Antique Attic
“It had been my grandfather’s since the late 50's. There had been talk within the family about who should be the caretaker of the airplane, and it was decided that it would be me,” states, matter-of-factly, Matt Malkin, of Seattle, Washington, referring to the rare 1940 Harlow PJC-2 N65296 (serial number 7) he now is displaying around the country.
Designed by Max Harlow, one of the first graduates from Stanford University in aeronautical engineering, the PJC-2 is a very rare example - if not the only example - of a school class project that made it to production.
In 1935, with his extensive background, Harlow obtained a position teaching aeronautical engineering at Pasadena Junior College (PJC) in California. He soon convinced the school directors that the best way to teach the subject was to have the students not only design, but also build a modern airplane. Construction of the PJC-1 started in November 1936. Minor detail changes, notably increased vertical tail area, led to the improved PJC-2, which received Approved Type Certificate (ATC) 659 on August 26, 1938.
For obvious reasons, the school could not produce the airplane, so the Harlow Aircraft Co. was incorporated in 1939 with funds from Howard Hughes and local backers, and a plant set up in a hangar at the Alhambra Airport.
The Harlow PJC-2 is a light, all-metal, low wing cabin monoplane with cantilever wings, accommodating up to four people, and equipped with an electrically operated retractable landing gear.
The first PJC-2 rolled out in April 1940 and some nine or more examples were manufactured. Six of them had been ordered by the CAA, priced at $6,985. Number 7 was completed on August 5, 1940. Inspected by the CAA on August 23, it was incorporated into its fleet of airplanes as NC67. Assigned to the Atlanta, Georgia, regional office, it was released to the civilian market at the end of the war and sold to N.A. Kalt, on February 26, 1946.
Probably acting as dealer, Kalt had the Harlow registered as N65296. In December 1960, James K. Stuart, of Lancaster, California, sold the Harlow to John C. “Mac” MacPherson, living in the same town, who kept it for the rest of his natural life
In 2003, the title was transferred to Mac’s grandson, Matt Malkin, who explains: “The plane was hangared in Salinas, California. Once a month, I would fly commercially to San Jose from Seattle and spend as much time as possible working on the airplane to get it ready for the ferry flight.
The insurance company required that I fly the airplane for 50 hours with an instructor before getting insured, so I flew the first flight with Wayne Handley in the right seat. This fantastic arrangement had been worked out by my uncle, Tim Kelley. I built up the required time, and then flew the airplane home to Seattle… and started a 10-month annual.
Even with the airplane flying nicely, there is always room for improvement, which is part of the fun of a rare vintage airplane. Projects on my list are rebuilding and installing grasscutters for the landing gear and restoring the instrument panel.”
Matt introduces himself: “I originally hail from Connecticut. By training, I am a mechanical engineer. After working for 12 years for Boeing, I now work in Seattle at a small engineering company consulting in wind energy. I learned to fly at the South Jersey Regional Airport (KVAY), with a kind and patient instructor, Don Richardson. After graduate school in Philadelphia, I moved to Seattle. I hold single engine land and sea, instrument, and commercial ratings. I do not have (or had) any other airplane than the Harlow – it is plenty for me! I hangar it at Renton Municipal Airport (KRNT). ”
He takes the airplane around the patch: “Preflight is straightforward. I keep an eye out for wear on the retraction mechanism for the landing gear, as positive downlock occurs because you can’t backdrive the worm gear in the system. Start up is no nonsense. The Warner takes four to five strokes of the primer when cold, and when properly leaned for taxi, the engine runs smoothly.
Taxi is facilitated by the steerable tailwheel, and visibility is fairly good, as the round nose drops away to the sides quickly. On takeoff, if trimmed properly, you do not need to add any significant forward pressure. Normal climb is at 85 mph.
You can feel and hear the gear coming up, and you get red lights indicating full retraction. Cruise climb is at 25 inches manifold pressure and 100 mph, which gives about 600 fpm with two people and full fuel.
Normal cruise at 23 inches manifold pressure is 138 mph. It is a good flying airplane, smooth, with good control harmony. Being short and stubby, it has a tendency to yaw somewhat in turbulence, but it is not bad given the relatively large vertical stabilizer.
When the gear comes down - below 120 mph – a slight pitch trim adjustment is required. With the before landing checklist complete, I enter the pattern trimmed for 90 mph with 19 inches of manifold pressure. The flaps deploy to 45 degrees; I use 30 degrees for normal landings.
I prefer 2000 ft of runway for a normal three-point landing. On final, the nose comes down nicely with application of flaps, giving good visibility. There is some ground effect and a gentle touch on the rudder keeps it straight. Flying the Harlow is a wonderful experience – my wife Wendy calls it a magic carpet ride.”
For people lucky enough to have flown it, the Harlow PJC-2 “is an honest airplane”, in the words of John MacPherson.