Pratica di Shadowing: Everyone's Reckless Mistakes Got 8 Tourists Killed! - Impara a parlare inglese con i video

Scegli una modalità di pratica

Ogni modalità apre una sala di pratica a schermo intero.

271 frasi

Se le frasi sono troppo corte o troppo lunghe, clicca su Edit per modificarle.

This was the last photo ever taken on an airplane flying eight passengers back to their cruise ship in Alaska.

Because about 20 seconds later, the aircraft they were flying in slammed into the side of a mountain, killing everyone on board.

But the most shocking part about the story wasn't the weather.

It was the reckless mistakes that everyone made

that lined up all the holes in the Swiss cheese before they ever took off.

I'm Hoover, and welcome to your Pilot Debrief.

Our story begins on June 25, 2015 in Ketchikan, Alaska, when a cruise ship was docked in town for the day

and a group of passengers purchased a shore excursion that included a sightseeing flight over the Misty Fjords National Monument.

Unfortunately, what none of them realized is that they wouldn't survive the flight.

But in order to better understand how dangerous this tour really was,

we need to start by taking a closer look at the company responsible for it.

Promac Air was a private charter company in Alaska, and by 2015, about 90 % of their business was air tours, including working with cruise ships.

But when it comes to safety, the company didn't have a safety officer, and they didn't have what's called a safety management system,

or SMS, which is basically a formal program for reporting problems and fixing hazards before they get someone killed.

Now, to be fair, at that time, there wasn't any legal requirement for them to have an SMS,

so what they did instead was they had an anonymous box for safety reports,

and that way the pilots could keep the management informed anytime they thought something was dangerous.

Now, in theory, this sounds great, but the only problem was that according to the director of operations, no one ever reported anything,

making it seem like everything was fine and there was nothing to be worried about.

That being said, I'd argue that the bigger problem at the company was the culture.

In fact, according to the investigation, a relatively new pilot with the company told the NTSB that during his initial training,

the assistant chief pilot told him and a group of other pilots, this is Alaska, you won't make it there, you got to bend the rules.

And when some of the pilots asked what happens

if you run into weather during your flight and you have to turn around and come back,

the assistant chief pilot allegedly said that if all the airplanes get through and you're the one that turns around,

we're going to have a conversation about it.

Think about that for a minute.

You just got a job at a new company, and during your initial training,

you're basically told that you need to do whatever it takes to make the flight happen, even if it might not be legal.

Now that pilot would go on to say that he just assumed that's the culture.

It's like we push through.

Now just to show that this wasn't an isolated example, the NTSB interviewed another company pilot who had about 26 ,000 hours.

And he said that one time he was flying and he made a radio call asking another airplane,

how's the weather up there because it looks IFR here.

Which he thought was a reasonable request to help him determine if he needed to take a different route.

But he was shocked when after the flight was over

that the company management ridiculed him for mentioning the word IFR on the radio,

and they even told him that if he ever said IFR on the radio again, he'd get fired.

This is where you need to understand that according to yet another pilot, the real problem was that the director of operations,

the assistant chief pilot, and the president were all good talkers, but they don't listen.

He went on to say

that it was the hardest place in the world to communicate with anyone because they already know everything, so you can't tell them anything.

Now, in full transparency, some of the more experienced pilots at the company said that they never felt pressured,

and the assistant chief pilot himself told the NTSB that there used to be pressure from management, but it was non -existent now.

Additionally, the FAA inspector who oversaw PROMEC told the NTSB he believed they were operating safely

and that they weren't a higher risk operator.

In fact, he checked in on the company about three months prior to the crash

and he was satisfied with how they were running operations.

However, he also admitted that he had never observed the flight coordinator training

or their training records and he wasn't even sure if they had a written program for it.

He also thought they had a flight risk assessment in development, but nothing was official before the accident.

So in other words, the oversight

that was supposed to catch a weak operational control system never really dug into how that system actually worked.

Now, regardless of all these issues, when it comes to safety, the company policy said that the pilot

and the flight scheduler both had to agree that a flight was safe before it could launch.

And even though that sounds great on paper, on the day of the crash,

the scheduler working the flight said that she didn't talk to the accident pilot

that morning beyond your typical normal greetings and a quick weather report.

Additionally, the only manager working that morning was the company president, and he said the same thing.

So basically, the decision to fly was entirely up to the pilot.

