YT YouTube2Text

YouTube2Text → Transcripts → The Impossible Landing

The Impossible Landing — Transcript

by neo · 4,163 words · 594 segments · language en · Watch on YouTube

Open in transcriber Summarize with AI Download SRT/VTT

Full transcript

0:00(dramatic music)
0:01- On July 19, 1989, United Airlines Flight 232
0:05takes off from Denver, Colorado heading towards Chicago.
0:09It's been nearly an hour since departure
0:11and the plane is now flying over Iowa
0:14with a sunny, clear sky and relatively no turbulence.
0:18By all accounts, it's a routine flight
0:20with two very experienced pilots
0:22and one flight engineer in the cockpit.
0:25The plane is on autopilot
0:27and is now doing a turn towards a heading of 95 degrees.
0:32But then suddenly, with a violent jolt,
0:36everything changes.
0:39The plane is a DC-10
0:41and it is outfitted with three engines,
0:43one underneath each wing
0:45and a third at the base of the tail fin
0:47towards the back of the plane.
0:49After hearing and feeling the explosive bang,
0:52flight engineer Dudley Dvorak reports
0:54that it is the rear engine that has failed.
0:57Copilot William Records takes control of the plane
1:00as Captain Alfred Haynes
1:02begins an engine shutdown checklist.
1:04(pensive music)
1:07Though it is alarming to lose an engine mid flight,
1:09it isn't the worst case scenario.
1:12The DC-10 is designed to still be able
1:14to fly even if only two engines are operational,
1:18and so the crew is able to cut off power
1:20to the damaged engine
1:22and turn their attention to steadying the plane back out.
1:26But this is when they realize
1:28just how bad the situation actually is
1:31because even though the plane is able to continue flying,
1:34Copilot Records reports
1:36that none of the controls are working.
1:39Captain Haynes attempts to manipulate the controls as well
1:42and confirms that nothing seems to be functional.
1:46While the two pilots continue flying
1:48to see why the plane isn't responding
1:50to the controls, Flight Engineer Dvorak comes up
1:53with their answer.
1:55The plane has lost all hydraulic fluid.
1:59(dramatic music)
2:00Hydraulic fluid is needed
2:02for nearly every control output on the plane.
2:05For example, in order to make a plane bank to the left,
2:08a pilot will turn the control column to the left,
2:11causing the left aileron to move up
2:14and the right aileron to move down.
2:17The hydraulic fluid is a pressurized liquid
2:20that allows these ailerons to move up and down
2:22once the control column is moved.
2:25If there is no fluid, there's no pressure
2:27that forces this movement,
2:28no matter how hard the control column
2:31is turned left or right.
2:33Now, because hydraulic pressure is so vital
2:36to flying a plane,
2:37there are actually three separate hydraulic lines
2:39that run through a DC-10.
2:42These hydraulic systems are independent from one another
2:45so that if one should fail, there are two others
2:48that can continue providing hydraulic power.
2:51There is no procedure to follow should all three fail
2:55because the likelihood of this happening was thought
2:57to be one in a billion, virtually impossible.
3:02And with no hydraulic fluid left,
3:04the plane begins banking to the right.
3:07If this continues, the plane is in danger
3:09of fully rolling over,
3:11a situation that there's no recovering from.
3:15Flight 232 will crash. (dramatic music)
3:19Thinking quickly, Captain Hayes realizes
3:21that even without hydraulic fluid,
3:23they still have at least one control
3:25that they can manipulate: the engine throttles.
3:30By decreasing the power to the left engine,
3:33Haynes is able to slowly level the plane back out.
3:36(dramatic music continues)
3:38And with the immediate danger addressed,
3:40the crew can now turn their attention to the bigger issue:
3:44they have no way to fly this plane.
3:47(suspenseful music)
3:50Now, what the flight crew don't realize
3:52is that even though all three hydraulic lines
3:55run separately, there is one section
3:57in the back of the plane
3:58where they come within close proximity near the rear engine.
4:03Later investigations will reveal that within the engine,
4:06a fan disc had been produced using metal
4:09that was not completely pure
4:11and this manufacturing defect went unnoticed.
4:15A crack began to form with each flight the aircraft took
4:18until finally the disc couldn't hold anymore
4:22and broke apart within the engine.
4:24The resulting explosion severed the hydraulic lines
4:27to this rear engine,
4:29but it also sent shrapnel flying all around the area
4:32towards the same section
