Latest news with #PanAm
Yahoo
19-05-2025
- Yahoo
The true story behind BBC Lockerbie drama The Bombing of Pan Am 103
BBC's The Bombing of Pan Am 103 dramatises the events of the Lockerbie bombing in 1988, and the subsequent investigation that took place to find who was responsible. Starring Connor Swindells, Eddie Marsan and Patrick J Adams amongst its stellar ensemble cast, the six-part series explores the UK's deadliest terrorist attack in the country's history. The investigation is still ongoing, with new details even emerging in recent months. Here is everything that you need to know about the real life event that inspired the TV series. On 21 December, 1988 Pan Am flight 103 exploded over the Scottish town of Lockerbie in a terrorist attack that killed a total of 270 people — all 243 passengers and 16 crew onboard, as well as 11 residents in the town. Scotland's Dumfries and Galloway Constabulary led the investigation to determine what happened to bring the plane down, given it wasn't initially known if it was a terrorist attack or not, and after the cause was determined who committed the attack. They were aided by FBI special agent Richard Marquise, who led the agency's investigation into the event. Together the forces on both sides of the Atlantic pieced together what happened, that a bomb was hidden in a piece of luggage that was loaded onto the Pan Am plane in Frankfurt, Germany. The investigation found that the explosive originated in Malta, which led police to believe that the attack was carried out by Libyan forces. During the investigation it was revealed that authorities had been warned about a possible terrorist attack 16 days prior to the Lockerbie bombing. An anonymous call to the US Embassy in Helsinki, Finland, warned that a Pan Am flight from Frankfurt to the United States would be blown up within the next two weeks, the warning was taken seriously and a bulletin issued to all embassy staff, but not the public. Following three years of investigation, the joint forces issued arrest warrants for two Libyan nationals in 1991, and after extensive negotiations, and United Nations sanctions, Libyan leader Muammar Gaddafi handed the men over for trial in 1999. In 1991, Abdelbasset al-Megrahi, a Libyan intelligence officer, and Lamin Khalifah Fhimah, a station manager for Libyan Arab Airlines at Luqa Airport, Malta, were accused of being involved in the Lockerbie bombing. Authorities accused the two men of placing the bomb on an Air Malta flight before it was transferred to a plane at Frankfurt airport. Their trial began in 1999, and took place a neutral location at Camp Zeist in the Netherlands with three Scottish judges presiding over the case. Both al-Megrahi and Fhimah chose not to give evidence during the trial. In 2001 al-Megrahi was convicted for having a key role in the bombing of Pan Am 103, and he was sentenced to life imprisonment. His co-accused Fhimah was acquitted due to a lack of evidence. Al-Megrahi tried to appeal his conviction but was unsuccessful, however he was released from prison in 2009 on compassionate grounds after being diagnosed with terminal cancer. He died aged 60 in Tripoli, Libya, in 2012. In 2020, American and Scottish police forces issued a warrant for the arrest of Abu Agila Mas'id Kheir Al-Marimi, a former Libyan intelligence operative he was indicted for his alleged role in building the bomb that was used in the terrorist attack. Al-Marimi is currently in US custody and is facing charges in the United States. In March 2025, it was reported that newly released documents allegedly provide written proof that Gaddafi's Jamahiriya Security Organisation (JSO) was behind the Lockerbie bombing. If verified, the documents will be used in Al-Marimi's trial. Per the BBC, former FBI special agent said in a statement: "The FBI and the US Department of Justice have been aware of this and I know they're working closely with their colleagues at the Crown Office and Police Scotland to see if this is something that can be used in court. "I'm very hopeful that it can be used and will lead to at least one more conviction. We'll have to see what goes beyond that, depending on what they can find." On 14 March, a US judge delayed Al-Marimi's trial at the request of the prosecution and defence, a new trial date has not yet been set. The Bombing of Pan Am 103 airs on BBC One at 9pm on Sunday and Monday nights, with episodes landing on BBC iPlayer.
