With modern systems, a reliable and efficient Rotax 912iS Sport fuel-injected engine and signature Van’s handling and styling, it’s easy to see why the RV-12 series LSA has gained huge popularity for training and as an affordable personal flyer for pilots stepping down into the light sport category. For the 2026 model, Van’s was thinking ahead and said it stepped the RV-12iS up a few notches in utility in anticipation of the FAA’s MOSAIC (Modernization of Special Airworthiness Certification)—a ruling that was finalized this past July. Van’s said while the airplane is now fully capable for flight into IMC, you can’t legally do it yet, and the industry is watching and waiting for the new MOSAIC LSA IFR standard to go live.
From a distance, the 2026 RV-12iS doesn’t look a lot different than the previous 12iS, save for the Evoke Aviation-inspired paint scheme. But a closer look reveals some changes that I think makes the RV-12iS better. Start at the propeller. Gone is the quirky pitot tube that sticks out from the spinner in favor of an under-wing heated pitot/AoA mast that not only makes it safer to walk around the plane (I have a scar as proof that the pitot tube never belonged at the spinner), but it also adds the capability to operate in IMC. There’s also alternate air and static sources.
If you’re already pretty familiar with an RV-12’s airframe, you’ll notice some obvious changes to the upper cowling, including cooling vents. That’s because the updated radiator and oil cooler scheme mounting was reworked. They are no longer mounted to the engine but instead to the upper cowling, in hopes of more efficient cooling. That’s a real benefit when the airplane is used in a demanding flight training role in hot climates.
More RV-12iS Tech Improvements
As trivial as it may seem, I always wished the RV-12 had a parking brake, and the 2026 model finally does. No more rolling away on inclines. But more sizable improvements are premium Goodyear tires, Van’s-branded brakes and tubeless wheels and best of all, an auxiliary 30-amp alternator for more electrical capacity and redundancy. While multiple avionics packages are offered, a flagship-equipped RV-12iS models sport an entire suite of integrated IFR avionics, including Garmin’s G3X Touch with GFC 500 autopilot, as one example, plus a secondary flight instrument (the second G3X Touch screen) to meet the flight into IMC standard. I like lots of electrical power, plus the new charging system also meets the MOSAIC requirements for IMC.
To better prevent fuel vapor lock during higher-altitude and high-temperature ops, the fuel system was reworked to accommodate new Rotax fuel pumps. Van’s says testing proved that the new RV-12iS fuel system installation is free of vapor lock up to 17,000 feet density altitude. The Rotax 912 series can be run on either unleaded autogas or 100LL fuel.
More Cabin Comfort, Utility
Let’s just say that the Van’s RV-12 cabin never had bragging rights as a posh, comfortable dwelling. Think utilitarian to get it done in the training environment. But now the cabin gets a much-needed boost in comfort with leather seating and upgraded foam. And finally, a place to rest an elbow between the two seats, plus redesigned side panels with some storage space, better cabin lighting and a custom holder in the center console that stores a canopy-breaker hammer.
The new models have redesigned hand controls, including new stick grips, an upgraded throttle lever and a throttle friction mechanism. The popular avionics option is Garmin’s dual-screen G3X Touch system with a GTN 650Xi navigator, GFC 500 autopilot and GMA 245 Bluetooth audio panel.
I’m glad to see refinement, plus a handful of useful technical improvements, to the already smartly designed RV-12iS. The demo plane I spent some time around at AirVenture seemed more like a personal high-end sport plane than a trainer, which I think will be appealing to more buyers. But they’ll pay for all that extra comfort, styling and tech—$249,900 for a decked-out factory-built S-LSA model. But models set up for training will sell for less, and there’s also E-LSA kits. I asked Van’s if some of these latest improvements might trickle down to legacy RV-12s and while it wasn’t out of the question and might be possible to incorporate some, it’s not planned right now. Look for a flight trial of the new RV-12iS in a future report in The Smart Aviator magazine.
Is light-sport still restricted to 10,000 feet under MOSAIC?
Our understanding is that the altitude restriction has not changed.
I thought the 10,000 ft limitation was a Sport Pilot certificate limitation, not an LSA limitation. I think the bigger issue with the 2026 RV-12 is the weight growth for all the add-ons and the 1320 max gross LSA limitation. The comfort foam seats are really nice (been flying with them in my RV-12 for 6-years) but weigh a lot more than the standard foam seats. I expect the RV-12 will eventually get a gross weight increase to 1,400-1,450 lbs under MOASIC to keep the useful load reasonable.
A very nice looking flying machine. But a quarter million immediately eliminates many would be aviators. Of course, not just RV, but all.