But now that you know more about the company that operated the tour,

it's time to talk about the man who was flying the plane that day.

Brian was 64 years old, and he had been a pilot for more than 20 years, and he had a commercial certificate with an instrument rating,

and he'd spent the last few summers flying tours in Alaska.

However, he had just been hired by ProMec on April 27th, less than two months before the crash.

A few days later, on May 1st, he passed his checkride in a DHC -2

Beaver, and he flew his first air tour on May 3rd.

Even though Brian had prior time in the Beaver, I thought this was a really fast transition,

because he essentially went from being hired to one week later he was flying passengers.

But the NTSB didn't really dig too much into the details regarding his training or local area procedures,

and instead they just remarked that it was a fast timeline.

That being said, about one month later on June 6th, Brian finished training in the DHC -3 Otter,

then on June 10th, he flew his first Otter tour.

So by the time of the crash on June 25th, he had only been flying the Otter for about two to three weeks,

and he only had about 40 hours of experience in that aircraft.

If you're not familiar, the DHC -3 Otter is a single -engine,

high -wing bush plane designed in the early 1950s to haul people and cargo in and out of rough places.

And if you've ever been to Alaska, you've probably seen one sitting on floats.

The one that Brian was flying had a glass cockpit with two screens,

one for the flight instruments and one showing a moving map of the terrain.

And according to the NTSB, there was nothing mechanically wrong with the aircraft at the time of the crash.

Keep in mind that even though Brian didn't have a lot of experience in the Otter,

he had just over 4 ,000 hours of total flight time, including about 500 hours in the Beaver,

and about 1 ,200 of his hours was experience that he gained flying in other parts of Alaska,

but he only had about 150 hours with ProMech.

Now, the point I'm trying to make is that Brian wasn't a new pilot, but he was brand new to this airplane,

and even though he had flown on Alaska before, he was brand new to this part of Alaska.

That being said, there was a whole lot more to the story

that the NTSB discovered about Brian when they interviewed other pilots at the company.

First of all, the director of operations said that he thought Brian was a conservative decision maker,

and he remembered one tour where Brian was the only one in the group who turned around

because of rain and poor visibility, and after the trip, the company president even told Brian that he made the right decision.

However, another pilot remembered a time that he warned Brian about an area that he couldn't fly through because of the weather,

but Brian tried to do it anyway, and he was forced to turn around and ended up running low on fuel.

There was also a story about how Brian was seen flying into the clouds one time

when he was supposed to remain clear of the weather, and that individual told the NTSB that it seemed like Brian thought he was invincible

or that he was better than he was.

The most shocking part about these interviews, though, was that the NTSB discovered that on June 14th, less than two weeks before the crash,

Brian was flying, and he was warned on the radio about severe downdrafts in one of the areas along his route, but he flew there anyway.

100

Unfortunately, when he did, he hit one of those downdrafts, and the floats of his airplane struck the trees, and he almost crashed.

101

In fact, in his logbook for that day, Brian wrote, Misty Tripp thought I was dead.

102

The crazy part about that story, though, is that Brian's roommate and at least two other pilots knew about the tree strike,

103

but no one ever filed a safety report about what happened, and when the NTSB asked the company president and the director of operations about it,

104

they had no idea what they were talking about because no one ever told them.

105

On top of all of this, at one point, Brian's roommate met with the assistant chief pilot and told him, you're pushing Brian too hard,

106

but allegedly his response was, as long as everybody is flying okay, I don't really care.

107

I'll be honest, this is probably one of the most frustrating tragedies

108

that I've debriefed in a while because there's just no reason this ever should have happened.

109

Alaska isn't the kind of place that you can mess around

110

because there's already a much higher level of risk with some of the flights

111

there compared to flying down in places like Florida or Texas.

112

And the fact that safety wasn't being taken seriously

113

and no one seemed to be monitoring what the pilots were doing was just shocking to me.

114

Regardless, now that you know more about Brian and the company that he was flying for,

115

it's time to talk about what happened on the day of the crash.

116

Before we talk about what happened next, I got a text message yesterday from a number that I didn't recognize that said,

117

haven't talked lately, hope things are going well for you.

118

Now, I didn't recognize the number, but it sounded like someone that I knew.

119

And I'm sure that some of you have gotten text messages like this.

120

So you know exactly what I'm talking about.

121

And even though the message sounds friendly, the problem is that it's often part of a scam.