4:34where the other two hydraulic lines come close together,
4:37severing them as well.
4:39The result was all lines bleeding hydraulic fluid
4:43until they were empty, leaving the flight crew helpless.
4:47At this very moment, a flight attendant comes to the cockpit
4:50to get an update on the situation.
4:53She can immediately tell things aren't good,
4:55and this is confirmed when Haynes tells her
4:57to ready the cabin for an emergency landing.
5:01Once she returns and begins instructing
5:03the other flight attendants to follow suit, she is stopped
5:06by a passenger sitting near the back of first class.
5:10He asks for information about what is going on
5:14and he seems relatively calm given the situation.
5:18That is because he is no ordinary passenger.
5:22His name is Dennis Fitch and he himself is a pilot,
5:26but not just any pilot.
5:28Fitch is actually a flight instructor for the DC-10,
5:32the very aircraft that they are onboard.
5:35The flight attendant tells him
5:37that the rear engine has shut down
5:39and that the captain has reported
5:40that all hydraulics are lost.
5:43Now, Fitch can't believe what he's hearing
5:45as he knows this aircraft in and out
5:48and understands just how unlikely that could be.
5:52And yet if it is true, he also knows
5:54that they are almost certainly doomed
5:56because he has studied a previous flight
5:59that has had this exact same problem.
6:02(airplane whooshing) (dramatic music)
6:07Just four years before United Flight 232 departed
6:10on its fated flight, Japan Airlines Flight 123 takes off
6:14from Tokyo en route to Osaka.
6:18It'll be a short flight, about one hour,
6:21but nonetheless, the journey will be made on a Boeing 747.
6:26These aircraft are known for their large size
6:29and are more typically used for long distance flights.
6:33However, this particular 747 variant
6:36is one specifically requested by Japan Airlines
6:39in response to high demand for certain domestic routes,
6:42such as between Tokyo and Osaka.
6:45With this model, fuel capacity is reduced in exchange
6:48for strengthening the structure of the aircraft
6:51to accommodate more frequent takeoffs and landings.
6:55And because it will be used for shorter flights,
6:57the business class section is reduced
6:59and the economy section is increased,
7:02allowing for more seats overall.
7:05No other airplane type had a higher capacity at the time
7:09as this 747SR carried a staggering 524 people
7:14on this flight.
7:16But what no one on board knows
7:18is that something is happening in the back of the plane.
7:23Just a few years prior,
7:25this particular 747 was involved in a hard landing
7:28that resulted in a tail strike.
7:31There were even some injuries but no casualties
7:34and the plane needed some serious repairs,
7:37especially to the pressure bulkhead
7:39in the back of the plane.
7:42This is a curved wall that separates the pressurized air
7:45in the cabin from non-pressurized air, acting as a seal.
7:50Now, half of this bulkhead was damaged
7:52during the tail strike, and so repairs were carried out.
7:55The lower half dome of this bulkhead was therefore replaced,
8:00but this is where the fix wasn't done properly.
8:04In the correct installation, a single splice plate is used
8:07to connect both the upper and lower half of the bulkhead.
8:11This way, the loads are transmitted evenly
8:14across three rows of rivets.
8:16But during the repair, instead of using one single sheet,
8:20the splice plate was cut into two parts.
8:23This is a big mistake.
8:26The top rivet is essentially not carrying any load
8:29as it's not even connected to the lower bulkhead anymore.
8:33And so with each flight after the repair,
8:36cracks began to form around this area,
8:38and every flight the plane took,
8:40pressurizing and depressurizing the cabin,
8:42the cracks grew worse and worse.
8:45It was only a matter of time
8:47until the bulkhead couldn't hold anymore.
8:52(dramatic music)
8:53Only 12 minutes into Flight 123,
8:56all 524 occupants feel an explosive decompression
9:00as the pressure bulkhead fractures.
9:03Pressurized air rushes into the space behind the bulkhead,
9:07an area not designed
9:08to handle the instantaneous pressure change.
9:11This causes more ruptures in the back of the plane
9:14and the vertical tail fin blows off the aircraft.
9:17(fin exploding)
9:20- [Flight Crew 1] Hey, something has exploded!
9:24Squawk 77.
9:25The gear door! Check the gears.
9:26- What? - Check the gears!
9:28- The engine? - Squawk 77.
9:30- [Host] The explosion is so sudden
9:32that everything takes place in less than half a second
