Van's RV-12 / RV-12iS

The Van's RV-12 is Van's answer to Light Sport Aircraft — and it's become the most popular LSA kit aircraft in the world. First flown in 2006, over 792 RV-12s have been completed. The RV-12iS (2015) upgraded to the fuel-injected Rotax 912iS engine and is available as both an E-LSA (Experimental Light Sport, kit-built) and S-LSA (Special Light Sport, factory-built).

The RV-12 brings Van's proven all-metal construction to the LSA category at a dramatically lower price point than other RV models. At 100HP on 5 GPH, it's the most fuel-efficient RV ever built. The simplified construction — designed for first-time builders with approximately 800-1,000 hours build time — makes it the most accessible RV to construct.

The RV-12 is designed around the Rotax 912 engine, which burns auto fuel (91 octane minimum) or 100LL, providing significant fuel cost savings. The 2,000-hour TBO Rotax engine with $12,500 overhaul cost makes operating economics outstanding — roughly half the cost per hour of a Lycoming-powered RV.

The RV-12iS S-LSA (factory-built) starts at approximately $189,500. Kit-built E-LSA versions cost $85,000-$130,000 all-in. Under MOSAIC rules, the RV-12 gains expanded operational flexibility.

The transition from carbureted 912ULS to fuel-injected 912iS is the significant change. The 912iS provides better fuel management, automatic mixture control across altitude changes, and improved cold-weather starting. The S-LSA factory-built option allows non-builders to purchase a complete RV-12 ready to fly.

The RV-12 cruises at 117 KTAS (135 MPH) at 75% power on 5 GPH — this is respectable LSA performance and outstanding fuel efficiency. At economy cruise (55% power), 573 nm range from just 20 gallons of fuel. With auto fuel at $4-5/gallon versus 100LL at $6-7/gallon, fuel costs drop to $20-25/hour.

Rate of climb at 1,000 FPM is adequate for an LSA. The 19,200-foot service ceiling is impressive for a 100HP aircraft.

Stall speed of 41 KIAS (flaps down) meets LSA requirements and provides a comfortable margin. The RV-12 handles like a smaller, lighter RV — responsive but predictable. Flight schools report that the RV-12 is easier for students to fly than Cessna 150s/152s while being more fun.

The 20-gallon fuel capacity is the primary limitation. At 5 GPH cruise burn, you get 3.5-4 hours endurance with reserves — adequate for training and local flying but requiring fuel stops for longer trips.

RV-12iS (Rotax 912iS, 100HP, 20 gal fuel):

The 565 lbs useful load is generous for an LSA. Two 180-lb pilots with full fuel have 85 lbs for baggage — comfortable for local and regional flying. Two 210-lb adults require minimal baggage but can still fly with full fuel. The 20-gallon fuel capacity is the constraining factor rather than weight — at 5 GPH, endurance is the limitation on longer trips.

• Flight Training (9): Excellent trainer. The RV-12 is increasingly used by flight schools for Sport Pilot and Private Pilot training. Low operating cost ($40-60/hour wet), predictable handling, excellent visibility, side-by-side seating for instruction, and Rotax reliability. The S-LSA version is FAA-approved for flight school use. Burns auto fuel for even lower cost. One of the best training aircraft available.
• Backcountry (2): Low wing and LSA limitations. Some grass strip operations but not a backcountry aircraft.
• Business Travel (1): 117 KTAS, two seats, limited baggage. Not a business aircraft.
• Aerobatics (1): Not aerobatic. LSA category limits.
• Cross-Country (5): 117 KTAS with 573 nm range is adequate for regional cross-country. The fuel efficiency means low trip costs. Limited by 20-gallon fuel capacity requiring more frequent stops on longer trips.
• Cargo Hauling (1): Two seats, small baggage area, 1,320 lbs gross weight.
• Local Fun Flying (8): Outstanding fun. Light, responsive, fuel-sipping, and affordable to operate. The RV-12 makes flying accessible — $40-60/hour all-in operating cost means more hours in the air. The Van's community provides fly-in culture.
• Surveying (4): Low wing limits downward visibility, but the 573 nm range on 20 gallons and stable handling provide reasonable capability for light survey work.

