Well training and Phase 1 is complete.
Training the big differences for the pilot that took practice in no particular order:
Free Castering Nose Wheel
G3X use, scan interpretation.
Aircraft 1000lbs lighter
Stick and Responsiveness of Flt Contl's
Rotax (burping) power setting
Trim use, ABIT always be in trim and check list displine
Sight Picture on Final "aim point"
Flaring too high
Airspeed limits
Inadvertent hitting Freq Flip (button on control stick with 3 other buttons of identical size, shape and feel)
Knee (thigh) board no good, interferes with stick, throttle
Emphases on winds (cross wind) when taxi, t/o and landing) and we had lot's of opportunity to practice (winds varied, 30 to 90 degree, 10-12 gusting 20 many flights).*
Phase 1 item squawks all corrected
G3X ADS-B out (Set)
G3X Stall Warning Tab Aural (Set)
G3X trim motor direction & A/P (Set)
G3X AOA calibrated (Done)
Right flaparon rub fuselage when up (Fixed)
Exhaust too close to cowl (Fixed, loosened exhaust and retightened)
Left Wing slight low (adjusted link, hands off level)
Rudder & Elevator Cable play check (My request, access gained checked, all good)
The check list he was using did not have flaps or flaps in right section of checklist, hand wrote it in.
*NOTE LSA is subject to wind more than heavy plane, BUT the RV-12iS has very responsive and capiable flight controls which midigate the light weight. However it requires the pilot to make proper and timely control inputs. Along with the free castering nose wheel it makes the RV-12iS almost like a tail dragger, in the sense the only way to keep directional control on the ground is with rudder, aileron and elevator (and brakes as needed). Nose steering does make it easier. T/O Weathervane and P-factor takes timely input of rudder and sometimes full deflection and application of down wind brake. Free castering vs nose steering us significant difference. We flew with wind every time, with cross wind, except the last flight together, it was calm. A peice of cake for student at that point.
I find students I have for transition, aircraft checkouts, flight reviews, high performance, complex or tailwheel endorsements do NOT have a sold grasp on cross wind takeoffs and landings. Second they don't know what an aim point is and/or how to use it effectively. Yes there are VASI and PAPI on some runways, but aim point is key to making a good stabilized approach on speed. The "stabilized approach" is a prerequisite and how you make good consistent and safe landings. I find 1/2 of aircraft checkouts or transition training is reviewing basics. I say if you can fly a C-152 like a boss, all required tasks, well within your pilot certificates standard, current, competent you can transition to a new plane fairly easily. Transitions weed out weak areas.
Some Builders don't fly at all and jump in the new creation. Having another set of experienced current eyes is key. Accidents on first flights has gone down but not zero. There was an accident in Florida this week with a LSA first flight by pilot builder. If not first flight it may have been second flt. The model MERLIN LITE.
https://www.aeromarine-lsa.com/merlin-lite/
Please be careful. Finding a qualified additional pilot for Phase 1 or flight instructor for transition training, in your area to fly with you can be a challenge, I read and hear over and over. I would not recommend a local CFI with only time in CESSNA or PIPER giving training in an EAB or LSA they never flew. However if the CFI has other similar EAB or LSA experience it may be OK, but less than ideal. Ideal is recent experience in same make and model or at least same series.