Has anyone seen the LX7 conversion that RDD is performing to the Lancair IV-P? They are planning a turboprop option as well. Running a -28 and cruising around 300ktas. Also plan for a -42 conversion.

http://www.lx7aircraft.com/

What change are they doing with the Lancair 4P?

All new wing and tail (180 gal usable fuel and increased useful load), improved stall speed(62 KIAS) and handling characteristics. Stronger wing (single piece with dual redundant spars), new interior (slightly more room in hip and head room), new paint, new panel (G3X), electric A/C, new engine (either a rebuilt TSIO-550-E 350HP Turbocharged Engine or turboprop option), and BRS chute.

They've been talking with insurance companies and are getting feedback that says they could get insurance comparable to the Cirrus.

I looked it over at the factory. It's an exciting prospect, could really transform the airplane. But every plane looks great on paper. I'll reserve judgement until I read some flight reports.

I sat in the mock up at sun n fun. I didn't think it was any bigger then the IV. They are still using the same fuselage, how are they getting more hip room? Headroom, maybe with seats but it's negligible.

Are people really going to line up to spend $600k on a $250k airplane? That's for the piston version. Pt6? $$$$$. 850k gets you a jet prop conversion that has resale potential. (Not a new conversion)

And that's awfully close to the price for an Evolution (piston & PT6 versions, respectively) which is a lot more airplane, beneficiary of 20+ years of experience (and lots of computers) after the IV. An Evolution would also be all-new parts, none carried over from the well-used donor IV of an LX7. The LX7 is smaller, but also therefore faster than an Evolution with the same power. I don't know if that is a worthwhile tradeoff for enough people.

I sat in the mock up at sun n fun. I didn't think it was any bigger then the IV. They are still using the same fuselage, how are they getting more hip room? Headroom, maybe with seats but it's negligible.

There are a decent amount of IV-P's out there for under $200k. The conversion is $550k.

For the turboprop the conversion is $540k plus the engine (~$185k). So for ~$950k you could have a 300 ktas airplane with a true 1,400nm range with reserves, OR for $750-800k you'd have a 250-260ktas plane with ~2,000nm range. An Evo is at least $1.4+m and the -135A version will only fly 285ktas and 1,000nm range. Don't get me wrong, I LOVE my Evo. I just think the converted IV-P will be a sweet machine!

The Jet Prop is a nice plane, but in essence is still only a 4 seat bird. Limited range, 40ktas slower, no chute, weaker airframe, still a conversion (which people used to tell me that a converted plane would never sell too...). I don't want to totally pick the plane apart because I do like it. The point I'm getting at is that I've had a lot of people tell me that these planes won't sell, but the more I'm in this world of aviation I'm starting to think that it's just talk.

Also I'm not sure what all old parts will be left with the converted plane. The entire firewall forward will be brand new. The fuel system is all brand new. Avionics, autopilot and servos all brand new. What all is left of old parts?

Not fully understanding this comment. The only thing that is kept of the original IV-P is the top of the fuselage. The wing, nose and tail are all brand new, redesigned with the latest technology's in airflow and computer models.

I like my IV-P and already have a 1000mile range. And that's at 250kts. So 4 hours plus reserves. Long enough for me to sit in one place. If I wanted more range I could get another 18 gallons in the wings and 20 in the baggage. So another 600 miles. Not going to cost that much if I wanted to add it. Avionics and interior about another 65k. TKS about 45k. So all in about 120AMU. No chute though. But it's only page one. Let's not start that discussion yet. Besides it ads about 85# I think. So 120AMUs vs 550AMUs and if I want, mine will still cruise about 275KTS high speed at altitude. RDD is a great company. Great work. But is there really a market for this conversion?
Maybe it they bought up old Lancairs and sold it turn key to someone. But I doubt many existing owners would do it. We are all tightwads.

Among existing owners, of course not. You've already come to terms with the risk, why would you pay to reduce it? The pool is potential owners, people who find the performance of the IV appealing but have hitherto ruled it out because of the accident record. The big unknown is how big a pool that is.

Yes, Dave is spot on. It comes down to safety. People that already own and fly IV-P's are familiar with the plane and how to fly it, but because of it's dodgy safety record it's very hard to sell and have any value out of it. The RDD conversion will add a lot in regards to safety as well as resale value and overall perception of the airplane. I don't know if/where you get insurance for your IV-P, but I know most people cannot get insurance because of it's problems. The RDD conversion changes all of that. In fact, they are getting rate quotes comparable to a Cirrus.

Insurance is a pain. No problem finding it. But not cheap. Full coverage for me is about $9000. That's about the lowest I know of. 13-14k is common. I have about 8000tt. So I just do liability. Around $3000.

Gerry is right, the market is absolutely not current IV-P owners, in fact, I'd say it does affect your resale potential heavily though, it can only help at this point