Skywagon University is my fav channel. Marks sense of humour, vast knowledge and genuine keen interest comes across so well and is engaging. The scene at Placerville is so quiet..it's like the aircraft come here for a holiday and care by an avid aviation steward, with thier best interests at heart. If aircraft could talk, they'd do so at Placerville.
YES this would B the perfect Machine 2 fly around in the Amazon !! Real short dirt strips with big old trees at the end !! However I would prefer a 285 hp may B for the extra boost !! Thanks 4 the demonstration and fly Safe !! ❤❤😅😅
4:49 That made me jump like crazy! I'm planting peanuts alone in a tractor and all of a sudden somebody calls my name from the right corner of the cab! I wonder if I would have even noticed the dub over if my name wasn't Chris...
I had the pleasure of flying a Wren in 1974; a very fun airplane. I instructed at a Cessna dealer and the one that I flew, had REVERSE thrust! Yes, after touchdown there was a prop control that could be activated, that pitched the prop into reverse! Cool airplane!
I owned a 62 172C model 1501Y for 10 yrs. A very forgiving and safe aircraft stock. I still love the manual flaps, no rear window, and spring steel gear. Amazing takeoff performance considering only 145 hp. Really miss that bird..
@Skywagon University, hey Mark, sorry buddy, you've got the action of the canard backward. When you pull back on the yolk the elevator's trailing edge goes up which produces downward lift which causes the nose to rise (the elevator/horizontal tail is aft of the Center of Gravity (CG), the nose is forward of the CG, and the aircraft in flight rotates about the CG). Also when you pull back on the yolk the canard trailing edge goes down which produces upward lift raising the nose and lowering the tail (the nose is ahead of the CG, the tail is behind the CG). Always remember: 1. A control surface will increase lift opposite the direction the surface moves, and 2. the aircraft always rotates (in all 3 axes) about the CG. So if the elevator leading edge is pointed up the tail goes down which causes the nose to go up. In this case the canard and horizontal tail/elevator are working together to move the nose in the same direction, not opposite one another. Hope this helps! And, thanks for the walkaround of this unique airplane!
I hope Juan Browne has tuned in to this video. I'm sure he'd love it. Juan is a lifelong aircraft enthusiast, private pilot, former military pilot, and current 777 pilot for AA. Also a licensed A & P mechanic. What a sweet aircraft this Wren is.
Mark, I’m not a pilot, but a life-long aviation enthusiast. Thoroughly enjoy your videos and learn so much. I know there aren’t a lot of them out there, but would love to see a Cessna 190/195 video. Keep up the wonderful videos. Thanks.
Makes my day when Mark puts out another video! I'd listen to this guy if he was selling turnips :) Good stuff as always -- learning about the Wren was very interesting.
Excellent Mark, Excellent! We would happily watch an Hour or More of this Brilliant content. Time enough for more Aircraft facts, more personal stories, more flying, let yourself go!
I'm a geek radio engineer and a long time non-flying GA pilot. I love Mark's channel. I wonder why? The Wren and the King Katmai are amazing 182s. A perfect Idaho and New Zealand mountains airstrip machine! I also love the inbuilt camping beverage bar tops at the front. They're fabulous for gathering around with fellow aviators to share those stories of landing on ridiculously short "postage stamp" airstrips! Cheers from NZL, David :)
Thanks David. That is exactly what it is for. The prop always seems to stop vertically at 12 and 6 so it is very convenient for not having to move it out of the way when using the canard for non-aviation related beverage support activities.
The canard lifts the nose when you pitch up, increasing elevator authority at low speed. Similar effect as the flying tail that trims nose up with more flaps.
When the tail drives the wing to high coeffecient of lift, the wing pitches down more than stock, so you need more UP. He forgets the canard is forward of the aerodynamic center.
May your grandfather's memory be a blessing. I'm sure he would have a good laugh from your remark about his plane! Regarding THIS plane, I was unaware that the Wren existed. What big flaps it has! Thanks for showing, you do such a good job explaining.
That was amazing! Thank you for the details about the wings, tail, canard, and all the add-on bits! I've seen images of the Katmi's but didn't know how it all worked together!
Remember that the Katmai does not have all this wing fandangery. Katmais are wet winged 182's with IO-550 engines and extended wings and the canard. Only Wrens have these wings and there were only about 54 built between 1963 and 1965. About 33 survive in captivity today and none are breeding. This one is the first production model ever. Wrens and Katmais are two separate planes with the commonality of the canard.
@@skywagonuniversity5023 Thank you, Mark! Yes, I recall you explaining how the Katmai's aren't really the same, and the Wrens and this particular one - is really unique. I love airplanes!