122

But did you know that one way scammers can get your numbers through a data broker?

123

These are companies that collect your personal information like your name.

124

address phone number and even your family connections

125

and then they sell it to anyone willing to pay for it

126

but the good news is you can finally fight back

127

and that's why i use delete me who is the sponsor

128

of this video their team of privacy experts searches hundreds of

129

data broker sites to find where your personal information is exposed

130

and then they work to get it removed not just once

131

but continuously in fact just recently delete me reviewed 4100 records

132

and found my data exposed on 16 sites

133

and they're working to remove 43 pieces of my personal information saving me dozens of hours of work

134

i also get regular privacy reports showing me what they found plus confirmation

135

that the data has been removed so

136

if you want to be more proactive about your online privacy

137

i highly recommend delete me

138

you can get 20 off all consumer plans by scanning the qr code on the screen

139

or by going to join delete me .com debrief

140

and using code debrief at checkout and now let's get back to the video.

141

On the day of the crash the weather forecast called for low clouds,

142

reduced visibility, rain and fog and there was also weather advisory warning pilots that the mountains could be hidden in the clouds.

143

Despite the weather Brian was scheduled to fly four tours

144

that day and based on his phone records we know

145

that he was checking the weather that morning

146

but as far as he was concerned this was probably just another typical day in Alaska.

147

Now the way the tour worked is

148

that the cruise passengers would get off the ship and then they would travel to the fjords by boat.

149

That's where Brian or one of the other pro -mec pilots would pick them up

150

and fly them home from the fjords back to the cruise ship.

151

If you look at the map, there were basically two ways home.

152

The short route was about 25 minutes and mostly over land through a low valley and across a lake.

153

However, the long route was about 30 minutes and stayed mostly over the water, but pilots generally preferred this route whenever there was bad weather

154

because there was more room to fly below the clouds without worrying about the terrain,

155

and they could always land on the water if they needed to.

156

But what it boiled down to was a difference of about five minutes.

157

On Brian's first tour that day, he flew the short route to go pick up the passengers,

158

and he radioed back that the weather was good with isolated rain showers,

159

but the two other pilots behind him took the long route saying the conditions weren't great, but at least they were above minimums.

160

Not long after that, Brian and the other two pilots picked up the passengers

161

and they started on the short route to make their way back home, but eventually they had to switch to the long route and Brian,

162

who was out in front of everyone, ended up having to do a 180

163

and then he did another 360 degree turn deviating from course trying to find a way home below the weather.

164

Now, even though turning around was the right decision, I'd argue that he never should have tried that short route to begin with.

165

I mean, why would you push the limits

166

when you know the weather is bad because you just flew this route

167

and you have a much safer option to fly over the water?

168

Not surprisingly, the company management had no idea

169

that Brian had to turn around on that earlier flight

170

because of the weather or that the other pilots had to deviate and take the long route either.

171

As a quick side note, just to show you the kind of pressure the pilots were under,

172

one of the new pilots who showed up for work

173

that morning told the company president that he didn't think the weather was good enough to fly,

174

but the president's response allegedly was, that's just Alaska weather.

175

So the pilot shut up and hopped in the plane.

176

When it comes to the second tour, this time there were six aircraft from ProMech flying,

177

and they all took the long route to go pick up the passengers, and they took that same route back,

178

and the lowest they were supposed to fly was 500 feet above the surface.

179

However, based on the flight data, all six of them went below that altitude on their way back because the weather was so bad.

180

In fact, Brian got down to 375 feet and the company president, who was also flying one of the aircraft, got as low as 250 feet.

181

And the new pilot that didn't want to fly that day, he went as low as 225 feet above the water.

182

Later on, that new pilot told the NTSB that the weather was so bad,

183

he felt lucky to come back and he was surprised that the company kept flying that day.

184

When I read about this in the investigation, I thought it was absolutely ridiculous.

185

I mean, I just can't imagine how a company president will be willing to risk the lives of his pilots

186

and the passengers that are trusting you to keep them safe.

187

They never should have been flying that day, and they should have immediately canceled any remaining flights after what just happened during that second tour.

188

Now, this is where it's important to understand

189

that there was another private charter company in the area that was supposed to operate that day,

190

but they had enough common sense to look at the weather and decided that it wasn't good enough, so they canceled their flights.