9:35and oxygen masks drop as the cabin becomes depressurized.
9:39(flight crew speaking in Japanese)
9:44- The flight crew immediately calls out
9:46to the Tokyo control tower
9:48and requests authorization to return to the airport.
9:52- [Control Tower] Tokyo, Japan Air 123,
9:56request, immediate, ah,
10:00ah, trouble, request to return back to Haneda.
10:04Descend and maintain 220. Over.
10:06- [Captain] Roger, approved as you requested.
10:08- Permission is granted,
10:10though now the crew realizes a problem
10:14because just like United Flight 232,
10:17all hydraulic lines have been severed in the explosion
10:20caused by shrapnel flying out in the section
10:22where the lines come close together.
10:24The plane has become unflyable.
10:27(airplane engine roaring)
10:29- [Flight Crew] All the hydraulic systems have gone dead?
10:32But, now uncontrollable.
10:36- [Flight Crew] Uncontrollable, roger, understood.
10:40- With no controls and now a missing tail fin,
10:43the plane begins dipping forward and back.
10:48This is called phugoid motion.
10:52Essentially, as the plane descends, it gains air speed,
10:57but this additional speed causes lift,
11:00which makes the plane climb.
11:03With no control surfaces to correct this motion,
11:07the plane continuously rises
11:09and dips in a wave-like pattern.
11:13The flight crew realizes
11:14that the only control they still have left is engine thrust,
11:18and so they begin increasing
11:19and decreasing the plane's four engines,
11:22an attempt to steer back to towards Tokyo.
11:24If they want to take a right turn,
11:27they increase power on the left engines
11:30and lower power on the right.
11:33It is an extremely difficult process,
11:35but even still, the crew is able
11:37to make some progress in getting turned around
11:39to head back to Haneda Airport,
11:41and they are decreasing their altitude.
11:44But now they have yet another problem looming ahead of them:
11:48the Japanese Alps.
11:49(plane whooshing) (warning beeping)
11:53- [Flight Crew 1] Hey, there's a mountain ahead.
11:53- [Flight Crew 2] I know.
11:56- [Flight Crew 1] Turn right. It's a mountain there.
11:58- [Flight Crew 2] I know, Sir.
11:59- [Flight Crew 1] Take control, to the right, right turn!
12:03- [Flight Crew 2] Right turn, that's right?
12:04- We could hit the mountain. - I know.
12:06- [Flight Crew 1] Right turn.
12:08(plane warning beeping) Left turn.
12:11Put more power on. Left turn now!
12:14Left turn! (dramatic music)
12:16- With little ability to control the plane,
12:18the crew do all they can to avoid the mountains.
12:22Ultimately, there's nothing that can be done.
12:26Bracing for impact,
12:28the plane crashes into a ridge just north of Mount Mikuni
12:32after nearly 30 minutes of flying an uncontrollable plane.
12:37(plane warning beeping)
12:40- [Flight Crew 1] Nose up!
12:43Power! (plane warning beeping)
12:47- [Airplane] Bank angle. (plane alarms blaring)
12:49Pull up!
12:51Pull up!
12:53- [Crew Member 1] It's the end!
12:55- [Plane] Pull up.
12:57Pull up. (plane crashing)
13:02(pensive music)
13:08- Rescuers immediately dispatch to the area.
13:12But the situation is dire.
13:15The 747 crashed high in the mountains,
13:18far past the point any road or path would reach.
13:20And with the sun taking away the last bit of daylight,
13:23it is virtually impossible
13:25to land a helicopter near the crash site.
13:28After flying over the burning debris,
13:30rescuers believe it is impossible
13:32that anyone could have survived.
13:36Nearly 14 hours after the crash, with the rising sun,
13:40rescuers finally reach the crash site
13:43and here they discover a miracle: movement.
13:48They find a woman alive, though severely injured,
13:51and now seeing there is hope, the search is energized
13:54and they find a child stuck in a tree.
13:57Searching more, they also find a mother
13:59and her daughter alive, trapped under debris.
14:04Though miraculous that four people have survived,
14:07it is coupled with the devastating realization
14:09that all 520 other occupants of Flight 123 have perished.
14:15And even more tragic is that doctors would later determine
14:18that more could have survived
14:20if rescuers had reached the crash site sooner.
14:23And with so many casualties,
14:25this crash becomes the deadliest one
14:26involving a single plane in history, even until this day.
14:31(screen whooshing) (pensive music)
14:34Back on board United Flight 232, just four years later,
14:38Flight Instructor Denny Fitch is more aware
14:41of this than any other passenger.
14:44Knowing that the Japan Airlines flight faced the same issue
