Thanks: 
Likes: Educate me. Pros/cons?
Educate me. Pros/cons?
True wet wing has the chance of leaking at every seam and rivet. Bladders are horrible to install.
As far as 12 volt vs 28 volt, just get the one that matches all your other aircraft. Makes jump starting safer.
Web
Life's tough . . . wear a cup.
My op they screwed the pooch when they went 24 volt. Fuel tanks leak all kinds!
Timskywagon8a liked this post
Bladder. They are a hassle but you'll likely only do it once in your life, maybe twice.
12/24 volts? Doesnt matter much anymore and the electrons don't know the difference.
24 volt for me. Makes hot starts with an IO-520 so simple even I can do it...
Remember, These are the Good old Days!
Personally I would try to lean toward a 12 volt one if at all possible, just so it's easier to jump start and to find a battery charger for. My buddy had a 24 volt C180 back in the day, and he was always complaining about it. 12 volt gives you more options, especially "off airport".
As far as I know, they all had bladder tanks, but I may be mistaken on that. I know my buddy's 1978 C180 still had bladders in it, because I had to change one. It was a B I T C H, but we got it done. My 1955 C180 for sure had bladders in it. Had to change one of those too. Wasn't as bad as the long range tanks on the '78.
Joe
Fortis Fortuna Adiuvat
The latest model 185s had wet wings. I believe bladders were an option during that first transition year. I had wet wings in a '79 Hawk XP. Never a problem during my ownership.
My 79 180 is as I recall the first year for wet wings, I'm the third owner and the only issue has been two screws weeping on one of the inspection panels, simple to fix with the pricey goo for Spruce.
Remember, These are the Good old Days!
I believe they went with the 24v system in 1978,
and the wet wings in 1979.
Cessna Skywagon-- accept no substitute!
That is correct. Bladders became an upcharge option again 1981-1985Originally Posted by hotrod180
OP- my research on the wet wing vs bladder question is that the wet wings are probably preferred, unless you are operating on floats in choppy water over extended periods of time.
There is some concern IF wet wing develop leak it is a major pain to repair.
Bladders had some issue where water could be trapped behind a crease in the bladder and not go to sump. During takeoff it would then go to fuel system. A/D for this.
I also heard wet wing maybe more incendiary in crash- but not sure. I don't plan on crashing so shouldn't be an issue
When Cessna first started using wet wings in the 180/185 there was a collision with some pilings in the Louisiana oil patch region while on floats. Apparently there was fuel spillage. I don't recall if there was also fire. This prompted the Louisiana customers demand Cessna offer the old bladder tanks as an option. Cessna sold a lot of these in that region. All salt water use.I also heard wet wing maybe more incendiary in crash- but not sure. I don't plan on crashing so shouldn't be an issue
What exactly are the benefits/downsides of a 24V over a 12V. I know nothing about electical systems. More cranking power? Easier to run accessories?
I get they are more difficult to jump start off another 12V plane- but what are the potential upsides?
User differences? None. Design difference? They can use smaller wire.
Cessna started using 24 volts in all their airplanes in 1978 in order to simplify their production inventory. Prior to 1978 they had components of both 12 and 24 volt in the same factory leading to potential mix-ups.
N1PA
When the battery (12 or 24V) is way back under the baggage shelf the long run of current or drop in voltage can affect components that use them. Especially when cold. Placing the battery on the firewall helps shorten the run, but that means only 12v I believe.
I flew both LR bladder and wet wings. Had no issue with either but no salt or real rough water ops on floats.
Gary
I had a '79 185 for 20 years with 24v system and wet wings - on floats the whole time on BC coast. Never had an issue with either except for the time a repair shop installed a 12v alternator - that was a hand prop in the bush to get home!
Believe it or not, this is not that unusual. I even had one with a 12 volt reg on a 24 volt alternator. Alternator gave out first.
Web
Life's tough . . . wear a cup.
Waaay back in the day when I was flying the sled before it was even called the sled. (207’s) We had all 24 volt ships except one 12 volt one. It seemed like we had a lot more electrical issues with the 12 volt one. Not sure why that was.
‘78 model year was the only year that has 24 volts and bladders.
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I thought that till I bought one, Hot starts on an IO520 are a non-issue.
Remember, These are the Good old Days!
Why? I thought the hot start had to do with fuel vaporizing in the lines or something?
Learn how to hot start and you’ll never have a problem. I ran floatplanes at up to 100 degrees regularly with seven or eight hot starts a day. Never had one fail to start.
Read the POH. And use that procedure.
MTV
Im curious why 12v ve 28v would have ANY effect on hot start. Probably a basic answer but I am fully ignorant.
24 volt supposedly will turn the engine over faster to help clear vapor lock. It can under certain circumstances but my opinion is that it's more important to develop a good hot start technique.
Web
Life's tough . . . wear a cup.
Thanks, Web!
Huh. Never heard that before. I’ve had both voltages and never noticed any starter speed or endurance advantage with 28v.
If you really want to put hot starts behind you? Add electronic ignition.
There are a lot more variations in 185's than 14 vs 28 volt, and wet wings vs bladders.
You should study up before buying:
Cessna Skywagon Year Changes | Skywagons.com
Do you really need a 185?
Personally a 180 meets all my needs.
Cessna Skywagon-- accept no substitute!
With a name like hotrod180 I'm sure you still have the stock 470 in it....
Having owned both, a 180 on wheels should handle most desires. IF you are planning to go on floats (straight or amphibs) ...... get a 185 for the extra power and useful load.
N1PA
From the couple of 12-volt Sky Wagons I have flown a 24-volts system spins with more authority which helps idiots like me when it's hot.
Remember, These are the Good old Days!
Those 14v planes would benefit from moving the battery forward and using very short cables. There’s a reason that mod is wildly popular.
I never ever had hot start difficulties with a 12 volt 185 in 50+ years of flying them. The Lycoming fuel injection system is different, yet when you learn how it is not difficult.
N1PA
I despise instrument panel work on a 206, but Cessna finally got the battery and master relay location stuff worked out with them. 12 or 24 volt, the best thing is keeping the cables short by placing the battery up high on the firewall. Simplified the starter relay and external power wiring at the same time.
Web
Life's tough . . . wear a cup.
Engine side??battery up high on the firewall.
Gordon
N4328M KTDO
Yes. 206s had a fairly well designed battery box that holds the battery most of the way up on the left side of the firewall. Short cable to start relay, short feed wire to the buss, and less than one foot long cable to external power receptacle.
Web
Last edited by wireweinie; 11-03-2022 at 06:32 PM. Reason: add pic
Life's tough . . . wear a cup.Gordon Misch thanked for this post
There we go...
Buy a 206.
Better battery box...
and flaps
and seats
and room
and less insurance...
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