Captain Jack Ellis
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Bulldog, dont go there with your old mate on Jacks carby icing theory
Remember my 2nd lesson with Jack, in his always low time c150's during the PFI him saying " you will have to learn this".....and then showed me how to disconect the airswitch 
I had no idea why but soon learned it was the wrong thing to do when I went to Grovedale one day and hired their c150 and started disconecting the airswitch.......the instructor come out and said what the bloody hell are you doing!!!!!!
Remember my 2nd lesson with Jack, in his always low time c150's during the PFI him saying " you will have to learn this".....and then showed me how to disconect the airswitch I had no idea why but soon learned it was the wrong thing to do when I went to Grovedale one day and hired their c150 and started disconecting the airswitch.......the instructor come out and said what the bloody hell are you doing!!!!!!
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Badpilot....Thanks for the info. He did go on abit!!!!
ASKARI.....Your right. Beagle Pup and 2 C-172's VH-M?? and KWV I think???
Dog 1.... So thats why we never saw the dove fly and very interesting stuff about Fishermans Bend.
Thread on YMMB had some info. of how Jack got kicked out of Tyabb and so set up Mooroduc......Did the same thing happen down at Geelong......Jack getting kicked out of Grovedale....And so set up Lovely Banks????
ASKARI.....Your right. Beagle Pup and 2 C-172's VH-M?? and KWV I think???
Dog 1.... So thats why we never saw the dove fly and very interesting stuff about Fishermans Bend.
Thread on YMMB had some info. of how Jack got kicked out of Tyabb and so set up Mooroduc......Did the same thing happen down at Geelong......Jack getting kicked out of Grovedale....And so set up Lovely Banks????
Came across Jack in 1970 when I worked for Jetair based at YMEN. He was a DC3 captain.
I recall one night departing for Warracknabeal or Horsham, when I, as a new F/O on the DC3, attempted to increase the landing gear down line pressure to minimum 500psi before we commenced our take off. Instead, I succeeded in lowering the flap completely as the two levers are placed one above the other and I had used the wrong lever. Once airborne and the acft not climbing, Jack instantly identified the problem and raised the flap. I learned quite a bit from him, including his hatred of the nation that now has the number one spot in vehicle sales in AUS. I gave him a lift after work one day down to the Essendon station, and he asked me what type my new little car was. When he found out it was a Corolla, he nearly blew a fuse!
Prior to 1970, he had worked in the Middle East and had flown Viscounts. In late 1970 Jetair bought the two ex RAAF Viscounts in an attempt to break into the two airline policy, but were forced to sell them overseas. Jack flew one or both of them out of the country.
Blackburn
I recall one night departing for Warracknabeal or Horsham, when I, as a new F/O on the DC3, attempted to increase the landing gear down line pressure to minimum 500psi before we commenced our take off. Instead, I succeeded in lowering the flap completely as the two levers are placed one above the other and I had used the wrong lever. Once airborne and the acft not climbing, Jack instantly identified the problem and raised the flap. I learned quite a bit from him, including his hatred of the nation that now has the number one spot in vehicle sales in AUS. I gave him a lift after work one day down to the Essendon station, and he asked me what type my new little car was. When he found out it was a Corolla, he nearly blew a fuse!
Prior to 1970, he had worked in the Middle East and had flown Viscounts. In late 1970 Jetair bought the two ex RAAF Viscounts in an attempt to break into the two airline policy, but were forced to sell them overseas. Jack flew one or both of them out of the country.
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Bulldog, your way off the mark with Jack starting at Grovedale.
Les Mahon, an old RAF instuctor, started the school there in the early 60's. Jack and Les had great respect and were good competition for each other. Both were great old pilots who have sons who still fly. Les's company still operates today.
Les Mahon, an old RAF instuctor, started the school there in the early 60's. Jack and Les had great respect and were good competition for each other. Both were great old pilots who have sons who still fly. Les's company still operates today.
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What a surprise .....
...to see Jack Ellis's name on the forum.
I learnt to fly with Jack at Tyabb (back when it was only a grass strip and a hut) and Mooroodu, back in the 60's.
I flew a couple of Austers, VH-FAE, BYJ out of Tyabb, and a Chippie VH-AST, out of Moorooduc.
He could sure be a cranky bugger from what I remember.
RIP Jack
I learnt to fly with Jack at Tyabb (back when it was only a grass strip and a hut) and Mooroodu, back in the 60's.
I flew a couple of Austers, VH-FAE, BYJ out of Tyabb, and a Chippie VH-AST, out of Moorooduc.
He could sure be a cranky bugger from what I remember.
RIP Jack
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Just found this on .....
http://www.casa-x.org/
J.L.W. ELLIS Limited
AVIATION ADVISORY SERVICES
Level 6 - 8 Grosvenor Mews
MAYFAIR - LONDON W.C.2.
By Royal appointment to His Highness Sir Abdullah al Salim al Sabah. Shaikhdom of KUWAIT
Consultants to B.O.A.C. Associated Companies Ltd. Trans European Airways Ltd and others.