Telegraph
18-05-2025
- Telegraph
Everything you need to know about taking an ‘ultra long haul' flight
By the end of 2026, it should be possible to fly direct from London to Sydney in around 20 hours aboard an A350-1000. Codenamed 'Project Sunrise', Qantas's plan to cut flight time between the two cities by up to four hours (compared with those that include a stopover) has been nine years in the making. The airline has reportedly invested around $4.4 billion into 12 new planes to make this journey – alongside another route between New York and Sydney – as comfortable as possible, while an extra fuel tank means the aircraft can fly for up to 22 hours. But, though London-Sydney is scheduled to be the world's longest ultra long haul flight, it's far from the first. Back in 1936, a Pan Am flight from San Francisco to Hawaii took more than 19 hours to reach its destination, despite flying less than 4,000 kilometres. It wasn't until 2004 that ultra long haul (ULH) flights as we know them took off, with Singapore Airlines's route between Newark and Singapore Changi clocking up more than 15,000 kilometres. Though very long flights briefly fell out of favour with rising fuel costs, the airline now operates what's currently the longest route in the world: JFK to Singapore Changi. But what does taking an ULH flight mean for you, your body and your wallet? Find out below… What is an ultra long-haul flight? Officially, the term applies to any non-stop flight which is more than 16 hours in duration – of which there are currently around 30, though most originate or land in the United States. There are also flights from Doha to Auckland, Shenzhen to Mexico City and Paris Charles de Gaulle to Perth, while Qantas already operates a non-stop one between Heathrow and Perth, with a flight time of just under 17 hours. As well as being easy and convenient for passengers, ULH routes have benefits for airlines, too. For example, they usually have more first and business class seats to cater for business travellers and leisure passengers willing to pay a higher price to ensure greater comfort. Even in economy, tickets are likely to be more expensive than journeys with multiple legs: the cheapest direct flights from London to Perth in October 2025 at the time of writing were £1,833; add a stopover in Singapore and the price drops to £1,139. 'ULH flights disproportionately attract premium travellers,' says the founder of aviation consultancy firm BAA & Partners, Linus Benjamin Bauer. 'With business class and premium economy yielding more per seat than economy, these routes can materially lift overall profitability. The production and implementation cost of a premium economy seat is 1.6 times higher than that of an economy class seat, yet it generates 2.3 times higher revenues than its production cost.' Qantas may also be hoping that its new route will cut competition from Middle Eastern and Asian carriers with well-used stopover hubs. How do you pass the time? Love movie marathons? You're in luck. On Qantas's new route, you could potentially watch as many as 13 feature-length films – and you won't even need to pack snacks (these will be available in self-service fridges onboard). Served meals, however, can feel few and far between when flying ultra long-haul. On Singapore Airlines' 19-hour JFK-Singapore route, there's (tray) table service for only dinner and breakfast, with light snacks in between. The good news is there's a lot more than 'chicken or beef' to eat on these flights. 'Meal services are being re-engineered,' says Bauer. 'For example, lighter, low-inflammatory meals with adjusted timings help modulate melatonin levels and align with passengers' destination time zones – a practice pioneered by Qantas and Singapore Airlines.' What's it like to sleep on board? First and business class passengers should have no problem getting some rest. Bauer says airlines are engaged in an 'arms race in premium comfort' and cites Qatar's business class QSuite, which comes with doors, mood-lighting and fully lie-flat beds, as the cream of the crop. On Qantas's new planes, specially-designed first class cabins are like small, but very sleek, bedrooms, complete with dining areas for two and comfy beds with flexible backrests. Business class passengers will sleep in lie-flat beds, and premium economy passengers get footrests and 40-inch seat pitches. But, while the cheapest seats will have 33-inch pitches, shelves for iPads and free Wi-Fi to help the time pass more quickly, spending 19 hours in economy still doesn't look like a particularly enticing prospect. There may be another issue with shut-eye too. According to the Sleep Foundation, 'the circadian clock takes about 1-1.5 days to adapt per time zone crossed,' so it could take more than nine days to recover from an ULH flight between London and Sydney. A stopover in the Middle East means a more gentle adjustment and gives passengers the opportunity to seek out daylight and fresh air en route, both of which can help with jetlag. Are ultra long-haul flights bad for your health? Operators are keen to do whatever they can to make ULH flights as comfortable as possible. 