It would be possible, but it's not as simple as adding a few components. The IFR package has its own special fuselage harness, and it is quite different: There are 100 or so wires that are different between the two harnesses. Updating after the fact would require you to remove and replace the fuselage wiring harness. You'd also need to buy the various avionics components unique to the IFR package. You'd re-use many of the avionics components of course, but a few items (such as GPS antennas, audio panel, GTN radio, etc.) would be added/replaced/updated. You'd also have to purchase or fabricate new metal panel faces to all installation of the new avionics, of course.

So, it's possible but it would not be just a plug and play upgrade. The RV-12iS electrical diagrams have been updated on the Downloads page on the Van's web site, for people who might be interested in looking at the nitty-gritty details.

E.D- I am far from an expert in the RV12 arena, but give Advanced a call. They do beautiful work on their quick panels and you can pick and chose what you want in both Dynon and the AFS stuff.

Garmin makes great hardware, I just like the AFS and Dynon stuff more and I think the Avidyne radios are far more user friendly than anything Garmin has out there today.

Of course we all have our preferences, and some love Garmin stuff.

Advanced Flight Systems does awesome work for sure! And for someone who's building their RV-12iS as EAB, the sky's the limit on customization, of course. :)

Thank you
 

Thanks to the answers to my question about adding Dynon equipment. I'm a long ways from installing IFR equipment. Just wondering?:cool:

Actual IMC
 

Might be beating a dead horse on this one, but here goes:
1) It is my understanding that if you build as an EAB, you can legally fly in IMC conditions (thinking about cloud cover and not HARD IFR). If you build as E-LSA, flying in IMC is prohibited. I understand the RV-12iST is intended as a trainer for IFR, not to actually fly in IFR conditions, but am seriously considering EAB if only for the actual rare opportunity to fly when there is cloud cover.
2) If you are building EAB, I would also assume the following: Have not priced it out yet, but seems like a basic VFR panel that you add to for IFR capability would be cheaper than the IFR avionics panel option. I am planning on using the 12 to train for my IFR, so maybe not. I am thinking I will be required to fly 3 approaches and they cannot all be via GPS guidance. Any advice on this would be greatly appreciated.

Thanks

Perhaps you should build as E-LSA. Do your IFR training. Then at that point, consider either buying/building something more suitable for IFR/IMC, OR converting your AW certificate from E-LSA to E-AB.

With that in mind, as long as you document your build as if you're building an E-AB (photos, etc), you should be able to get the Repairman Certificate issued to you too, so you can continue to do your own Conditionals.

Additionally, its possible that by the time all that is finished, the rules regarding IMC flight have changed, perhaps allowing you to make some modifications and bring it into compliance with new standards which would allow IMC.

Don't use that as a plan, because it is not possible.

I do not think it matters if the aircraft is registered as E-AB or E-LSA as long as
it is properly equipped and the operating limitations allow IFR.
Mel, we need your input.

The issue is that LSA (ELSA or SLSA) are not approved for actual IFR.
E-AB doesn't have that limitation.

I stand corrected. Don't use that as a plan. Mel had previously addressed it too 3 years ago here.