• Standard E-LSA build: Dynon SkyView or Garmin G3X Touch (experimental version). Most RV-12 builders install glass panels. $8,000-$15,000 for panel.
• S-LSA factory options:
  • Base VFR: Dual Garmin G3X Touch screens, GTR 20 comm, GTX 345 ADS-B transponder. ~$189,500.
  • Platinum IFR: GTN 650Xi navigator, GFC 500 autopilot, dual G3X screens. ~$232,500.
• The RV-12 demonstrates that modern LSA can have avionics rivaling certified aircraft. A well-equipped RV-12 has better panel capability than most 20-year-old certified four-seaters.

E-LSA aircraft can be modified by the builder; S-LSA modifications are restricted.

• Rotax 912iS upgrade: Retrofitting carbureted 912ULS to fuel-injected 912iS. Approximately $8,000-$12,000 for engine swap.
• Autopilot: Garmin GFC 500 or Dynon autopilot. Available on S-LSA Platinum and E-LSA builds.
• Extended-range fuel: Some builders have explored auxiliary fuel tanks, though this requires careful weight management given the 1,320-lb gross weight limit.
• Wheel fairings: Speed fairings add 3-5 knots. Standard on many builds.

• Condition inspection (E-LSA) / Annual inspection (S-LSA): $800-$1,200/year.
• Rotax 912 overhaul: $12,500 at 2,000-hour TBO. Significantly cheaper than Lycoming overhaul.
• Rotax gearbox service: $500-$1,000 at intervals specified by Rotax.
• Parts availability: Excellent. Van's supports all RV-12 variants. Rotax has a strong US distribution network through Lockwood Aviation and authorized service centers.
• Mechanic familiarity: Common for the airframe (same as other RVs). Rotax engine requires Rotax-trained mechanics — widely available at LSA-oriented shops but not at every A&P.
• Annual all-in cost: $5,000-$10,000 at 100 hours/year. Among the lowest in GA.
• Operating cost: $40-$65/hour all-in. Auto fuel drops fuel cost to $20-25/hour. This makes the RV-12 one of the most affordable aircraft to operate in the US.

• RV-12 E-LSA (912ULS, kit-built): $85,000-$140,000. Build quality varies. Carbureted engine is slightly less desirable.
• RV-12iS E-LSA (912iS, kit-built): $100,000-$170,000. Fuel-injected; higher demand.
• RV-12iS S-LSA (factory-built): $160,000-$235,000. Factory quality; S-LSA certification for flight school use commands premium.
• New S-LSA: $189,500-$232,500 from Van's.

Per valuation-methodology: For E-LSA, build quality is the primary value driver as with all homebuilts. For S-LSA, factory consistency means avionics configuration and total time are the main factors. The Rotax 912 overhaul cost ($12,500) is half that of a Lycoming, making engine time less impactful on value. S-LSA certification premium exists because it enables commercial flight training use.

S-LSA models are subject to manufacturer Safety Directives (not FAA ADs). E-LSA models follow Van's Service Bulletins.

Common Problems:

• Rotax maintenance learning curve: Mechanics unfamiliar with Rotax engines (gearbox, carburetor floats, coolant system) may make errors. Use Rotax-certified service centers for major maintenance.
• Fuel tank capacity: 20 gallons limits range and mission flexibility. No standard option for larger tanks.
• Weight sensitivity: At 1,320 lbs gross with 565 lbs useful load, two 200-lb adults with fuel leaves minimal baggage allowance. The RV-12 is weight-sensitive with larger occupants.
• Rotax 912 gearbox: The Rotax gearbox requires periodic inspection and clutch replacement. Not expensive but must be done by trained mechanics.
• Canopy seal: Similar to other RVs — seal degradation and leaks over time.

Per insurance-underwriting:

• Hull + liability: $800-$1,500/year for typical hull values ($80K-$150K).
• Liability only: $300-$500/year.
• LSA/sport pilot rates: Generally lower than experimental amateur-built rates due to lower speeds and hull values.
• Flight school coverage: S-LSA used for training requires commercial use policy with higher limits — $2,000-$3,500/year.