"THE JUPITER"
This information is compiled to give you first-hand information about the "Jupiter" and Jamieson Aircraft Company. The company is headed by Charles M. Jamieson, who was formerly Chief Design Engineer at Culver during the pre-war Cadet days and for the radio-controlled target planes during the war. He left Culver to join Beech as Design Engineer, working on the Bonanza. He left Beech to form his own organization and bring out the "Jupiter". At the time he left Beech all the basic engineering was completed for the "Jupiter" and construction began immediately. This was 3 1/2 years ago. Since that time this project has progressed with full emphasis on simplicity and economy of operation a well as original cost. At no time have we sacrificed time in favor of "getting by". At- all times have we "re-done" at a high cost of time to make the "Jupiter" better. At no time have we lost sight of the goal we set when this project was commenced -"to put out an airplane second to none." To gain this and to keep in the price range we set, we have had to spend valuable time in the "Jupiter's" development and the task was not simplified by the weight allowance set (a minimum of 800 pounds useful and 1600 gross). We feel that our long development is now paying off in being able to offer the public a plane that was built not just to meet minimum certification requirements, but to meet the stiff requirements we set over and above these required by governing agencies -"WE HAVE DONE THIS AND AT OUR PRICE."
The "Jupiter" is powered by the famous Lycoming 0-235-Cl (115 hp) engine with a guaranteed causing speed of over 150 mph and a landing speed guaranteed under 40 mph. We do admit that the plane will better these figures - the landing speed especially is startling and at first you have some apprehension in bringing the plane in so slow, but there is no need to worry, it WONT STALL; therefore, NO SPINNING. It is not a large plane outside the engine compartment and cabin. It is only 20' 10" in overall length; 6' 9" in height, with a 29' wing spread and a 6' 1/2" tread.
With the wings folding at a center section, it will store in a space 8' 3" wide. The wings have a total area of 123.2 square feet. Of this the ailerons take 7.69 square feet and the flaps, 27 square feet. The fixed tail surface is 11.59 square feet, with movable tail surface being 6.11 square feet. The useful load is 50% of gross with a wing loading of 12.98 pounds per square feet and a power loading of 13.8 pounds per hp. The cabin is entered through either side by doors that have the door sill at the bottom even with the top of the wing. The doors are 43" high and 36" wide. The seat arrangement is side by side - three people on a seat 48" wide and 18 1/2" deep, with the firewall 30" from the front of the seat, with the seat in the rearmost position. The seat travels forward several inches, automotive style. the top of the seat is 15" from the floor. Located just aft of the main seat is the baggage compartment, which has a shelf even with the top of the seat back which in a few seconds can be formed into two auxiliary seats following the 120 pounds of baggage allowance to be utilized for more passengers. (This is in addition to the three passengers on the main seat.) All instruments are located left of center so that they are placed in front of the pilot, with the optional radio placed in the bottom center of the panel and the speaker in top center so that all can enjoy their favorite radio program while flying. The entire right portion of the panel is a glove compartment, which is 15" wide, 9" high and 19" deep. To top off all this, the cabin is sound-proofed and richly upholstered.
Standard equipment includes: choice of four color combinations (dark blue, dark green, or tan with maroon trim, and maroon with tan trim); fully retractable, electrically operated tricycle landing gear; 6.00-6 wheels, main and nose; hydraulic brakes and starter; generator; battery; navigation lights; landing lights; cabin heater and complete sound-proofing; fill upholstery; spinner; fixed pitch wood propeller.
Instruments include: altimeter, tachometer, compass, fuel level and pressure gauges, air speed, oil pressure and temperature gauges.
The flight characteristics of the plane are more than satisfactory. The take-off run is so short that you will have to experience it to believe that a plane could get off safely with no shenanigans on the part of the pilot. The same goes for the landing roll. The first time you put the "Jupiter" into a normal glide on the approach, the sensation is that of gliding into a 40 mph headwind, since your approach is so slow. In "getting out" and into a climb, you simply go up like the proverbial elevator at a rate of 1,050 feet at sea level. If you wish, you can come down the same way with the nose high and mush in, since there is no stall; or, at the normal glide speed the glide range is unbelievable. Hands-off flying is a pleasure in this plane since it really is stable and you have to make it leave the straight and level position. The "feel" is "solid" while in flight. The ground handling characteristics are excellent. The big nose wheel makes rough-field landings a cinch and the long shock struts make you feel as if you were landing on velvet regardless of field conditions. Carrying 15 gallons of gas in each wing (in center section), you have a 700-mile range which we believe is satisfactory, but an auxiliary tank will be provided as optional equipment.
All in all, we feel that we have a lot of airplane here for $2500 (guaranteed F. A. F. price for standard model). We do know that this saying fits our "Jupiter" - "They didn't believe; they came, they saw, they believed."
At the present time the company has a long term lease on 8800 square feet of shop space at the Municipal Airport in DeLand, Florida. More space is available at any time we desire it and we will request more space as soon as we are able to determine the volume necessary to meet the demand. The shop is well-equipped with all necessary tools, jigs, and dies to produce these planes.
This is a comprehensive report of the "Jupiter" and Jamieson Aircraft Company, Inc. Dealers will write their own stories since no new organization has ever experienced the opportunity of being able to select topnotch service organizations that we have. Inquiries are solicited either to your local dealer or the factory direct.
EDITOR'S NOTE: Following is information gleaned from the Jamieson Aircraft Company newsletter, From Where I Sit We believe it speaks volumes about the aircraft and the day to day struggles in trying to produce an aircraft in the late 1940's, no matter how good an airplane.
