the challenges of spaceflight reveal themselves to be distinctly terrestrial.

Together the five orbiters Columbia, Challenger, Discovery, Atlantis, and Endeavour have flown a total of 133 successful missions, an unequaled accomplishment of engineering, management, and political savvy. But it's the two disasters that people remember, that most shape the shuttle's story. The lovely dream of spaceflight I grew up with is marred by the images of Challenger and Columbia breaking apart in the sky, the lost astronauts smiling on hopefully in their portraits, oblivious. Some people took the disasters to mean the entire space program had been a lie, that the dream itself was tainted with our fallibility. But even as a child, I knew it was more complex than that. If we want to see people take risks, we have to be prepared to sometimes see them fail. The story of American spaceflight is a story with many endings, a story of how we have weighed our achievements against our failures.

In the early 1980s, managers at the National Aeronautics and Space Administration (NASA) estimated that the flights would be 99.999 percent reliable, which represents a failure rate of only 1 in 100,000. According to the physicist Richard Feynman, who was a member of the commission that investigated the January 1986 Challenger accident, in which the shuttle broke apart shortly into its flight, killing all seven astronauts on board, this “would imply that one could put a Shuttle up each day for 300 years expecting to lose only one.” He wondered, “What is the cause of management’s fantastic faith in the machinery?” Engineers, who were more familiar with the shuttle itself and with machines in general, predicted only a 99 percent success rate, or a failure every 100 launches. A range safety officer, who personally observed test firings during the developmental phase of the rocket motors, expected a failure rate of 1 in 25. The Challenger accident proved that estimate to be the actual failure rate, giving a success rate of 96 percent after exactly 25 launchings.

In January 2004 President George W. Bush put NASA in high gear, heading back to the moon with a space vision that was to have set in motion future exploration of Mars and other destinations. The Bush space policy focused on U.S. astronauts first returning to the moon as early as 2015 and no later than 2020. Portraying the moon as home to abundant resources, President Bush did underscore the availability of raw materials that might be harvested and processed into rocket fuel or breathable air. “We can use our time on the moon to develop and test new approaches and technologies and systems that will allow us to function in other, more challenging, environments. The moon is a logical step toward further progress and achievement,” he remarked in rolling out his space policy. To fulfill the Bush space agenda required expensive new rockets—the Ares I launcher and the large, unfunded Ares V booster—plus a new lunar module, all elements of the so-called Constellation Program. The Bush plan forced retirement of the space shuttle in 2010 to pay for the return to the moon, but there were other ramifications as well. Putting the shuttle out to pasture created a large human spaceflight gap in reaching the International Space Station. The price tag for building the station is roughly $100 billion, and without the space shuttle, there’s no way to reach it without Russian assistance. In the end, the stars of the Constellation Program were out of financial alignment. It was an impossible policy to implement given limited NASA money.

Discovery first flew in 1984, the third orbiter to join the fleet. It was named for one of the ships commanded by Captain James Cook. Space shuttle Discovery is the most-flown orbiter; today will be its thirty-ninth and final launch. By the end of this mission, it will have flown a total of 365 days in space, making it the most well traveled spacecraft in history. Discovery was the first orbiter to carry a Russian cosmonaut and the first to visit the Russian space station Mir. On that flight, in 1995, Eileen Collins became the first woman to pilot an American spacecraft. Discovery flew twelve of the thirty-eight missions to assemble the International Space Station, and it was responsible for deploying the Hubble Space Telescope in 1990. This was perhaps the most far reaching accomplishment of the shuttle program, as Hubble has been called the most important telescope in history and one of the most significant scientific instruments ever invented. It has allowed astronomers to determine the age of the universe, postulate how galaxies form, and confirm the existence of dark energy, among many other discoveries. Astronomers and astrophysicists, when they are asked about the significance of Hubble, will simply say that it has rewritten the astronomy books. In the retirement process, Discovery will be the “vehicle of record,” being kept as intact as possible for future study. Discovery was the return-to-flight orbiter after the loss of Challenger and then again after the loss of Columbia. To me, this gives it a certain feeling of bravery and hope. ‘Don’t worry,’ Discovery seemed to tell us by gamely rolling her snow-white self out to the launchpad. 'Don’t worry, we can still dream of space. We can still leave the earth.’ And then she did.