14:47of losing all hydraulics,
14:49Fitch decides to offer his assistance to the flight crew,
14:52help that Captain Haynes readily accepts.
14:57- [Flight Crew 1] Very little elevator or rudder.
15:00Ah, shit.
15:02- [Flight Crew 2] I'll tell you what.
15:03We'll have a beer when this is all done.
15:04- [Flight Crew 1] Well, I don't drink
15:05but I'll sure as hell have one.
15:06Little right turns. (dramatic music)
15:09- [Host] Haynes explains to Fitch
15:10that they have been using differential engine thrust
15:13to fly until this point.
15:16- [Flight Crew 1] Come on, baby.
15:18- [Flight Crew 3] What's the hydraulic quantity?
15:19- [Flight Crew 4] Low zero.
15:20- All of them? - All of them.
15:22- [Flight Crew 1] Quantity, quantity is gone.
15:23- [Flight Crew 4] Yeah, all quantity is gone.
15:26- And Captain Haynes instructs Fitch
15:28to take over so that he and Copilot Records
15:31can focus on other potential methods
15:33to get the plane safely to the ground.
15:35- [Flight Crew 2] Tell me, yell what you want
15:36and I'll help you.
15:37- [Flight Crew 1] Right throttle. Close one, put two up.
15:40- [Host] And so Fitch stands between the two pilots,
15:43a throttle in each hand, increasing
15:45and decreasing each based on visual cues
15:48and commands from Captain Haynes.
15:50- [Flight Crew 2] United 232 heavy. I understand, sir, uh...
15:54You can only make right turns?
15:56- [Flight Crew 1] That's affirmative.
15:57- With over 400 miles left until they reach Chicago,
16:01the crew realizes that they will never make it.
16:04And with help from air traffic control,
16:06they locate a closer airport they can aim for,
16:08located in Sioux City, less than 100 miles away.
16:12- [Flight Crew 1] I have serious doubts
16:13about making the airport.
16:15Have you got someplace near there
16:19that we might be able to ditch?
16:20Unless you get control of this airplane,
16:21we're gonna put it down wherever it happens to be.
16:24- He instructs the flight attendants to prepare everyone
16:27for a hard crash landing.
16:29- [Flight Crew 1] We're gonna try and put it
16:30into Sioux City Iowa. - Yeah.
16:31- [Flight Crew 1] It's gonna be tough, it's gonna be rough.
16:34- [Flight Attendant] So we're going to evacuate for sure?
16:35- [Flight Crew 1] The brace.
16:36The brace will be the signal.
16:37It'll be over the PA system. Brace, brace, brace.
16:40Good luck, sweetheart. - Thanks, you too!
16:43(tranquil music)
16:44- [Host] Back in the cabin,
16:45the flight attendants begin instructing passengers
16:48on the positions to maintain
16:49when it's time to brace for impact.
16:52And as they look around,
16:53they are hit with the startling realization
16:56of just how many children are on board.
17:00As luck would have it,
17:01today is Children's Day, a promotion from United
17:06where children can fly for only a penny.
17:09There are 52 minors on Flight 232
17:13and many of them are traveling alone.
17:16(tranquil music)
17:18The flight attendants ask
17:20for help from several adult passengers
17:22and everyone cooperates to make sure
17:24that no child is sitting by themselves.
17:27Next, they turn to the four children who were young enough
17:30to travel without a seat, those under two years old.
17:34The crew has no choice
17:36but to continue following procedure
17:38and have their parents place their children on the floor
17:41in front of them and surround the children with pillows
17:44and hope for the best.
17:47- [Flight Control] United 232 heavy,
17:48you're gonna have to widen out just slightly
17:50to your left, sir, to make the turn to final
17:53and also it will take you away from the city.
17:55- [Flight Crew 1] Whatever you do,
17:56keep us away from the city.
17:58- Back in the cockpit,
17:59the flight crew is steadily making way towards Sioux City,
18:03but the plane keeps pulling to the right.
18:06And so deciding it would be best not to fight it,
18:09they corkscrew their way forward
18:12with help from ATC providing directions
18:14and heading information.
18:16They also begin dumping as much fuel as they can,
18:19trying to decrease their weight before landing.
18:23And after two right-hand circles,
18:25it's time to do their first left turn
18:28in order to line up with the airport.
18:31(suspenseful music)
18:34But even after completing that turn,
18:36the plane still keeps drifting
18:38to the right, off the path towards the airport.
18:42And so rather than keep fighting it, the crew decides
18:45to do another right-hand loop to get back on track.
18:50- [Air Traffic Control] United 232 heavy, roger.