(Above is a reprint of London advisory letterhead)
Captain J.L.W. Ellis: Abbreviated C.V.
Australian citizen, wartime RAAF aircraft engineer and Wellington Captain (Coastal Command) operational service with 458 RAAF squadron. Subsequent General Aviation and airline service to 28 thousand hours flying experience in all theatres and climates of the world including: United Kingdom, Berlin corridors, Iceland, Greenland, Arabian deserts, tropics of Asia, Africa, Mexico, Cuba, USA, Canada, trans Atlantic, trans Pacific and Australia.
Executive experience includes “fully hands on positions as “C.E.O., Managing Director, Operations Director, Operations Manager, Chief Pilot, Airline training Captain (International & Domestic) Pilot Examiner for Governments, Experienced Chief Flying Instructor - all levels including ab-initio instruction. Additionally extensive test flying - pre and post maintenance with some accident investigation.
Requested by Captain John Bisson (Chief pilot examiner for I.C.A.O.) to accept nomination to become the number two pilot examiner for I.C.A.O. but chose to stay independent.
Prime Field Experience examples: As CEO directing the establishment and/or re-vitalization of airlines in difficulties (financial and/or operational). This covered both International and Domestic Airlines. All operations undertaken completed in short measure and fully successful. Repeated advisory work for Australian Authority: A specific instance being the recovery of the then failed Rural Air Services Network.
Especial forte The improvement of airline profitability by innovative upgrade of modus Operandi and generally the inclusion of opportunities often and commonly overlooked by airline management groups.
E.G. 1. Appointed to revitalize Middle East Airlines, a B.O.A.C Associated Company, in the red for 18 months and despite three changes of B.O.A.C. management teams, remained in the red. Brought to profitability under my direction in three months.
E.G. 2. Appointed by Sir Freddie Laker to revitalize Trans Mediterranean Airways under owner and C.E.O. Munir Abu Haidar. Brought to efficient operational standard and went on to become largest round the world freight carrier and one of first to operate a Boeing 747F.
E,G. 3. Advice to Government authorities, including the Australian Authority, regarding re-establishment of failed airlines, re-establishment of rural network and flight safety improvements.
Joined by his son for the past 20 years the partnership remains active in airline operations and operations planning with a distinctive difference offering clearly considered advantages over normal and less imaginative planning.
AUSTRALIAN UNDERTAKINGS OF NATIONAL VALUE:
Reviewed reasons for failure of theAustralian department of Civil Aviation project 1965
titled “Supplementary Airlines System” (Rural network.)
Re-Planned and re-presented the scheme with important amendments and recommendations
to ensure safe and efficient operation with economic viability. The new plan was accepted and launched as Reg. 203 operation in 1967 and is the basis of Australia’s Country Air Services today but lacking the safety recommendations I had made. These recommendations were eliminated by the Australian Authority (This is the reason for the subsequent commuter accidents) The Scheme has subsequently been re-named twice.
Proposed “GENERAL AVIATION INSTRUMENT RATING” for pilots in Australian “General Aviation”. For this scheme I wrote the initial syllabus of training and trained the first pilots to illustrate the effectiveness and benefits of the scheme.
NOTE: This training has markedly reduced the previous bad record of weather related air accidents - eliminating many attendant deaths and injuries.
In 1983 - Proposed “Country Instrument Rating” Because this rating incurred greatly decreased costs, it was designed to enable more pilots, not wishing to use major airports, to acquire instrument flight skills and thus fly cross country with greater safety in inclement weather.
NOTE BENE: Although I presented this proposal to the “Authority” in 1983 It has only been instituted in the year 2000. Seventeen years late – thus many pilots who needed this training and their passengers are now dead. The delay has caused many unnecessary deaths, and injuries with aircraft and property damage running into $millions.
Captain J.L.W.Ellis.
J.L.W. ELLIS Limited
AVIATION ADVISORY SERVICES
Level 6 - 8 Grosvenor Mews
MAYFAIR - LONDON W.C.2.
By Royal appointment to His Highness Sir Abdullah al Salim al Sabah. Shaikhdom of KUWAIT
Consultants to B.O.A.C. Associated Companies Ltd. Trans European Airways Ltd and others.
(Above is a reprint of London advisory letterhead)
Captain J.L.W. Ellis: Abbreviated C.V.
Australian citizen, wartime RAAF aircraft engineer and Wellington Captain (Coastal Command) operational service with 458 RAAF squadron. Subsequent General Aviation and airline service to 28 thousand hours flying experience in all theatres and climates of the world including: United Kingdom, Berlin corridors, Iceland, Greenland, Arabian deserts, tropics of Asia, Africa, Mexico, Cuba, USA, Canada, trans Atlantic, trans Pacific and Australia.
Executive experience includes “fully hands on positions as “C.E.O., Managing Director, Operations Director, Operations Manager, Chief Pilot, Airline training Captain (International & Domestic) Pilot Examiner for Governments, Experienced Chief Flying Instructor - all levels including ab-initio instruction. Additionally extensive test flying - pre and post maintenance with some accident investigation.