A classic study, which set the stage for much research to come, was done nine years after Brown and Kulik’s initial publication. It was undertaken by psychologists Ulric Neisser and Nicole Harsch, who were perceptive enough to realize that a personal and national disaster could be important for realizing how memory works.12 The day after the space shuttle Challenger exploded on January 28, 1986, they gave 106 students in a psychology class at Emory University a questionnaire asking about their personal circumstances when they heard the news. A year and a half later, in the fall of 1988, they tracked down forty-four of these students and gave them the same questionnaire. A half year later, in spring 1989, they interviewed forty of these forty-four about the event. The findings were startling but very telling. To begin with, 75 percent of those who took the second questionnaire were certain they had never taken the first one. That was obviously wrong. In terms of what was being asked, there were questions about where they were when they heard the news, what time of day it was, what they were doing at the time, whom they learned it from, and so on—seven questions altogether. Twenty-five percent of the participants got every single answer wrong on the second questionnaire, even though their memories were vivid and they were highly confident in their answers. Another 50 percent got only two of the seven questions correct. Only three of the forty-four got all the answers right the second time, and even in those cases there were mistakes in some of the details. When the participants’ confidence in their answers was ranked in relation to their accuracy there was “no relation between confidence and accuracy at all” in forty-two of the forty-four instances.

Space shuttle Challenger was a total loss on its 10th flight.

Rocket into Heaven.

Watching the space shuttle challenger explode on live television was a profound experience for a teenager.

The space shuttle Challenger disaster was a classic example of what happens when engineers are overruled by incompetent managers.

When people talk of the indelibility of a strong memory, they speak of recalling exactly where they were when Kennedy was shot or the Challenger space shuttle exploded. But what a woman really remembers is her first period; now there’s a memory seared into the brain with the blowtorch of high emotion.

From the early development period of the Space Shuttle through the end of 1985, the SRB work group had consistently defined the SRB joints as an acceptable risk. Behind this determination was a scientific paradigm that established the redundancy of the joint. The belief in redundancy and the scientific paradigm behind it were institutionalized prior to 1986. They were crucial components of the worldview that many decision makers brought to the teleconference on the eve of the Challenger launch.

Most of us, most of the time, live in blissful ignorance of what a small elite, heroic group of Americans are doing for us night and day. As we speak, all over the globe, American Sailors and Submariners and Aviators are doing something very dangerous. People say, ‘Well, it can’t be too dangerous because there are no wrecks.’ But the reason we don’t have more accidents is that these are superb professionals; the fact that they master the dangers does not mean the dangers aren’t real. Right now, somewhere around the world, young men are landing aircraft on the pitching decks of aircraft carriers – at night! You can’t pay people to do that; they do it out of love of country, of adventure, of the challenge. We all benefit from it, and the very fact that we don’t have to think about it tells you how superbly they’re doing their job — living on the edge of danger so the rest of us need not think about, let alone experience, danger.” George Will commenting after the loss of the Space Shuttle Challenger, January, 1986

Good leaders seize crises to remake organizational habits. NASA administrators, for instance, tried for years to improve the agency’s safety habits, but those efforts were unsuccessful until the space shuttle Challenger exploded in 1986. In the wake of that tragedy, the organization was able to overhaul how it enforced quality standards.40 Airline pilots, too, spent years trying to convince plane manufacturers and air traffic controllers to redesign how cockpits were laid out and traffic controllers communicated. Then, a runway error on the Spanish island of Tenerife in 1977 killed 583 people and, within five years, cockpit design, runway procedures, and air traffic controller communication routines were overhauled.41

The scope of exploration, and distances, involved in the vehicles’ respective journeys were scarcely comparable: Armstrong and Aldrin’s trip to the lunar surface required them to break entirely free of Earth’s gravity and embark on an eight-day round trip through more than 900,000 miles of outer space; the Space Shuttle would be required merely to travel into low Earth orbit—between 190 and 330 miles above sea level—where it would circle the planet for up to a week before returning home. In some ways, it was as if the sixteenth-century explorer Ferdinand Magellan had proposed to follow up the first circumnavigation of the world by rowing across Lisbon harbor and back.

If you ever care to see how all the world’s most awful jokes spread, spend a day on a bond trading desk. When the Challenger space shuttle disintegrated, six people called me from six points on the globe to explain that NASA stands for “Need Another Seven Astronauts.

National tragedy is good to memory researchers. In 1986, when the space shuttle Challenger exploded, Neisser saw an opportunity to remedy this gap in the memory literature, and to find out whether his own mistaken Pearl Harbor recollection was an anomaly. He surveyed his students about their memories of the disaster the day after it happened, and then again three years later. The results spelled the end of conventional flashbulb memory theory. Less than 7 percent of the second reports matched the initial ones, 50 percent were wrong in two-thirds of their assertions, and 25 percent were wrong in every major detail. Subsequent work by other researchers only confirmed the conclusion.

problem-solving that relies on pattern-finding is of no use at all. If we look at the Challenger space shuttle catastrophe, there weren’t any patterns to be found, period. It happened once.