FROM WHERE I SIT----
It has been six months since the first information was released on Jamieson Aircraft Company, Inc., and the "Jupiter." We feel that you should have a report on where we stand, as well as where you stand, at the present time.
The first reaction we received after the information was released was that of doubt; and then, as more and more people saw the aircraft perform their doubt changed to enthusiasm. And, as that enthusiasm grew, the industry began to sit up and take note because they saw that we were not talking through our hat - we had an airplane that would perform as we said it would. As they studied the design and structure of the "Jupiter", they saw that we definitely could produce it for $2500 and that their only salvation in the face of this was to keep us off the market. They did not succeed in doing this but they did succeed in slowing us up for three to four months. But, while part of this organization was fighting day and night to overcome this situation, another part was studying how to improve what we already had in the aircraft. We overcame that situation and we are presenting to you an aircraft that has been tried and proved - an aircraft that has had some of the most critical pilots in the world criticize it - with our engineering department evaluating each and every criticism made.
So, we have not spent time in vain. The old faithfuls in the organization have put in 16 to 18 hours per day and we now have something of which we are proud - in both the "Jupiter" and this organization. However, without your support this would not have been possible and without your continued support, we would fold up and fall by the wayside. We are proud and, at the same time deeply appreciative, of the faith and support that you have given us. Our one hope for the New Year is that you will continue to have this faith and give us your support. We know the airplane justifies it and we are now ready to prove it.
We will have the initial fifteen aircraft delivered to you by February 15, 1950. By the end of March we firmly expect to be building three aircraft per day, and five per day by the end of April. One year from now we know that you will say you have never been associated with an organization that was more cooperative or one that had tried more sincerely to give you the help that we have.
In closing, let me again express the gratitude of this organization by saying - "Thanks a million" and you will have "Jupiters" in '50.
R. M. Holdeman
Sales Manager
FROM WHERE I SIT----
One year ago on the 13th of June the first news of the "Jupiter" was published in Aviation Week. At that time we sincerely believed we would have "Jupiters" on the market within a very short time. However, one thing and then many things have made it necessary for us to have to say "not yet". Dates of delivery were made and had to be set back and then do it all over again, until one year has passed. It has been a very eventful year. It has been a year of hard work for us here at the plant because during this year we have worked and worked - not for just eight hours a day, but for 16 to 18 hours per day. We flew one airplane to death. Then we flew another airplane until we put the equivalent of several years of normal usage on it. An now, scheduling calls for production airplanes to be completed in July. It is an airplane that is far ahead of anything else on the market today. Yes, and this time we have come to the point where we can now say we have an airplane that is "second to none".
Word has reached us here at the plant of some vicious rumors that are traveling around the country. One of them is that Jamieson Aircraft Company is bankrupt, that we have filed bankruptcy and that we will never go into production. None of these rumors are true and have no foundation. There has been no change in our organizational set-up. We have not tried to sell any stock and there is none for sale and we are going right on into production.
Have some information on ferrying airplanes now and am passing it on to you for what it is worth. Please remember Jamieson Aircraft Company does not recommend, and is not recommending, such - we are only gathering information due to the large number of requests for same. The Ferry Service Company, of Lock Haven, Pennsylvania, states they are in a position to make deliveries with the planes insured as follows:
1. Public liability $25,000 each person; $50,000 each accident.
2. Property damage, $25,000 each accident.
3. Crash coverage value of aircraft less 5% deductible is handled by Ferry Service Company so that you will have 100% coverage.
4. All risk ground coverage no deductible but a limit of $15,000 per airplane.
Passenger coverage is carried on any flight by $25,000 liability coverage at a premium of $5 per person. However, only two passengers are permitted on any single ferry flight. The following are typical rates from DeLand, Florida to:
Boston, Massachusetts $165.00; Billings, Montana $288.75; Boise, Idaho $341.25; Denver, Colorado $233.25; Fort Worth, Texas $150.00; Los Angeles, California $337.50; Memphis, Tennessee $100.00; New York City, New York $142.50; Phoenix, Arizona $285.00, Richmond, Virginia $98.25; San Francisco, California $388.50; St. Louis, Missouri $129.00; Chicago, Illinois $144.00; Detroit, Michigan $141.00; Indianapolis, Indiana $118.50; Louisville, Kentucky $106.50; Minneapolis, Minnesota $195.75; Omaha, Nebraska $181.50; Portland, Oregon $399.00; Salt Lake City, Utah $303.75; Seattle, Washington $402.75.
R. M. Holdeman
Sales Manager
FROM WHERE I SIT ------
I dun bin insulted .... Got a letter yesterday that refers to this masterpiece as corn; however, the one bright thing is they say they are immune to corn ....I don't get it.......
The company completed arrangements with Earl Ortman to become Chief Test Pilot. (Looks like I got fired.) Earl is here at the factory and as you readers probably know, is an old-time racing pilot and did the test work on the post-war Spartan. I believe he will be quite an asset to this organization.
If correspondence drags with the factory next month, just remember I won't be here. The factory demonstrator and yours truly will be looking you up ...You will be notified as to my itinerary shortly.
Expect Jim Riddle of Narco down to give approval on the Narco omni installation now in the "Jupiter".
I don't think I mentioned that official CAA tests on the wing with the increased load allowance was completed with the wing carrying 5.7 G's plus 20.3% safety factor over and above requirements. And ...here's the part that is good -when failure did occur it was only local crippling and not a clean break. You should have seen the official CAA observer's eyes at that time, and again a few minutes later when both Jamieson and myself proceeded to walk to the tip of the wing and jump up and down on it.