'It's not just an amenity issue – it's a strategic imperative to justify premium pricing and mitigate health and fatigue risks,' he says. 'Some carriers are piloting AI-driven in-flight wellness apps that adjust lighting, and offer hydration reminders and stretch routines based on biometric feedback.' Qantas's new planes will even have 'Wellbeing Zones' available to all passengers, featuring stocked fridges and 'movement areas' with guided exercises. Lights have been designed to 'optimise the circadian effects of different times' across all the cabins. With so much being done to mitigate the ill effects of ULH travel, it may be tempting to skip the ankle and neck rolls and regular jaunts through the cabin that physiotherapists so often advise. Don't. Flights lasting longer than 10 hours pose the greatest risk of DVT according to the American Society of Hematology. Meanwhile, easy exercises such as the ones recommended by physiotherapist Helen Davison in this article should help keep aches and pains at bay. What can passengers do pre- and post-flight to mitigate any ill effects? Embrace drink – just not the alcoholic or caffeinated kind. Experts suggest people can lose up to two litres of water on long-haul flights. Liquids can help keep headaches and joint swelling at bay and electrolyte sachets could help too. Meanwhile, the Civil Aviation Authority advises moving bed and waking times in the weeks before flying, in order to more easily adjust to a new time zone. Passengers can also use an online jet lag calculator to find out the best times to seek out sunlight on arrival. There's no better excuse for a spa treatment either. At the Sofitel London Heathrow, guests can book an hour-long Jet Lag Recovery massage that starts with work on the legs and feet (and may help with puffy, achy ankles), before moving on to a tension-relieving back and shoulder massage and rehydrating facial. Will we see more ULH routes? Definitely – but not from the UK in the near future. According to Bauer, 'Singapore Airlines and Qantas are exploring new non-stop services to secondary North American cities such as Boston, Chicago and Miami,' while 'Air India, under its Tata-led transformation, is evaluating a direct Delhi–Los Angeles route'.
Yahoo
17-05-2025
- Entertainment
- Yahoo
BBC's Lockerbie drama Bombing of Pan Am 103 is ‘not a story about one hero'
The BBC's new dramatisation of the Lockerbie disaster, The Bombing of Pan Am 103, is 'not a story about one hero', the cast have said, as it details the efforts of the police, the residents of the Scottish town, and people around the world in trying to catch who was behind the attack. On 21 December, 1988, Pan Am flight 103 exploded over the Scottish town of Lockerbie in a terrorist attack that killed all 243 passengers and 16 crew onboard, as well as 11 residents in the town. It remains the deadliest terrorist attack in UK history and investigations are still ongoing. The BBC series explores the attack and the events that took place in the aftermath. But while Sky's equivalent drama Lockerbie: A Search for Truth is focused on activist Jim Swire's attempt to find out what happened after his daughter was killed on the flight, BBC's drama takes a more rounded approach. It highlights the work of the many detectives involved from both sides of the Atlantic, and the way the community came together in the wake of the tragedy. Reflecting on the BBC drama's appeal, actor Eddie Marsan said: "I thought what was so beautiful about it was a story of a collective response to a trauma. The way the women of Lockerbie wash their clothes, the detectives and the way the team solved it — It's not a story about one hero. "It's about a community, having a collective, people having a heroic response, which I loved." Marsan portrays FBI agent Tom Thurman, an examiner in the Explosives Unit who helped piece together key information in the investigation. The actor added: "When I met Tom, he's such a fascinating man. He's got a twinkle in his eye, he loves to solve puzzles, and he was just a brilliant character to play. "I thought I couldn't out Scottish Peter Mullan, so I will become the guy from Kentucky with the twinkle in his eye instead." The six-part series has been created by Adam Morane-Griffiths, who conducted extensive research about the Lockerbie bombing through his work in documentaries. It was as a result of this that he came to realise it would be beneficial to a drama, and that's how BBC's show came to be. Simon Heath, who executive produced the series, said: "He had thousands of hours of interviews with all of the lead detectives in the case, he had access to Richard Marquise, played by Patrick J Adams, in the series. "I think when we first pitched the project and tried to get off the ground what we came up against was that a lot of places would like it to be the story of this one super cop who somehow solved everything and pieced together the truth alone," he said. "And it became obvious very quickly that that's not really what the story was. "I remember a an early image Adam showed me which really stayed with me, a really powerful image was in Longtown in this warehouse where they'd laid out all the plane parts... and there was