Did You Know? The 1989 Exxon Valdez oil spill off Alaska, the Challenger space shuttle disaster, and the Chernobyl nuclear accident have all been attributed to human errors in which sleep deprivation played a role.

one cannot legislate, dictate, or veto the laws of physics, and politics has no place in technical decisions. The

They were productively adversarial, like superforecasting team discussions. Managers grilled engineers and forced them to produce data to back up their assertions. The process had worked remarkably. The space shuttle was the most complex machine ever built, and all twenty-four flights had returned safely. But on the emergency conference call, that same quantitative culture led them astray. On their engineers’ advice, McDonald and two Thiokol VPs on the call initially supported a no-launch decision. The Challenger had already been cleared, so this was an eleventh-hour reversal. When NASA officials asked Thiokol engineers exactly what temperature range was safe for flight, they recommended setting a limit at 53 degrees, the lower bound of previous experience. NASA manager Larry Mulloy was flabbergasted. He thought the shuttle was supposed to be cleared to launch from 31 to 99 degrees. A last-minute 53-degree limit was setting an entirely new technical criteria for launches. It had never been discussed, was not backed by quantitative data, and meant that suddenly winter was off-limits for space exploration. Mulloy found it frustrating; he later called it “dumb.” How had the engineers arrived at that number? “They said because they had flown at 53 degrees before,” a NASA manager reflected, “which is no reason to me. That’s tradition rather than technology.” Boisjoly was asked again for data to support his claim, “and I said I have none other than what is being presented.” With the conference call at an impasse, a Thiokol VP asked for a five-minute “offline caucus,” during which Thiokol concluded that they had no more data to provide. They returned to the call a half hour later with a new decision: proceed with launch. Their official document read, “temperature data not conclusive on predicting primary O-ring blow-by.” When conference call participants from NASA and Thiokol later spoke with investigators and gave interviews, they repeatedly brought up the “weak engineering position,” as one put it. Their statements comprised a repetitive chorus: “Unable to quantify”; “supporting data was subjective”; “hadn’t done a good technical job”; “just didn’t have enough conclusive data.” NASA was, after all, the agency that hung a framed quote in the Mission Evaluation Room: “In God We Trust, All Others Bring Data.

It is easy to say in retrospect. A group of managers accustomed to dispositive technical information did not have any; engineers felt like they should not speak up without it. Decades later, an astronaut who flew on the space shuttle, both before and after Challenger, and then became NASA’s chief of safety and mission assurance, recounted what the “In God We Trust, All Others Bring Data” plaque had meant to him: “Between the lines it suggested that, ‘We’re not interested in your opinion on things. If you have data, we’ll listen, but your opinion is not requested here.

The “me, me, me” decade was chock full of killers. Not to mention, there was a cold war raging, terrorists were hijacking planes, the Space Shuttle Challenger exploded, President Reagan was shot, John Lennon was killed, and Madonna writhed on stage at the inaugural MTV Video Awards. Additionally, we had foreign debts, homeless vets, AIDS, crack, and Bernie Goetz Though we didn’t start the fire, we had a hell of a time trying to put it out.

The primary element of the SRBs was the solid rocket motor provided by Morton Thiokol. USBI supplied the forward and aft aluminum skirts, the external tank attach ring for attaching the SRBs to the ET, the explosive bolts for holding the SRBs on the mobile launch platform, the pyrotechnics and electronics for the SRB separation and recovery system, the hydrazine-powered hydraulic thrust vector actuation system for moving the solid rocket motor nozzles for steering the vehicle, the booster separation motors (four each on top and bottom of each solid rocket booster to separate the SRBs from the ET after motor burnout), and the nose cap, frustum, parachutes, and recovery system for the SRBs. To

Flashbulb memories are as flawed as regular recollections. They are the product of reconstruction. Ulrich Neisser, one of the pioneers in the field of cognitive science, investigated them. In 1986, the day after the explosion of the Challenger space shuttle, he asked students to write essays detailing their reactions. Three years later, he interviewed them again. Less than seven per cent of the new data correlated with the initial submissions. In fact, 50% of the recollections were incorrect in two-thirds of the points, and 25% failed to match even a single detail.

Did you know that the Space Shuttle reached speeds of up to 17,500 miles per hour? This book is dedicated to the brave men and women who tragically lost their lives aboard Columbia & Challenger.

Pressure to keep on schedule had combined with a complacency brought about by so many past mission successes. The same conditions were present for Apollo 1 and Challenger. And once again, a crew would pay with their lives.

The landing phase was the most challenging for the commander and pilot. When the space shuttle hit the air molecules of the outer atmosphere at 17,500 miles per hour, the resulting friction created heat of more than 3,000 degrees Fahrenheit. We had to do everything right and trust that the insulating tiles on the space shuttle would protect us.

Since my crew of meaty Ron Jeremy doppelgängers had gone the way of the Challenger Space Shuttle I know found myself with some un-resolved hunger issues. Issues which the tantalizing scent took advantage of to get me excited and set my moist nipples a-tingling.

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