Watched a couple guy's showing off in one of these on a Hot morning at the Compton Airport (1980 )Takeoff , Stall and Fly low over our hanger and CRASH..... guess they thought the plane was invincible.... maybe them also... other than that I sure love this plane.
I was luck enough to fly P2-UIH at Wewak, PNG in July, 1989. Beautiful plane. Possibly owned by Wirui Air Services. N3556F 1967 Wren Aircraft Corp 460/182J C/N 38460182/18257556. One registered in Australia now, VH-AIE.
I looked at the thumbnail and saw a 172. Then I read that it's a Wren. I thought Nooooo wayy. This is a 172, then I saw canards, and I thought why are there canards on a 172?? What's going on??? This is the first time I've heard of the Wren. I gotta hand it to you Mark, you're a walking encyclopedia on GA. A full on expert!! If I'm in the market for a GA plane, you'd be the one I want to consult.
Love, love STOL capable birds, and Wrens and Katmais are some of the finest. I see this one's remained in Arizona. You should bring your fine narration and sense of detail to a Wilga, if you can get your hands on one. =) Great walkaround!
G,day Mark at Skywagon University from Sydney Australia. Yes, very unique plane. I missed, or don't understand the purpose of the airflow space between the tails fuselage and elevators? Always pleased to get your RU-vid channel content. 🌏🇦🇺
Mark, I (and I’m sure many others) would love to hear about you and your story. How did you come to be in the States, your flying career, were you in the military? Etc
6:24 if I understand this correctly, if the the yoke is pulled back the canard moves down but because it is located at the front of the airplane it will help lifting the nose up. Is that correct?
Have to agree with TRabbit1970 - which is that the cannard's effect on pitch is exactly the opposite of how you explained it. Never mind - love these videos nonetheless.
The canard "says no the nose does not go up" when you pull back on the stick? Check that again. The control surface on the canard goes down when pulling back on the stick, INCREASNG the camber on the canard. So the canards create MORE lift. That means the canards will fly "up" and also lift the nose".
@@skywagonuniversity5023 Yes, Aeroplane Monthly had an article about it around 1975. I personally liked it best with the ABC engine - believe they didn't have the best reputation, those engines.
I geek out a bit too much sometimes. The Hendy Hobo was raced in the thirties and even won a few. It had a GW of 650 Lbs (when humans weighed 150 Lbs) and could do 125 MPH. There was only one built and it was destroyed by the Germans in a bombing raid in 1935 at Lympne Airfield in Southern England. It was designed and built by Edgar Percival of Percival Mew Gull fame. It's reg was G-AAIG. I have a little cast metal model of it from back then. BTW, if you want to read a stunningly good series of two books, read "The flight of the Mew Gull" and it's direct sequel, "The sigh of the Merlin" by Alex Henshaw. Both read as one book and make "Fate is the hunter" look average.
This guy has a complete misunderstanding on how the card works. It's obvious that when the elevator goes up (The aircraft goes nose up) The flap on the canard goes down meaning that helps the nose of the aircraft go up. This is not what the commentator said as he doesn't understand the relationship of the trailing edge of the canard to the pitch of the aircraft.
Don't you have the Canard & Elevator aerodynamic control of pitch, in the wrong sense? Seems to me when the elevator is up dropping the tail down and pitching the plane nose up, the Canard is down increasing lift and likewise also pitching the Nose Up. As control surfaces they work together in terms of aerodynamic control of pitch.
Dayum! If I had a spare OneEighty, I would buy that there bird right off'n you right now! Ticks a lot of boxes! Rare. Unique. Competent. Low miles. Super tidy. Clockwork Steam Gauges. SuperDuperStol.
@@skywagonuniversity5023 Thanks. Just for reference, my 185 has a useful load of just over 1700# and an approach speed when light of 50 MPH/43 Kts (Sportsman cuff, ART wing extensions and VG’s). It is based at a 5400’ airport with a 1400’ runway. Coming back from AK last summer at 11,500 the TAS was 150-155 MPH and the fuel flow was 9.5 GPH (GAMI’s and electronic ignition). I will soon have a LyCon overhauled, 350 HP IO-520. A good, properly kitted Skywagon 185 kind of puts the Wren (and most other aircraft) into perspective.
It was a Wren from new in 1963. The 63 182 cost $18,000 back then. If you bought it as a Wren conversion like this, it cost $48,000. That is why only 50 something were made.
Thanks for this. I have never heard of a Wren. I own a 182E. Jealous of the beverage holder. Love your channel. Interestingly my E model has the texas skyways 470U as well.