something about all those puzzle pieces hung up there that spoke to the story. "I think a mosaic approach seemed appropriate in a way, and we wanted to look at some of the bigger investigative pieces but also some of the more personal fragments, the family stories, the stories of the Ladies of Lockerbie in the community. It seemed to us, I think, that all of those stories spoke to the work of piercing together what [happened]." What was most important for the team behind the drama was ensuring those impacted by the event were at the forefront of the story and could share their experiences, director Michael Keillor said. "I think the first thing with a real story like this is people involved, the families of the victims who we met prior to pre production, that was front of mind," he explained. "But everything we did right through the entire shoot, even when we were shooting as well, we were very mindful of where we were shooting. "The crash site, we had to put that somewhere where people couldn't see, it could be hidden away. The nose cone as well is such a strong image, especially in Scotland, that if anyone saw that it wouldn't really be very cool, so that was a big part of the sensitivity. "In Lockerbie itself, Julia Standard, our producer, had a town hall there and met people at Lockerbie to gauge the temperature there for people's feelings, and we only really filmed there for a couple of days for really important stuff. "It's incredibly front of mind. I've never done a drama based on a true story, especially one that's based on the Scottish story I lived through, as well as a massive story back home, so it was incredibly important for me to be very careful." Scottish actor Lauren Lyle, who plays DS Ed McCusker's wife June in the show, spoke of how there was a sense of responsibility over sharing the story in the right way: "I think being Scottish, it's a very personal story that I've grown up. I didn't live through it, but my parents did and my family did, and it's always been something that I've known a lot about and it's something people really talk about. "I know Simon [Heath, executive producer] because [his company] made my show Karen Pirie so I knew that the show was being made and we spoke and I expressed that it's such a, in a way, horribly iconic story and I said: 'If there is anything, I'd be really honoured.' "I didn't know anything about June and then I had a phone call, a couple of quite long phone calls with Ed McCusker and I think it just put into perspective the emotional reality. I think the women of the story put in the emotional reality of what happened. "He was doing it for her because they had this amazing romantic story of their life and their love together, and about five years ago she died of cancer and the last thing that she said to him was 'you have to tell your Lockerbie story'. "And I'm on the phone going, 'Oh my God, we I have to do it now.' So it was sort of an honour to be a part of something that I've always known about, and to do it for her as well because she'll never see it come to life, but for him to know that we have [is important]." The Bombing of Pan Am 103 premieres on BBC One from 9pm, Sunday 18 May and will be available on BBC iPlayer. Episodes will be released Sunday and Monday nights.
Yahoo
03-05-2025
- General
- Yahoo
Operation Babylift: A humanitarian mission for Vietnamese orphans
GARDEN CITY, LONG ISLAND (PIX11)– The Cradle of Aviation Museum hosted a special event commemorating the 50th anniversary of Operation Babylift, a humanitarian effort to evacuate thousands of Vietnamese orphans in the final days of the Vietnam War. The children who survived were later relocated and adopted by American families. More Local News The adoptees, now adults, and those involved in this extraordinary moment in history reunited five decades later. In the Pan Am museum within the Cradle of Aviation, a poignant exhibit provides a dramatic account of Operation Babylift. Harrowing images of young children lie side by side on airplane seats, some in tears, some visibly afraid and in distress. It was a dangerous operation in April 1975. Saigon was falling, and as the North Vietnamese military advanced, President Gerald Ford ordered the evacuation of South Vietnamese orphans. About 3,300 children left their war-torn nation in the daring mission. Carol Mason was one of the youngest orphans. 'This is me when I was five and a half months old with my airlift mother, Karen,' said Mason, as she pointed to a photo of herself as an infant. Her 'airlift mother' was a Pan Am flight attendant who cared for the children onboard. 'Operation Babylift has given me a chance I would've never had in life.' Another crew member, Ingrid Templeton, says she thinks about the children almost every day and keeps a memento she looks at all the time—a photo of herself on the plane with an infant in her arms. More Local News 'They were so tiny, and they almost stuck to your chest because it was so humid and hot,' said Templeton, getting emotional. 