In the research phase and keep getting drawn in by the RV12IS. Question on the panel. If I choose the basic Garmin panel, could I install an upgrade at a later time like a second G3 and Garmin 175 GPS without killing the E-LSA since I probably wont be buying them from Vans?
GPS 175 was the most cost effective option I found to upgrade the RV-12 for IFR legal approaches. Maybe switching out the radio for one with VOR capability could technically be done for less, but that's going backwards. The 175 ties into Skyview seamlessly and has minimal power draw. Lots of "relatively" low cost b/u attitude indicator options. I went with the Dynon D3 for <$1,000.
https://youtu.be/kpUzCfVtjW4
GPS 175 was the most cost effective option I found to upgrade the RV-12 for IFR legal approaches. Maybe switching out the radio for one with VOR capability could technically be done for less, but that's going backwards. The 175 ties into Skyview seamlessly and has minimal power draw. Lots of "relatively" low cost b/u attitude indicator options. I went with the Dynon D3 for <$1,000.
https://youtu.be/kpUzCfVtjW4
Thats exactly what I was thinking. Not sure why Vans insists on only offering an IFR panel with the 650. Sure its nice, but very spendy.
The 175 probably wouldn't work for a trainer since there's no NAV radio.
If you want to fly within IMC condition with an IFR panel then you will need to certify your aircraft under E-AB. ELSA may operate in the system but may not actually fly in IMC.
Not true. There are multiple threads on the subject at VAF and other places.
Such as this one: https://vansairforce.net/community/showthread.php?t=200702
One should check their E-LSA operating limitations assigned to their aircraft. Mine allow it, but I've heard of different situations.
I'm just in the initial build phases of my 12iS (waiting on wing kit now), but I've already had a conversation with SteinAir about adding the GPS-175 after it's complete. Did you also add a heated pitot? For my use case, it's not really needed. I live in South Florida, and only plan on flying IFR to get through the marine layer here.
I'm pretty sure Mel said in one of the threads that if the Op Lims don't allow it, that's a mistake and they should be re-issued.
I had also understood that S-LSA aircraft cannot fly in actual IMC weather under IFR, as ASTM had inserted that limitation in their rules which govern those aircraft. They can train as an IFR equipped aircraft but surprisingly would not be able to legally operate in IMC. Seems odd. Option then would be to convert the S-LSA into an E-LSA which I have heard is done more than you think.