191

But the truth is, that other company had learned that lesson the hard way because back in 2007,

192

one of their tour flights crashed while flying in the weather, killing the pilot and four passengers.

193

So the rules they made for themselves had been written in blood.

194

Regardless, the problem was that as soon as that other tour company canceled their flights, the cruise line rebooked passengers with ProMech,

195

so there was arguably a lot of pressure to make the flights happen.

196

And to set the stage, when it comes to Brian's third flight that day, the passengers had to be back at 1230

197

because the ship was leaving at 1 o 'clock and they weren't going to wait for anyone.

198

But you know who didn't fly in that third tour group of pilots?

199

The company president.

200

That's because he stayed behind

201

and he even called out on the radio to remind everyone they needed to be back by 1230.

202

Brian took the long way out again to pick up the passengers,

203

and they were supposed to leave at 11 .45 to get back around 12 .10, leaving them plenty of time.

204

Instead, eight passengers boarded the plane late, and they didn't take off until 12 .07, having no idea it would be their last flight.

205

Brian took off with the passengers for the flight back to Ketchikan,

206

and he had to decide if he was going to take the long way or the short way.

207

However, this time there was a friend of Brian's who was flying ahead of him who said

208

that the weather on the short route was good.

209

Meanwhile, another pilot told the NTSB that he'd already been forced to turn around over a lake on the short route,

210

so he took the long route, but he never told anyone about it on the radio.

211

Allegedly, when that happened, the company president, who had been tracking all of the aircraft, saw this and he got frustrated,

212

saying, Damn it, come on, Chuck.

213

The NTSB eventually recovered these photographs from the passengers phones after the crash

214

that showed how

215

when Brian was crossing the channel the visibility over the water was at least five miles

216

and you can see just how low the clouds are over the mountains.

217

So it's hard to imagine why you would try to take the short route.

218

Now perhaps Brian was hoping to save five minutes of time

219

and some of you might argue

220

that he was probably under a lot of pressure since he was still new to the job, and if he didn't make it back in time,

221

then ProMech was going to have to pay to get the passengers to the next port to meet the ship.

222

But in my opinion, Brian had enough experience as a pilot to understand the risk that was involved,

223

and he could have easily picked the long route since it was the more conservative option.

224

Unfortunately, he chose the short route, and as Brian entered the valley surrounded by mountains,

225

another image from a passenger's video showed that they were passing thin, ragged clouds that were hiding the mountains behind them.

226

Thankfully, a few minutes later, they cleared the first part of the terrain and found themselves over Ella Lake,

227

which would have been the perfect opportunity to abort the route because once again, there was good visibility over the water,

228

and Brian could have flown low enough to stay below the clouds.

229

Now, before I explain what happened next, there are two things that you need to know.

230

First of all, on the west side of the lake, there are two mountains that look almost the same.

231

So when the visibility is low,

232

PROMEC pilots would normally fly past the south end of the lake before turning west because that kept them clear of both.

233

Now, the second thing to point out is that the aircraft that Brian was flying in had a terrain warning system.

234

But the problem was the system was designed to warn you if you were within 700 feet of the ground.

235

And because the tour flights would often go as low as 500 feet over the water,

236

the system would generate warnings all the time so several of the pilots

237

that flew for PROMEC had gotten into the habit of silencing the warnings with a switch, even though the map still showed the terrain.

238

The NTSB later discovered in one of the passengers' photos

239

that was taken just before the flight

240

that the terrain warning switch in Brian's aircraft was set to inhibit before the flight began,

241

and that was the same position it was found in the wreckage.

242

It's not clear if Brian intentionally turned the system off, or if he just didn't check and remember to turn it on prior to the flight.

243

To make matters worse, the map displayed in Brian's cockpit was using its original database from 2003, which didn't show small lakes,

244

and a more recent update would have given Brian better situational awareness about where he was.

245

Either way, when Brian reached the middle of the lake, he was still about a mile and a quarter from the south shore,

246

and that's when he began a turn to the west

247

and climbed to about 1 ,500 feet in order to clear a 900 -foot ridge in front of him.

248

However, the visibility was getting worse, and in this photo, everything above 1 ,000 feet was obscured by the weather.

249

Additionally, the passenger in Brian's right front seat took this photograph, looking down at the trees that were already partly hidden by the clouds.

250

Seven seconds later, that same passenger took one more photo looking forward, with rain on the windscreen and almost nothing visible ahead.