'You could just feel their heartbeat.' The mission actually began with a tragedy. On April 4th, a C-5A military cargo plane, the mission's first flight, crash-landed shortly after takeoff. A door malfunctioned and blew open, leading to mass structural failure. One hundred thirty-eight souls perished, 78 of them children. But more than 170 survived, including dozens of children. Steve Mark was one of those children. 'My parents thought I was on the April 4th C-5A that crashed, but then my mom got a call on April 28th that I'd landed in San Francisco,' said Mark. Mark was one of four children on the last Pan Am flight out of Saigon on April 24th, 1975. He's thankful to all who gave him a chance at life, including Pan Am. 'I just want awareness of the efforts made by Pan Am to get all of these orphans out of Vietnam,' adds Mark. The now-defunct airline played a critical role when it provided the jumbo jets for the evacuation after the military plane crashed. On board were the orphans, government and airline employees, and their families. Al Topping was Pan Am's director of Operations in South Vietnam and Cambodia. 'I was walking through the cabin and people were crying,' said Topping. 'They're leaving behind their home country forever, probably, and they don't know what lies ahead .' Topping helped organize the flights as the North Vietnamese troops were closing in. More Local News 'My heart was pounding,' said Topping. 'I was just so worried that something bad was going to happen.' He describes the thousands of desperate South Vietnamese people at the airport, desperate to leave the country. 'A North Vietnamese soldier could be out there in the rice paddy somewhere with a shoulder rocket missile who could just shoot that plane down,' said Topping. 'We had no more protection, the South Vietnamese Army had dissolved into the woods, they had taken off the uniform, and on our final departure, when we were boarding, I saw some South Vietnamese soldiers now in civilian clothes trying to get on the plane with everyone else. Their plane made it safely back to the States. Thuy Williams, who was five then, was one of the older children. Years later, she was able to find her Vietnamese birth mother, who told her she gave her up because she feared for her daughter's safety, as a biracial child fathered by an American soldier. The emotional scars have endured. 'I remember a lot of war, I was in an area that I saw people get killed, and I heard the guns going off and the bombs,' said Williams. 'I have had a good life, and I had a good adoptive family.' The survivors and all involved in Operation Babylift say they want what happened to be more widely taught in schools as part of American history. Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
CBS News
27-04-2025
- Politics
- CBS News
Remembering the fall of Saigon
At the end of the Vietnam War, South Vietnamese soldiers swarmed a Pan Am airliner to save themselves from the rapidly-advancing North Vietnamese army. CBS News correspondent Bruce Dunning, who was on board, reported: "They left their wives, their children, their aged parents on the runway, while they forced their own way on board, a rabble of young enlisted men. … The plane raced down the taxiway, swerving to avoid abandoned vehicles, perhaps even running over people." This every-man-for-himself rout played out across South Vietnam as communist forces from the north launched their final offensive. "The question was not, 'Will they attack at some point,' but 'When will they do it'?" said Stuart Herrington, now 83, who was one of only a handful of American military personnel still left in Vietnam. "The map in my office began to show more and more red arrows, all pointing south." A map showing North Vietnamese troop movements in the last days of the Vietnam War. CBS News President Gerald R. Ford called South Vietnam's collapse "a great human tragedy," and ordered the immediate airlift of Vietnamese orphans – some mere babies who'd been born only weeks earlier. CBS News correspondent Murray Fromson witnessed what happened next, when the plane carrying the children crashed into a field about five miles from the end of the runway, killing 78 orphans and 35 Americans were killed. "What can one say except, 'When will the misery in this country ever stop?'" Fromson said. With Vietnam rapidly approaching what Secretary of State Henry Kissinger called "the worst case," he cabled American Ambassador Graham Martin: "We must evacuate our people and do so as soon as possible." Americans and Vietnamese flooded Tan Son Nhat Airport outside Saigon. But enemy shelling killed two Marines standing guard there – Darwin Judge and Charles MacMahon, the last Americans to die in Vietnam. Retired Marine Gerry Berry was a helicopter pilot aboard the armada of American ships off the coast. "The North Vietnamese bombed and rocketed the runway at Tan Son Nhat, so the runway became unusable," he said. "Helicopters were the last resort, and at 10:45 on the morning of 29 April 1975, Ambassador Graham Martin gave the order to commence Operation Frequent Wind, which became the largest helicopter evacuation in history." Frantic to find a way out, civilians mobbed the U.S. Embassy. "The last place, the last hope, the last refuge where you could go and maybe still get a helicopter," said Herrington. Jerome Thomas