Requested by Captain John Bisson (Chief pilot examiner for I.C.A.O.) to accept nomination to become the number two pilot examiner for I.C.A.O. but chose to stay independent.
Prime Field Experience examples: As CEO directing the establishment and/or re-vitalization of airlines in difficulties (financial and/or operational). This covered both International and Domestic Airlines. All operations undertaken completed in short measure and fully successful. Repeated advisory work for Australian Authority: A specific instance being the recovery of the then failed Rural Air Services Network.
Especial forte The improvement of airline profitability by innovative upgrade of modus Operandi and generally the inclusion of opportunities often and commonly overlooked by airline management groups.
E.G. 1. Appointed to revitalize Middle East Airlines, a B.O.A.C Associated Company, in the red for 18 months and despite three changes of B.O.A.C. management teams, remained in the red. Brought to profitability under my direction in three months.
E.G. 2. Appointed by Sir Freddie Laker to revitalize Trans Mediterranean Airways under owner and C.E.O. Munir Abu Haidar. Brought to efficient operational standard and went on to become largest round the world freight carrier and one of first to operate a Boeing 747F.
E,G. 3. Advice to Government authorities, including the Australian Authority, regarding re-establishment of failed airlines, re-establishment of rural network and flight safety improvements.
Joined by his son for the past 20 years the partnership remains active in airline operations and operations planning with a distinctive difference offering clearly considered advantages over normal and less imaginative planning.
AUSTRALIAN UNDERTAKINGS OF NATIONAL VALUE:
Reviewed reasons for failure of theAustralian department of Civil Aviation project 1965
titled “Supplementary Airlines System” (Rural network.)
Re-Planned and re-presented the scheme with important amendments and recommendations
to ensure safe and efficient operation with economic viability. The new plan was accepted and launched as Reg. 203 operation in 1967 and is the basis of Australia’s Country Air Services today but lacking the safety recommendations I had made. These recommendations were eliminated by the Australian Authority (This is the reason for the subsequent commuter accidents) The Scheme has subsequently been re-named twice.
Proposed “GENERAL AVIATION INSTRUMENT RATING” for pilots in Australian “General Aviation”. For this scheme I wrote the initial syllabus of training and trained the first pilots to illustrate the effectiveness and benefits of the scheme.
NOTE: This training has markedly reduced the previous bad record of weather related air accidents - eliminating many attendant deaths and injuries.
In 1983 - Proposed “Country Instrument Rating” Because this rating incurred greatly decreased costs, it was designed to enable more pilots, not wishing to use major airports, to acquire instrument flight skills and thus fly cross country with greater safety in inclement weather.
NOTE BENE: Although I presented this proposal to the “Authority” in 1983 It has only been instituted in the year 2000. Seventeen years late – thus many pilots who needed this training and their passengers are now dead. The delay has caused many unnecessary deaths, and injuries with aircraft and property damage running into $millions.
Captain J.L.W.Ellis.
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Wow 2 Dog....There is certainly some reading there. Not much ever changed at Mooroduc with the old hut and grass strip.
badpilot....Sorry I was abit out on that one!!!!!!
derek.....I think he still had that old blue captains jacket to go with title.
blackburn.....Great story about the DC-3 levers and the corolla.
badpilot....Sorry I was abit out on that one!!!!!!
derek.....I think he still had that old blue captains jacket to go with title.
blackburn.....Great story about the DC-3 levers and the corolla.
It should be pointed out www.casa-x.org is/was the personal property of Jack. In my humble opinion many of his arguments were flawed.
BTW Is Mike is the son of Jack.
BTW Is Mike is the son of Jack.
I always thought that Jack with his beard and Australian appearance was Australian but now I have been told that he was from overseas from all places Belgium if I recall the conversation.
Any confirmations ?
Any confirmations ?
Jack Ellis Book 2002
I met jack many times. Interesting character but so full of himself
http://vocasupport.com/wp-content/up...y-J.-Ellis.pdf
I met jack many times. Interesting character but so full of himself
http://vocasupport.com/wp-content/up...y-J.-Ellis.pdf
Actually he was stopped by the Commonwealth customs powers and import licenses for aircraft, the "two airline policy" having long since been found to be unconstitutional.
Tootle pip!!
Captain Jack may have been a difficult bloke to deal with and therefore his own worst enemy, however Jack's legacy to General Aviation remains to this day in the form of GA instrument ratings as well as REG 203 operations now known as supplemental airline operations both of which he pioneered. The GA industry need more characters like Captain Jack
While Jack may have done many thing, instituting the changes that resulted in the original "commuter" (Reg. 203 exemption) airlines was not one of them, even if he later operated same.
Likewise "GA instrument ratings" --- what's that?? Until the advent of the PIFR all instrument rating requirements were the same, and he certainly played no part in the PIFR.
Tootle pip!!
