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Annus horribilis

Annus horribilis is a Latin phrase, meaning "horrible year". It is complementary to annus mirabilis, which means "wonderful year"; the phrase annus horribilis was used in 1891 in an Anglican publication to describe 1870, the year in which the Roman Catholic church defined the dogma of papal infallibility. The expression was brought to modern prominence by United Kingdom's Queen Elizabeth II in a speech to Guildhall on 24 November 1992, marking the 40th anniversary of her accession, she said: 1992 is not a year on which I shall look back with undiluted pleasure. In the words of one of my more sympathetic correspondents, it has turned out to be an annus horribilis; the "sympathetic correspondent" was revealed to be her former assistant private secretary, Sir Edward Ford. The unpleasant events which happened to the royal family in this year include: Separation of the Queen's second son, Prince Andrew, Duke of York, from his wife, Duchess of York Divorce of the Queen's daughter, Princess Royal, from Captain Mark Phillips Death by suicide of her nephew, Prince Albrecht of Hohenlohe-Langenburg Publication of Diana, Princess of Wales's tell-all book Diana: Her True Story, revealing the problems in her marriage to the Queen's eldest son, Prince of Wales his affair with Camilla Parker Bowles Publication of photographs of the Duchess of York sunbathing topless with her friend, John Bryan Publication of intimate conversations between Diana, the Princess of Wales, James Gilbey from a tape recording of their phone calls Fire in Windsor Castle, one of the Queen's official residences Separation of her son Charles, the Prince of Wales, Diana Kofi Annan United Nations Secretary-General, used the phrase in his year-end press conference on 21 December 2004.

He reflected: "There's no doubt that this has been a difficult year, I am relieved that this annus horribilis is coming to an end." His remarks were interpreted as having alluded to persistent allegations of corruption in the UN's Iraq Oil-for-Food Program. He spoke of: upheaval and violence in Afghanistan, the Democratic Republic of the Congo, Iraq and Sudan. Annan's remarks came five days before the deadliest event of the year, the Indian Ocean tsunami on 26 December. In 2007, the Spanish Royal Family, in particular King Juan Carlos I, faced a difficult year. Family tragedy and a series of controversies led to Spanish newspapers to refer to the year as the king's annus horribilis. In February, Érika Ortiz Rocasolano, the youngest sister of Letizia the Princess of Asturias, died of a drug overdose in her apartment. In July, a humour magazine, El Jueves, published a drawing that ran on the cover, depicting Felipe, Prince of Asturias, the aforementioned Princess Letizia having sex, with a caption reading: "Just imagine if you end up pregnant.

This will be the closest thing to work I’ve done in my life." It satirized a proposal by the government to give 2,500 euros to the parents of newborn children. The magazine was removed from distribution, which led to a censorship controversy. In September, Catalan separatists were tried for having burned photographs of King Juan Carlos and Queen Sofía at an anti-monarchy and Catalan separatist rally in Girona while the royal couple toured the city. In early November at the XVII Ibero-American Summit, after a verbal altercation between Hugo Chávez, President of Venezuela, José Luis Rodríguez Zapatero, Prime Minister of Spain, the king asked Chávez, "¿Por qué no te callas?". Shortly after the summit, the royal house announced the separation of the king's daughter, the Duchess of Lugo, her husband, Jaime de Marichalar; the couple have two children and Victoria. List of Latin phrases Rampjaar, the Dutch "disaster year" of 1672 Royal.gov.uk – Transcript of The Queen's speech at Guildhall 24 November 1992 Annus Horribilis: book by Sam Jordison