251

It was the last photo ever taken on that airplane.

252

That's because even though Brian cleared the first mountain ridge, he didn't realize that he had turned too early,

253

and now he was pointed straight at the second mountain.

254

About two seconds before impact, the aircraft suddenly pitched up and pulled about two

255

Gs because that's probably when Brian saw the trees, but it was too late, and they slammed into the hillside,

256

killing Brian and all eight passengers instantly.

257

I just want to point out that the pilot

258

that was following Brian decided to keep going south over the lower terrain before turning west and he eventually made it home.

259

Tragically, Brian was planning to move into his own apartment

260

when he got off work that day

261

and my heart goes out to his wife and the family and friends of all the victims of this terrible tragedy.

262

The NTSB blamed Brian for what happened, but they also said the company culture essentially endorsed flying in hazardous weather,

263

failed to manage the pressures on pilots, didn't have a formal safety program, and didn't have adequate control over the decision to launch flights.

264

Less than a year later, ProMex shut down its operations,

265

and the point that I want you to take away from this debrief is this wasn't one mistake.

266

This was classic normalization of deviance over time where all the holes in the Swiss cheese lined up,

267

and everyone's reckless mistakes got Brian and eight other people killed.

268

I hope this debrief has been helpful be sure to check out another one on the channel

269

and I'll catch you on the next debrief.

270

Thanks again to Delete Me for sponsoring this video.

271

To get your data removed from the internet, check out Delete Me using my link in the description and get 20 % off.

Scarica l'app

Tutto ciò che serve per parlare fluentemente

Pronuncia con IAVoto per ogni frase

Pratica IPAPadroneggia ogni suono

VocabolarioCostruisci il tuo lessico

Gioco di vocabolarioImpara giocando

Scansiona QR

Download on theApp Store Get it onGoogle Play

FOR YOU

Video consigliato

151 frasi

Great Moments in Unintended Consequences: Yosemite Permits, Italy Superbonus, Salary Caps (Vol. 22)

Business EnglishDaily ConversationUniversity Students

146 frasi

I Travelled To Afghanistan... And Left Within 3 hours

Travel EnglishDaily ConversationUniversity Students

263 frasi

THE MAGNUS ARCHIVES #73 – Police Lights

Daily ConversationWorking Adults

Vocabolario e note di pronuncia per questa lezione

Questa lezione di conversazione si basa sul video “Everyone's Reckless Mistakes Got 8 Tourists Killed!”. Le parole che ritornano più spesso: pilot, Brian, flight, weather, flying. Questo video contiene 271 frasi e 4150 parole da ripetere con lo shadowing. Il parlato dura 21:05. Chi parla va veloce, circa 197 parole al minuto: aspettati suoni legati e ridotti. Il 86% delle parole rientra nelle 3.000 più comuni dell’inglese; conviene studiare le altre prima di iniziare.

Vocaboli chiave di questo video

15 parole del video che vale la pena imparare, con pronuncia e significato:

Parola	Pronuncia	Significato
passenger sostantivo	/ˈpæs.ɪn.d͡ʒɚ/	passeggero, passeggera
cloud sostantivo	/ˈklaʊ̯d/	nuvola, nube
terrain sostantivo	/təˈɹeɪn/	terreno, tratto
cruise sostantivo	/kɹuz/	crociera
delete verbo	/dɪˈliːt/	cancellare, eliminare
airplane sostantivo	/ˈɛɹˌpleɪ̯n/	aereo, aeroplano
visibility sostantivo	/ˌvɪz.əˈbɪl.ɪ.ti/	visibilità
shock sostantivo	/ʃɔk/	trauma, trauma emotivo
regardless avverbio	/ɹɪˈɡɑɹd.lɪs/	comunque, in ogni caso
argue verbo	/ˈɑɹ.ɡju/	discutere, dibattere
privacy sostantivo	/ˈpɹaɪ.və.si/	privatezza, intimità
additionally avverbio		in aggiunta, anche
cancel verbo	/ˈkæn.sl̩/	depennare, cancellare
warn verbo	/woɹn/	avvertire, avvisare
formal aggettivo	/ˈfɔɹməl/	formale

I phrasal verb che sentirai

Parola	Pronuncia	Significato
turn around verbo		girare, girarsi
get off verbo		scendere
pick up verbo		tirare su, sollevare
check out verbo		investigare
come back verbo		tornare
end up verbo		andare a finire, finire
line up verbo	/laɪnˈʌp/	allineare
point out verbo		additare