18:52The airport's currently
18:53at your 1 o'clock position, 10 miles.
18:58And United 232 heavy,
18:59if you can't make the airport, sir, there is an interstate
19:02that runs north to south to the east side of the airport.
19:06It's a four-lane interstate.
19:07- [Flight Crew 1] We're just passing it right now.
19:08We're gonna try for the airport.
19:10- Finally, about nine miles out of Sioux City,
19:13the pilots make visual contact with the airport.
19:17They've managed to make it this far,
19:19but now they have the worst yet to come
19:22as they still need to land.
19:24One other problem is that without the hydraulics,
19:26the flaps which allow the aircraft
19:28to fly at much slower speeds for takeoff
19:30and landing cannot be extended.
19:33They are, however, able to manually lower the landing gear,
19:37letting gravity do the work of locking the wheels in place.
19:40And the extra drag from the landing gear
19:42helps reduce their speed a bit,
19:44but not by much as they are still going more
19:47than double the speed of a typical landing.
19:52The entire airport lays open before them
19:55with every runway available.
19:57Sioux City Airport has three runways,
20:00but only two of them were active at the time
20:03as runway 2/2 had been closed permanently a year earlier.
20:07The crew hopes to use runway 3/1,
20:10therefore the closed runway 2/2 is used
20:12by emergency responders to set up
20:15and prepare themselves to assist
20:16for what they know will be a bad landing.
20:19But just two minutes before a touchdown,
20:22Captain Haynes realizes that they aren't lined up at all
20:25for runway 3/1
20:27and they don't have time to make corrections.
20:30But as luck would have it,
20:32they are lined up almost perfectly with runway 2/2.
20:37- [Air Traffic Control] United 232 heavy,
20:38the wind's currently 360 at 1 1, 360 at 11.
20:41You're cleared to land on any runway.
20:43(flight crew member 1 chuckling)
20:44- [Flight Crew 1] You wanna be particular
20:45make it a runway, huh?
20:47- [Air Traffic Control] 0 1 0 at 1 1
20:49and there is a runway that's closed, sir
20:51that could probably work too.
20:53It runs northeast to Southwest.
20:56Pretty well lined up on this one, I think we will be.
21:00- [Host] Immediately responders rush
21:01to clear the closed runway and make way for the plane.
21:05- [Air Traffic Control] Sir, that's a closed runway.
21:06That'll work, sir.
21:07We're getting the equipment off the runway
21:08and they'll line up for that one.
21:10- [Flight Crew 1] How long is it?
21:12- [Air Traffic Control] At the end of the runway,
21:13it's just a wide open field, sir,
21:15so the length won't be a problem.
21:17- And with nothing left they can do,
21:18everyone straps in
21:20and Captain Haynes calls out to the passengers
21:23to brace themselves.
21:26- [Flight Crew 2] That's what's turning ya.
21:27- OK. - Back, Al.
21:28Left throttle, left, left, left, left, left, left, left.
21:32(plane warning blaring)
21:32- [Plane] Pull up, pull up, pull up.
21:37- [Flight Crew 1] God!
21:40- [Helper 1] Buddy to 19,
21:41he's coming down real fast down the south end.
21:44- [Helper 2] Okay, all right, he's going down.
21:45There he goes. - He's on fire.
21:48(sad music)
21:52- Unfortunately, despite the crew's best efforts,
21:55the uncontrollable plane finally gets the best of them.
22:00Just above the ground,
22:02the plane dips sharply to the right
22:04and the right wing strikes the ground.
22:08The plane immediately begins breaking apart
22:10and ignites in a fireball
22:12as the wreckage continues skidding down the runway
22:15and into nearby cornfields.
22:19Emergency responders rush to the scene
22:21and everyone fears it'll be just like Japan Airlines
22:24all over again.
22:26And yet, as they approach,
22:28passengers begin streaming out of the wreckage.
22:31Responders begin evacuating
22:33and attending to any survivors they can find,
22:36and survivors themselves also assist each other.
22:40One man escapes the burning wreckage
22:43only to hear a baby crying from somewhere in the plane.
22:47Risking his own life, he goes back in
22:50and finds a baby, which somehow during the impact
22:53became trapped in an overhead bin.
22:56He is able to escape with the child,
22:59reuniting her back with her mother.
23:02And outside responders also attempt to locate the cockpit,
23:07which broke apart during the impact.
23:10It takes them 40 minutes,
23:12but finally they discover its broken and charred remains
23:16after seeing Flight Engineer Dvorak waving his arms
23:19from the wreckage.