Continental Airlines Flight 1404

Continental Airlines Flight 1404 was a Continental Airlines flight from Denver International Airport in Denver, United States to George Bush Intercontinental Airport in Houston, Texas. On the evening of December 20, 2008, the flight crashed while taking off from Denver resulting in two critical injuries, 36 non-critical injuries and a hull loss of the Boeing 737-524 aircraft. On Saturday, December 20, 2008 at 18:18 local time, after being cleared for takeoff on runway 34R at Denver International Airport, the Boeing 737-524 aircraft veered off the side of the runway before taxiway WC, skidded across the taxiway and a service road and crashed in a 40-foot-deep ravine several hundred yards from the runway; the plane caught fire at some point during the sequence. Despite early confusion as to the whereabouts of Flight 1404, firefighters were on scene quickly, as the aircraft came to rest near one of the airport's four fire houses; when they arrived, most of the right side of the plane was on fire while passengers were climbing out of the left side, being assisted by flight attendants and one off-duty Continental Airlines pilot in the cabin, the latter making several trips in and out of the wreckage to ensure everyone was safely out of the aircraft.

The off duty pilot, Richard Lowe, was part of the crew which had flown the incident aircraft into Denver. The aircraft sustained severe damage; the fuselage was cracked just behind the wings, the number 1 engine and main landing gear were sheared off, the nose gear collapsed. The fire caused overhead luggage compartments to melt onto seats; the crash is noted as the most serious incident in DIA's history. The aircraft was subsequently written off. Of the 110 passengers and 5 crew on board, 47 sustained injuries including broken bones, though everyone on board survived. Two passengers and one of the crew were critically injured, though both passengers' conditions were upgraded that evening. By the following morning, fewer than seven people remained hospitalized. Captain David Butler, 50, was among the critically injured, he was hospitalized with serious back injuries and bone fractures. The first officer, Chad Levang, 34, received minor injuries; the aircraft's black boxes were recovered from the wreckage in usable condition.

The cockpit voice recorder did not reveal any apparent problem until 41 seconds after the aircraft's brakes were released, just before takeoff. At that point a bumping or rattling sound can be heard, the crew aborted the takeoff four seconds later. Both recorders stopped working six seconds after that. At one point during the sequence, the plane's speed reached 119 knots; when interviewed, First officer Levang told investigators that he was unaware of any problem until the plane was traveling between 87 and 90 knots, when it moved away from the runway's centerline and made a "sudden left turn". He indicated that Captain Butler, too badly injured to interview with officials when the investigation began, was flying at the time. Both the captain and first officer had clean safety records when the crash occurred and were experienced pilots. Wheel marks left on the ground as well as initial reports from passengers and firefighters indicate that the plane was airborne, briefly, it is unclear at. There was no snow or ice on the runway, however there were 31-knot crosswinds at the time.

The flight crew that flew the aircraft to Denver prior to the incident flight was on board, though not on duty, reported having no difficulties with the plane during their previous flight. It suffered an engine failure and subsequent emergency landing in 1995, following which both engines were replaced, but was otherwise undamaged in that incident. Initial speculation suggested that the plane could have suffered a landing gear malfunction that might have resulted in a wheel lockup during the takeoff roll, leading to the runway excursion. NTSB officials said that when the takeoff began, the aircraft's engines appeared to be functioning properly, its tires were inflated, the brakes did not appear as if they had failed or otherwise malfunctioned, concluding that the landing gear did not cause any problems. On July 17, 2009 it was announced that focus had shifted to a possible large gust of wind or a patch of ice. Captain David Butler stated that: "My speculation is that we either got a big, nasty gust of wind or that, with the controls we had in, we hit some ice."

He stated that he stopped pushing on rudder controls because they had stopped working. The winds were reported at about 24 and 27 knots from the northwest with gusts up to nearly 32 knots just before the airliner began its takeoff roll northward down a north-south runway; the 737 has a crosswind limitation for takeoff of 33 knots on a dry runway. Contrary to the "average" wind data reported to the incident pilots, the NTSB investigation found that a sensor at one end of the runway showed a crosswind of 40 knots, with analysis showing the airplane was hit with a peak gust crosswind of 45 knots. in addition to being much higher than the data reported to the pilots as they prepared for takeoff, this was much higher than the airline industry used in pilot training. The NTSB received a report analyzing 250,327 departures involving 737-500s, found that only 4 of those departures had experienced a crosswind above 30 knots, meaning that it was just short of impossible for a commercial pilot t