La grammatica di questo video

Le strutture che chi parla usa di più, con le parole esatte del video:

Struttura	Nel video
Forma passiva be + participio passato — conta ciò che accade, non chi lo fa	was docked · being said · been hired
Present perfect have/has + participio passato — un’azione passata che conta ancora adesso	you've ever been · I've debriefed · haven't talked
Frasi relative who / which + frase — un’informazione in più su una persona o una cosa	SMS, which is · man who was

Pronuncia a cui fare attenzione

Chi parla usa 57 contrazioni e forme ridotte, come didn't, wasn't, I'm. Pronunciale nella forma breve, così come le senti.

I suoni “sh” e “zh”: shock /ʃɔk/, essentially /ɪˈsɛnʃəli/, shore /ʃɔɹ/, transition /tɹænˈzɪʃ.ən/, operational /ˌɑ.pəˈɹeɪ.ʃə.nəl/
Parole lunghe — attenzione all’accento: visibility /ˌvɪz.əˈbɪl.ɪ.ti/, allegedly /əˈlɛdʒ.ɪd.li/, essentially /ɪˈsɛnʃəli/, ridiculous /ɹɪˈdɪk.jə.ləs/, operator /ˈɑpəˌɹeɪtɚ/

I suoni difficili per chi parla italiano:

/h/ — va soffiata, non è muta: hire /ˈhaɪɹ/, helpful /ˈhɛlp.fl̩/, hop /hɒp/, habit /ˈhæb.ɪt/, hazard /ˈhæzəd/
Consonante finale — senza aggiungere una vocale dopo: cloud /ˈklaʊ̯d/, cruise /kɹuz/, delete /dɪˈliːt/, shock /ʃɔk/, regardless /ɹɪˈɡɑɹd.lɪs/
/æ/ — più aperta della “e”: passenger /ˈpæs.ɪn.d͡ʒɚ/, cancel /ˈkæn.sl̩/, photograph /ˈfoʊ.təˌɡɹæf/, tragedy /ˈtɹæd͡ʒ.ɪ.di/, slam /ˈslæm/

Come esercitarsi con questo video

Ascolta tutto il video una volta senza parlare e annota le parole che non conosci.
Inizia a velocità 0,75×, fai shadowing frase per frase e torna alla velocità normale quando diventa facile.
Registrati e confronta con l’originale, facendo attenzione a parole come passenger, cloud, terrain.

Cos'è la tecnica dello Shadowing?

Shadowing è una tecnica di apprendimento delle lingue supportata da studi scientifici, originariamente sviluppata per la formazione dei traduttori professionisti e resa popolare dal poliglotta Dr. Alexander Arguelles. Il metodo è semplice ma potente: ascolti un audio in inglese di madrelingua e lo ripeti immediatamente ad alta voce — come un'ombra che segue il parlante con un ritardo di solo 1–2 secondi. A differenza dell'ascolto passivo o degli esercizi di grammatica, lo shadowing costringe il tuo cervello e i muscoli della bocca a elaborare e riprodurre simultaneamente i modelli di discorso reale. La ricerca dimostra che migliora significativamente la precisione della pronuncia, l'intonazione, il ritmo, il discorso connesso, la comprensione dell'ascolto e la fluidità del parlato — rendendolo uno dei metodi più efficaci per la preparazione alla prova di speaking dell'IELTS e per la comunicazione reale in inglese.

Tecnica dello shadowing: leggi la guida completa passo dopo passo →

Pratica di Shadowing: Everyone's Reckless Mistakes Got 8 Tourists Killed! - Impara a parlare inglese con i video

Scegli una modalità di pratica

Scarica l'app

How did ONE missing letter crash this plane? | Dan Air 1008

The Anatomy of Fraud

Kate Brady | Disasters are Awful: What Comes After Doesn't Have To Be

Phú Quốc boat accident prompts action | Vietnam Today

The Lowest Point of My Career | Reset in Japan with @japanairlinesworld

Learn/Practice English with MOVIES (Lesson #57) Title: Sully

Spirit Airlines GOES BUST After Jet Fuel $$ Doubles

9News Sydney | Friday May 15 | Full Episode

The Son Of Beast Roller Coaster Accidents