23:20Captain Haynes, Copilot Records, Flight Engineer Dvorak
23:24and Flight Instructor Fitch are all alive,
23:27though in critical condition.
23:30They are freed from the wreckage
23:32and join the other survivors who are now being raced
23:35to the nearby trauma center.
23:37(tranquil hopeful music)
23:41By the end of the rescue efforts, it's a bitter moment.
23:45113 people perished after the crash, including 11 children.
23:51It is a situation
23:52that no one should have walked away from,
23:55a crash that seemed impossible to survive.
23:58And yet 183 people made it.
24:02A combination of skill from the crew, good communication,
24:06and a little bit of luck meant that more than half
24:08of Flight 232 live to see another day.
24:13Now, both these crashes unfolded
24:14under completely different circumstances.
24:17The United Flight lost its hydraulics over one
24:19of the flattest parts of the United States
24:22while Japan Airlines found itself over mountainous terrain.
24:25They were flying different aircraft
24:27with vastly different mass and control characteristics.
24:31And crucially, Japan Airlines
24:33had lost its vertical stabilizer, a failure
24:36that made a controlled landing physically impossible.
24:40And the fact that the crew managed
24:41to keep the aircraft in the air
24:42for over half an hour is nothing short of extraordinary.
24:46(happy music)
24:48But what these two incidents do have in common
24:50is that they reveal just how catastrophic the loss
24:53of all hydraulics can be.
24:56And they also have something else in common.
24:59To this day, both incidents are regarded as some
25:02of the most remarkable examples of pilot skill.
25:06United 232 is often cited as one of the clearest examples
25:09of crew resource management in action,
25:12a captain, first officer, flight engineer,
25:15and even a training captain all working together,
25:18sharing control inputs and communicating constantly.
25:22(pensive music)
25:24But aviation didn't always operate that way.
25:26And, in fact, the culture that made that kind
25:29of collaboration possible was born out of tragedy.
25:33One famous example of bad communication leading to tragedy
25:37is the Tenerife disaster in 1977
25:41when two 747s filled with passengers
25:44collided almost head on on the runway,
25:47the absolute worst case scenario.
25:52(flight engineer speaking in foreign language)
25:55(captain speaking in foreign language)
25:58(flight engineer speaking in foreign language)
26:01- And to understand how this happened,
26:03I created a full-length video
26:05detailing the exact radio exchanges
26:07and mapping out the chain of events
26:09that led to the collision.
26:12This video is part of an entire series
26:15of videos I created called "Under Exposure."
26:19In this series, I created in-depth documentaries
26:21about high-stakes events that reshaped our world.
26:25And this series is exclusive to Nebula,
26:27which is a streaming service that I am building
26:30to gather with other like-minded creators.
26:33Now, the idea behind Nebula
26:35is to let creators you already watch on YouTube
26:38make the stuff they really wanna make,
26:41bigger, higher budget, and without relying on ads
26:47with exclusive films and documentaries from me,
26:50Wendover Productions, Tom Scott,
26:52Lindsay Ellis, Real Engineering, and many, many more.
26:57So go to nebula.tv/neo
26:59and make sure you use exactly this link
27:01to get 50% off an annual subscription.
27:04That brings it down to just $30 a year
27:07to access all the amazing videos on Nebula.
27:10And as always, thanks for the support
27:13and thank you so much for watching this video.

About this transcript

This page contains the full transcript of The Impossible Landing by neo, generated from the public captions YouTube serves with the video. The transcript has 4,163 words across 594 segments, with the original timestamps preserved so you can click any line to jump to that moment in the embedded player.

What you can do with it

Use the transcript to take notes, quote the speaker, build a study guide, generate a summary with ChatGPT or Claude via the YouTube Summary tool, or export it as a timed subtitle file with YouTube to SRT. You can also re-open it in the transcriber to translate the transcript into 100+ languages.

Free YouTube transcript tool

YouTube2Text is a free YouTube transcript generator — no signup, no daily limit. Paste any YouTube link and get the full transcript instantly, with timestamps, click-to-jump, translation to 100+ languages, AI prompts for ChatGPT, Claude, and Gemini, and exports to TXT, SRT, VTT, or Markdown.