was a Marine guard at the embassy: "There were women at the gate just saying, 'Please, just take my baby, take my baby.' And we had to tell them, 'We cannot take your baby.' There were people that were getting crushed because of the crowd in the back were pushing." Berry said, "The crowd inside the embassy grounds is just huge, and it's never getting any smaller. You don't know how this thing is working, how it's going to end." Berry landed his helicopter in the Embassy's parking lot: "I actually landed at the embassy about one o'clock and said, 'My orders are to pick up the ambassador.' The Marine security guard runs into the embassy, comes back and says, 'Well, the ambassador's not ready to go.'" Instead, Berry and 70 other helicopter crews began lifting out Americans and Vietnamese. Col. Stuart Herrington (lower right) helped with the evacuation at the U.S. Embassy compound in Saigon on the final day of the Vietnam War. Courtesy Fall of Saigon Marine Association As darkness fell, Thomas, a 19-year-old Marine, was ordered to lower the American flag: "This was the last time the American flag was going to fly over Vietnam," he said. "Heartbreaking." America's war in Vietnam was now in its final hours. About four o'clock in the morning, Berry says, he could see North Vietnamese tanks coming down the road, "because their lights are on. They're driving down the highway." Herrington said, "Everybody was afraid. The North Vietnamese Army was advancing on Saigon." With the last helicopters going out, Airborne Commander radioed for crews to "max it out." Herrington told the crowd in the embassy parking lot, "'Get into a double line. Everybody's going to go. Nobody will be left behind.' I repeated that over and over and over, that everyone was going to go, and I really believed it." There were 420 Vietnamese still in the parking lot when new orders came in: "All U.S. must come out now." Herrington had promised "Nobody left behind," but orders were orders. "I said to the Vietnamese, 'I gotta take a leak,' and I walked into the door of the embassy, and scooted up the stairs," he said. I asked, "What did it feel like, telling that lie?" "I felt horrible," Herrington replied. "I felt like I had given them my word, that our country had given them our country's word, and it all went to crap." Berry recalled, "I land on the embassy roof at 4:56 in the morning on 30 April 1975. And I called the Marine security guard over and I said, 'You go tell the ambassador this helicopter's not leaving the roof until he's on board.' And then in my best aviator voice I said: 'The president sends.'" "Order from the President? Did you have authority?" I asked. "I have no authority to do that at all," Berry replied. "But I mean, there's got to be an end here. Two minutes later, his whole entourage are up, ready to go." Ambassador Martin brought the American flag with him. Flying out, Berry radioed the call sign: "'Tiger, Tiger, Tiger,' which means the ambassador's out, so everybody knows." It was late afternoon in Washington when Henry Kissinger announced the news: "Our ambassador has left, and the evacuation can be said to be completed." Except it wasn't. In 1996, Kissinger recalled during an off-the-record talk to the Army War College, "I come back from the press conference, and I find out that they had left the Marines behind that were guarding the embassy." The last American fighting men in Vietnam were barricaded on the roof as Saigon was about to fall. Their sergeant, Juan Valdez, is 87 now, and living in a memory care unit – but some things you don't forget. "It's been so many years now," he said. "We thought for sure that we were going to be left there. You kind of swallow hard, you know, because by that time the tanks were passing by from the Vietnamese." Doug Potratz, who was on the roof with Valdez, said, "It felt like the Alamo for a while. We didn't know if we were going to be the last people and be overrun." Thomas said, "The question that was going through everybody's mind was, should we fight or should we surrender? And everybody there, to a man, was like, we're fighting, you know, because Marines never surrender." Portratz said, "It was the lowest point, I think, in my life. We're thinking about all the people that have died, literally thousands and thousands of Americans, and it was all gone." "We were there for two, two-and-a-half, maybe three hours waiting," said Valdez, "and then all of a sudden at a distance we saw two choppers coming back." Two helicopters went back for the Marines. The first one picked up 22, and the second the final 11. The radio communication from the Airborne Commander said: "11 pax on board including the commander. All the Americans are out. That is it." A blurry picture captured the moment. "I was the last one to go aboard," said Valdez. "Because I was in charge of them, and whether I stayed behind, so be it, you know, but you always take care of your men first." He was the last man out. Sgt. Juan Valdez (rear) was the last person to board the final chopper carrying Americans out of South Vietnam. Courtesy Juan Valdez For more info: Story produced by Mary Walsh. Editor: Joseph Frandino. See also:
