The Aerosexual Thread

[south of heaven]

Got this today air nz dc10 the fucker weighs about 2 kilos I'm extremely excited

 

[south of heaven]

And here she is in real life

 

[bulldogsfan_88]

Has anyone been to a 'full-on' plane graveyard? I've flown over and driven near a lot in south-west USA, but didn't pay much attention at the time, which I now regret. There's something that fascinates me about these. Disused railway lines too.

View attachment 23418

Checked out the one in Arizona known as the Boneyard in 2015 when me and a mate went over. Was pretty awesome to see!! Little creepy to though. Could easily get lost in there and not get out

 

[south of heaven]

Checked out the one in Arizona known as the Boneyard in 2015 when me and a mate went over. Was pretty awesome to see!! Little creepy to though. Could easily get lost in there and not get out

Did you climb around?

 

[south of heaven]

Possibly no better sound

The convair 990 came in a bit late tried to compete against the 707 and dc8 was also faster but never really sold to this day bar the concorde and " Russian concorde " its still the fastest passenger plane going @Chris Harding did you ever get a ride on one of these?

 

[wendog33]

This Day In History... 32 years ago
Thursday, 28th of April, 1988
Maui, Hawaii

Aloha Airlines Flight 243, a domestic scheduled passenger flight between Hilo and Honolulu in Hawaii, operated with a Boeing 737-297, registration N73711, suffered an explosive decompression while flying at 24.000 feet, causing a part of the roof to break up. The pilots managed to land at Kahului Airport on Maui.

The aircraft was substantially damaged. Of the 95 occupants on the flight there was 1 fatality, a flight attendant, and 94 survivors.

The accident involving Flight 243 is the 57th loss involving the Boeing 737-200.

DETAILS:
On April 28, 1988, an Aloha Airline Boeing 737, N73711, was scheduled for a series of interisland flights in Hawaii. The crew flew three uneventful roundtrip flights, one each from Honolulu to Hilo (ITO), Kahului Airport, HI (OGG) on the island of Maui, and Kauai Island Airport (LIH). At 11:00, a scheduled first officer change took place for the remainder of the day. The crew flew from Honolulu to Maui and then from Maui to Hilo. At 13:25, flight 243 departed Hilo Airport en route to Honolulu. The first officer conducted the takeoff and en route climb to FL240 in VMC. As the airplane leveled at 24,000 feet, both pilots heard a loud "clap" or "whooshing" sound followed by a wind noise behind them. The first officer's head was jerked backward, and she stated that debris, including pieces of gray insulation, was floating in the cockpit. The captain observed that the cockpit entry door was missing and that "there was blue sky where the first-class ceiling had been." The captain immediately took over the controls of the airplane. He described the airplane attitude as rolling slightly left and right and that the flight controls felt "loose." Because of the decompression, both pilots and the air traffic controller in the observer seat donned their oxygen masks. The captain began an emergency descent. He stated that he extended the speed brakes and descended at an indicated airspeed (IAS) of 280 to 290 knots. Because of ambient noise, the pilots initially used hand signals to communicate. The first officer stated that she observed a rate of descent of 4,100 feet per minute at some point during the emergency descent. The captain also stated that he actuated the passenger oxygen switch. The passenger oxygen manual tee handle was not actuated. When the decompression occurred, all the passengers were seated and the seat belt sign was illuminated. The No. 1 flight attendant reportedly was standing at seat row 5. According to passenger observations, the flight attendant was immediately swept out of the cabin through a hole in the left side of the fuselage. The No. 2 flight attendant, standing by row 15/16, was thrown to the floor and sustained minor bruises. She was subsequently able to crawl up and down the aisle to render assistance and calm the passengers. The No. 3 flight attendant, standing at row 2, was struck in the head by debris and thrown to the floor. She suffered serious injuries. The first officer tuned the transponder to emergency code 7700 and attempted to notify Honolulu Air Route Traffic Control Center (ARTCC) that the flight was diverting to Maui. Because of the cockpit noise level, she could not hear any radio transmissions, and she was not sure if the Honolulu ARTCC heard the communication. Although Honolulu ARTCC did not receive the first officer's initial communication, the controller working flight 243 observed an emergency code 7700 transponder return about 23 nautical miles south-southeast of the Kahalui Airport, Maui. Starting at 13:48:15, the controller attempted to communicate with the flight several times without success.

When the airplane descended through 14,000 feet, the first officer switched the radio to the Maui Tower frequency. At 13:48:35, she informed the tower of the rapid decompression, declared an emergency, and stated the need for emergency equipment. The local controller instructed flight 243 to change to the Maui Sector transponder code to identify the flight and indicate to surrounding air traffic control (ATC) facilities that the flight was being handled by the Maui ATC facility. The first officer changed the transponder as requested. At 13:50:58, the local controller requested the flight to switch frequencies to approach control because the flight was outside radar coverage for the local controller. Although the request was acknowledged, Flight 243 continued to transmit on the local controller frequency. At 13:53:44, the first officer informed the local controller, "We're going to need assistance. We cannot communicate with the flight attendants. We'll need assistance for the passengers when we land." An ambulance request was not initiated as a result of this radio call. The captain stated that he began slowing the airplane as the flight approached 10,000 feet msl. He retracted the speed brakes, removed his oxygen mask, and began a gradual turn toward Maui's runway 02. At 210 knots IAS, the flightcrew could communicate verbally. Initially flaps 1 were selected, then flaps 5. When attempting to extend beyond flaps 5, the airplane became less controllable, and the captain decided to return to flaps 5 for the landing. Because the captain found the airplane becoming less controllable below 170 knots IAS, he elected to use 170 knots IAS for the approach and landing. Using the public address (PA) system and on-board interphone, the first officer attempted to communicate with the flight attendants; however, there was no response. At the command of the captain, the first officer lowered the landing gear at the normal point in the approach pattern. The main gear indicated down and locked; however, the nose gear position indicator light did not illuminate. Manual nose gear extension was selected and still the green indicator light did not illuminate; however, the red landing gear unsafe indicator light was not illuminated. After another manual attempt, the handle was placed down to complete the manual gear extension procedure. The captain said no attempt was made to use the nose gear downlock viewer because the center jumpseat was occupied and the captain believed it was urgent to land the airplane immediately. At 13:55:05, the first officer advised the tower, "We won't have a nose gear," and at 13:56:14, the crew advised the tower, "We'll need all the equipment you've got." While advancing the power levers to maneuver for the approach, the captain sensed a yawing motion and determined that the No.1 (left) engine had failed. At 170 to 200 knots IAS, he placed the No. 1 engine start switch to the "flight" position in an attempt to start the engine; there was no response. A normal descent profile was established 4 miles out on the final approach. The captain said that the airplane was "shaking a little, rocking slightly and felt springy." Flight 243 landed on runway 02 at Maui's Kahului Airport at 13:58:45. The captain said that he was able to make a normal touchdown and landing rollout. He used the No. 2 engine thrust reverser and brakes to stop the airplane. During the latter part of the rollout, the flaps were extended to 40° as required for an evacuation. An emergency evacuation was then accomplished on the runway.

CAUSE:
"The failure of the Aloha Airlines maintenance program to detect the presence of significant disbonding and fatigue damage, which ultimately led to failure of the lap joint at S-10L and the separation of the fuselage upper lobe. Contributing to the accident were the failure of Aloha Airlines management to supervise properly its maintenance force as well as the failure of the FAA to evaluate properly the Aloha Airlines maintenance program and to assess the airline's inspection and quality control deficiencies. Also contributing to the accident were the failure of the FAA to require Airworthiness Directive 87-21-08 inspection of all the lap joints proposed by Boeing Alert Service Bulletin SB 737-53A1039 and the lack of a complete terminating action (neither generated by Boeing nor required by the FAA) after the discovery of early production difficulties in the 737 cold bond lap joint, which resulted in low bond durability, corrosion and premature fatigue cracking."

 

[south of heaven]

View attachment 23661

This Day In History... 32 years ago
Thursday, 28th of April, 1988
Maui, Hawaii

Aloha Airlines Flight 243, a domestic scheduled passenger flight between Hilo and Honolulu in Hawaii, operated with a Boeing 737-297, registration N73711, suffered an explosive decompression while flying at 24.000 feet, causing a part of the roof to break up. The pilots managed to land at Kahului Airport on Maui.

The aircraft was substantially damaged. Of the 95 occupants on the flight there was 1 fatality, a flight attendant, and 94 survivors.

The accident involving Flight 243 is the 57th loss involving the Boeing 737-200.

DETAILS:
On April 28, 1988, an Aloha Airline Boeing 737, N73711, was scheduled for a series of interisland flights in Hawaii. The crew flew three uneventful roundtrip flights, one each from Honolulu to Hilo (ITO), Kahului Airport, HI (OGG) on the island of Maui, and Kauai Island Airport (LIH). At 11:00, a scheduled first officer change took place for the remainder of the day. The crew flew from Honolulu to Maui and then from Maui to Hilo. At 13:25, flight 243 departed Hilo Airport en route to Honolulu. The first officer conducted the takeoff and en route climb to FL240 in VMC. As the airplane leveled at 24,000 feet, both pilots heard a loud "clap" or "whooshing" sound followed by a wind noise behind them. The first officer's head was jerked backward, and she stated that debris, including pieces of gray insulation, was floating in the cockpit. The captain observed that the cockpit entry door was missing and that "there was blue sky where the first-class ceiling had been." The captain immediately took over the controls of the airplane. He described the airplane attitude as rolling slightly left and right and that the flight controls felt "loose." Because of the decompression, both pilots and the air traffic controller in the observer seat donned their oxygen masks. The captain began an emergency descent. He stated that he extended the speed brakes and descended at an indicated airspeed (IAS) of 280 to 290 knots. Because of ambient noise, the pilots initially used hand signals to communicate. The first officer stated that she observed a rate of descent of 4,100 feet per minute at some point during the emergency descent. The captain also stated that he actuated the passenger oxygen switch. The passenger oxygen manual tee handle was not actuated. When the decompression occurred, all the passengers were seated and the seat belt sign was illuminated. The No. 1 flight attendant reportedly was standing at seat row 5. According to passenger observations, the flight attendant was immediately swept out of the cabin through a hole in the left side of the fuselage. The No. 2 flight attendant, standing by row 15/16, was thrown to the floor and sustained minor bruises. She was subsequently able to crawl up and down the aisle to render assistance and calm the passengers. The No. 3 flight attendant, standing at row 2, was struck in the head by debris and thrown to the floor. She suffered serious injuries. The first officer tuned the transponder to emergency code 7700 and attempted to notify Honolulu Air Route Traffic Control Center (ARTCC) that the flight was diverting to Maui. Because of the cockpit noise level, she could not hear any radio transmissions, and she was not sure if the Honolulu ARTCC heard the communication. Although Honolulu ARTCC did not receive the first officer's initial communication, the controller working flight 243 observed an emergency code 7700 transponder return about 23 nautical miles south-southeast of the Kahalui Airport, Maui. Starting at 13:48:15, the controller attempted to communicate with the flight several times without success.

When the airplane descended through 14,000 feet, the first officer switched the radio to the Maui Tower frequency. At 13:48:35, she informed the tower of the rapid decompression, declared an emergency, and stated the need for emergency equipment. The local controller instructed flight 243 to change to the Maui Sector transponder code to identify the flight and indicate to surrounding air traffic control (ATC) facilities that the flight was being handled by the Maui ATC facility. The first officer changed the transponder as requested. At 13:50:58, the local controller requested the flight to switch frequencies to approach control because the flight was outside radar coverage for the local controller. Although the request was acknowledged, Flight 243 continued to transmit on the local controller frequency. At 13:53:44, the first officer informed the local controller, "We're going to need assistance. We cannot communicate with the flight attendants. We'll need assistance for the passengers when we land." An ambulance request was not initiated as a result of this radio call. The captain stated that he began slowing the airplane as the flight approached 10,000 feet msl. He retracted the speed brakes, removed his oxygen mask, and began a gradual turn toward Maui's runway 02. At 210 knots IAS, the flightcrew could communicate verbally. Initially flaps 1 were selected, then flaps 5. When attempting to extend beyond flaps 5, the airplane became less controllable, and the captain decided to return to flaps 5 for the landing. Because the captain found the airplane becoming less controllable below 170 knots IAS, he elected to use 170 knots IAS for the approach and landing. Using the public address (PA) system and on-board interphone, the first officer attempted to communicate with the flight attendants; however, there was no response. At the command of the captain, the first officer lowered the landing gear at the normal point in the approach pattern. The main gear indicated down and locked; however, the nose gear position indicator light did not illuminate. Manual nose gear extension was selected and still the green indicator light did not illuminate; however, the red landing gear unsafe indicator light was not illuminated. After another manual attempt, the handle was placed down to complete the manual gear extension procedure. The captain said no attempt was made to use the nose gear downlock viewer because the center jumpseat was occupied and the captain believed it was urgent to land the airplane immediately. At 13:55:05, the first officer advised the tower, "We won't have a nose gear," and at 13:56:14, the crew advised the tower, "We'll need all the equipment you've got." While advancing the power levers to maneuver for the approach, the captain sensed a yawing motion and determined that the No.1 (left) engine had failed. At 170 to 200 knots IAS, he placed the No. 1 engine start switch to the "flight" position in an attempt to start the engine; there was no response. A normal descent profile was established 4 miles out on the final approach. The captain said that the airplane was "shaking a little, rocking slightly and felt springy." Flight 243 landed on runway 02 at Maui's Kahului Airport at 13:58:45. The captain said that he was able to make a normal touchdown and landing rollout. He used the No. 2 engine thrust reverser and brakes to stop the airplane. During the latter part of the rollout, the flaps were extended to 40° as required for an evacuation. An emergency evacuation was then accomplished on the runway.

CAUSE:
"The failure of the Aloha Airlines maintenance program to detect the presence of significant disbonding and fatigue damage, which ultimately led to failure of the lap joint at S-10L and the separation of the fuselage upper lobe. Contributing to the accident were the failure of Aloha Airlines management to supervise properly its maintenance force as well as the failure of the FAA to evaluate properly the Aloha Airlines maintenance program and to assess the airline's inspection and quality control deficiencies. Also contributing to the accident were the failure of the FAA to require Airworthiness Directive 87-21-08 inspection of all the lap joints proposed by Boeing Alert Service Bulletin SB 737-53A1039 and the lack of a complete terminating action (neither generated by Boeing nor required by the FAA) after the discovery of early production difficulties in the 737 cold bond lap joint, which resulted in low bond durability, corrosion and premature fatigue cracking."

I've watched the aircrash investigation on this one many of times absolutely unbelievable they got it landed with only 1 casualty

 

[south of heaven]

View attachment 23661

This Day In History... 32 years ago
Thursday, 28th of April, 1988
Maui, Hawaii

Aloha Airlines Flight 243, a domestic scheduled passenger flight between Hilo and Honolulu in Hawaii, operated with a Boeing 737-297, registration N73711, suffered an explosive decompression while flying at 24.000 feet, causing a part of the roof to break up. The pilots managed to land at Kahului Airport on Maui.

The aircraft was substantially damaged. Of the 95 occupants on the flight there was 1 fatality, a flight attendant, and 94 survivors.

The accident involving Flight 243 is the 57th loss involving the Boeing 737-200.

DETAILS:
On April 28, 1988, an Aloha Airline Boeing 737, N73711, was scheduled for a series of interisland flights in Hawaii. The crew flew three uneventful roundtrip flights, one each from Honolulu to Hilo (ITO), Kahului Airport, HI (OGG) on the island of Maui, and Kauai Island Airport (LIH). At 11:00, a scheduled first officer change took place for the remainder of the day. The crew flew from Honolulu to Maui and then from Maui to Hilo. At 13:25, flight 243 departed Hilo Airport en route to Honolulu. The first officer conducted the takeoff and en route climb to FL240 in VMC. As the airplane leveled at 24,000 feet, both pilots heard a loud "clap" or "whooshing" sound followed by a wind noise behind them. The first officer's head was jerked backward, and she stated that debris, including pieces of gray insulation, was floating in the cockpit. The captain observed that the cockpit entry door was missing and that "there was blue sky where the first-class ceiling had been." The captain immediately took over the controls of the airplane. He described the airplane attitude as rolling slightly left and right and that the flight controls felt "loose." Because of the decompression, both pilots and the air traffic controller in the observer seat donned their oxygen masks. The captain began an emergency descent. He stated that he extended the speed brakes and descended at an indicated airspeed (IAS) of 280 to 290 knots. Because of ambient noise, the pilots initially used hand signals to communicate. The first officer stated that she observed a rate of descent of 4,100 feet per minute at some point during the emergency descent. The captain also stated that he actuated the passenger oxygen switch. The passenger oxygen manual tee handle was not actuated. When the decompression occurred, all the passengers were seated and the seat belt sign was illuminated. The No. 1 flight attendant reportedly was standing at seat row 5. According to passenger observations, the flight attendant was immediately swept out of the cabin through a hole in the left side of the fuselage. The No. 2 flight attendant, standing by row 15/16, was thrown to the floor and sustained minor bruises. She was subsequently able to crawl up and down the aisle to render assistance and calm the passengers. The No. 3 flight attendant, standing at row 2, was struck in the head by debris and thrown to the floor. She suffered serious injuries. The first officer tuned the transponder to emergency code 7700 and attempted to notify Honolulu Air Route Traffic Control Center (ARTCC) that the flight was diverting to Maui. Because of the cockpit noise level, she could not hear any radio transmissions, and she was not sure if the Honolulu ARTCC heard the communication. Although Honolulu ARTCC did not receive the first officer's initial communication, the controller working flight 243 observed an emergency code 7700 transponder return about 23 nautical miles south-southeast of the Kahalui Airport, Maui. Starting at 13:48:15, the controller attempted to communicate with the flight several times without success.

When the airplane descended through 14,000 feet, the first officer switched the radio to the Maui Tower frequency. At 13:48:35, she informed the tower of the rapid decompression, declared an emergency, and stated the need for emergency equipment. The local controller instructed flight 243 to change to the Maui Sector transponder code to identify the flight and indicate to surrounding air traffic control (ATC) facilities that the flight was being handled by the Maui ATC facility. The first officer changed the transponder as requested. At 13:50:58, the local controller requested the flight to switch frequencies to approach control because the flight was outside radar coverage for the local controller. Although the request was acknowledged, Flight 243 continued to transmit on the local controller frequency. At 13:53:44, the first officer informed the local controller, "We're going to need assistance. We cannot communicate with the flight attendants. We'll need assistance for the passengers when we land." An ambulance request was not initiated as a result of this radio call. The captain stated that he began slowing the airplane as the flight approached 10,000 feet msl. He retracted the speed brakes, removed his oxygen mask, and began a gradual turn toward Maui's runway 02. At 210 knots IAS, the flightcrew could communicate verbally. Initially flaps 1 were selected, then flaps 5. When attempting to extend beyond flaps 5, the airplane became less controllable, and the captain decided to return to flaps 5 for the landing. Because the captain found the airplane becoming less controllable below 170 knots IAS, he elected to use 170 knots IAS for the approach and landing. Using the public address (PA) system and on-board interphone, the first officer attempted to communicate with the flight attendants; however, there was no response. At the command of the captain, the first officer lowered the landing gear at the normal point in the approach pattern. The main gear indicated down and locked; however, the nose gear position indicator light did not illuminate. Manual nose gear extension was selected and still the green indicator light did not illuminate; however, the red landing gear unsafe indicator light was not illuminated. After another manual attempt, the handle was placed down to complete the manual gear extension procedure. The captain said no attempt was made to use the nose gear downlock viewer because the center jumpseat was occupied and the captain believed it was urgent to land the airplane immediately. At 13:55:05, the first officer advised the tower, "We won't have a nose gear," and at 13:56:14, the crew advised the tower, "We'll need all the equipment you've got." While advancing the power levers to maneuver for the approach, the captain sensed a yawing motion and determined that the No.1 (left) engine had failed. At 170 to 200 knots IAS, he placed the No. 1 engine start switch to the "flight" position in an attempt to start the engine; there was no response. A normal descent profile was established 4 miles out on the final approach. The captain said that the airplane was "shaking a little, rocking slightly and felt springy." Flight 243 landed on runway 02 at Maui's Kahului Airport at 13:58:45. The captain said that he was able to make a normal touchdown and landing rollout. He used the No. 2 engine thrust reverser and brakes to stop the airplane. During the latter part of the rollout, the flaps were extended to 40° as required for an evacuation. An emergency evacuation was then accomplished on the runway.

CAUSE:
"The failure of the Aloha Airlines maintenance program to detect the presence of significant disbonding and fatigue damage, which ultimately led to failure of the lap joint at S-10L and the separation of the fuselage upper lobe. Contributing to the accident were the failure of Aloha Airlines management to supervise properly its maintenance force as well as the failure of the FAA to evaluate properly the Aloha Airlines maintenance program and to assess the airline's inspection and quality control deficiencies. Also contributing to the accident were the failure of the FAA to require Airworthiness Directive 87-21-08 inspection of all the lap joints proposed by Boeing Alert Service Bulletin SB 737-53A1039 and the lack of a complete terminating action (neither generated by Boeing nor required by the FAA) after the discovery of early production difficulties in the 737 cold bond lap joint, which resulted in low bond durability, corrosion and premature fatigue cracking."

If this was made into a movie exactly how it happened you would swear its Hollywood bullshit its that out there and almost unbelievable.

 

[wendog33]

I've watched the aircrash investigation on this one many of times absolutely unbelievable they got it landed with only 1 casualty

That photo! Surreal.

 

[wendog33]

I've watched the aircrash investigation on this one many of times absolutely unbelievable they got it landed with only 1 casualty

Came up on my Aussies Guide to Hawaii FB feed.
A woman informed the page that its her husband standing next to the guy in the blue shirt at the back

 

[bulldogsfan_88]

I've watched the aircrash investigation on this one many of times absolutely unbelievable they got it landed with only 1 casualty

I love watching air crash investigations!! Makes you wonder how often stuff goes on while you are flying that you are completely oblivious to. A testament to how good the piolets are

 

[Chris Harding]

Possibly no better sound

The convair 990 came in a bit late tried to compete against the 707 and dc8 was also faster but never really sold to this day bar the concorde and " Russian concorde " its still the fastest passenger plane going @Chris Harding did you ever get a ride on one of these?

No. Never flew in one of these.

I've flown in DC9, 707, 727, 737,777, 747, A380, and various other Airbuses, plus small Embraer jets, Fokker "Friendship" F27, Piper and Cessna small planes, and a mustering helicopter. Loved the Fokker Friendship - good views from every window, and a nice all round little plane.

Apart from those, I don't think I've flown in anything else. With 60 years of flying, it's hard to recall every plane - would have loved to fly in a Comet DHIII, Constellation, and the "hush power" VC10 - but, alas.

The plane that has always appealed to me as a great looking piece of equipment is the WW1 Albatros DIII. I just love the look of it. So did the Red Baron.

 

[Roll the Bones]

Thought this article might ge of interest:

Everglades Jetport: How the 'airport of tomorrow' now lies abandoned in the middle of a US swamp

In an alternate reality, the name Everglades Jetport would be synonymous with glamour and luxury.

www.traveller.com.au

In a 'sort of' similar vein, I listened to an interesting podcast this week about Gander International Airport in Newfoundland. When planes couldn't quite go the distance between US and UK and needed refueling, Newfoundland was a regular stopping point. A smallish Canadian island which unexpectedly needed an international airport. Apparently it wasn't uncommon to see people like Frank Sinatra hanging out (and trying to jump the queue) in the bar and stuff.

But of course, when commercial flights could fly over the Atlantic without needing to refuel, this airport was no longer really needed in the same way. But it's still there and Newfoundland still has it's old-school international airport. And apparently it was heavily used on 9/11 when no planes could land in the US.

Also, check out the photo in this article of Castro in the gift shop. (And this is the podcast I listened to.)

Gander International Airport - 99% Invisible

The island of Newfoundland sits off the east coast of Canada. It is part of the easternmost province of the country — so far east, it has its own time zone, a half an hour later than anywhere else in North America. And back in the 1920s, Newfoundland’s grassy fields were the jumping off points

99percentinvisible.org

 

[Bulldog Wrestler]

Something for the history buffs - Bankstown Bunker, lies beneath retirement village on the corner of Edgar & Marion Streets, Condell Park. This was once once Air Defence Headquarters Sydney (or No. 1 Fighter Sector Headquarters ) during WWII. Unfortunately fire damaged by vandals in the early 70s.

 

[south of heaven]

Something for the history buffs - Bankstown Bunker, lies beneath retirement village on the corner of Edgar & Marion Streets, Condell Park. This was once once Air Defence Headquarters Sydney (or No. 1 Fighter Sector Headquarters ) during WWII. Unfortunately fire damaged by vandals in the early 70s.

View attachment 23672

View attachment 23673

View attachment 23674

View attachment 23675

Apparently the only access now is through private property. You would be laughing if you owned that property and it never got trashed you would have the best mancave ever

 

[Chris Harding]

Something for the history buffs - Bankstown Bunker, lies beneath retirement village on the corner of Edgar & Marion Streets, Condell Park. This was once once Air Defence Headquarters Sydney (or No. 1 Fighter Sector Headquarters ) during WWII. Unfortunately fire damaged by vandals in the early 70s.

View attachment 23672

View attachment 23673

View attachment 23674

View attachment 23675

When I was young it was still accessible. It was in an open field on Black Charlies Hill, and if you had a torch, you could go down and look around. Not much in there -a few old wall maps and rubbish.

I think it was filled in when they developed the area.

 

[Chris Harding]

Apparently the only access now is through private property. You would be laughing if you owned that property and it never got trashed you would have the best mancave ever

The best mancave is the one under properties in Balmain. The old Balmain Coal company had mines that went under the harbour, as far as Taronga Zoo. The shaft was brick lined, and went down a vertical 1.6 kilometres because Sydney's coal is under a thick sandstone lense. The coal is the same quality as the Hunter - same seams; and was used to make coal gas for the gasworks, which used to be at the end of Gasworks Lane in Sydney. The cost of extraction made it too expensive to mine so it was abandoned. It hasn't been filled in , just a concrete plug put over the top.

 

[south of heaven]

The best mancave is the one under properties in Balmain. The old Balmain Coal company had mines that went under the harbour, as far as Taronga Zoo. The shaft was brick lined, and went down a vertical 1.6 kilometres because Sydney's coal is under a thick sandstone lense. The coal is the same quality as the Hunter - same seams; and was used to make coal gas for the gasworks, which used to be at the end of Gasworks Lane in Sydney. The cost of extraction made it too expensive to mine so it was abandoned. It hasn't been filled in , just a concrete plug put over the top.

That would be fun to explore

 

[Chris Harding]

That would be fun to explore

If you like heights and getting wet. There are no stairs on the shaft - it was designed for a hoist; and all the tunnels are flooded.

 

[south of heaven]

If you like heights and getting wet. There are no stairs on the shaft - it was designed for a hoist; and all the tunnels are flooded.

Bunnings sells pumps,cable hoists and torches, I'm in lol