Certification of iStart began January of 2015. It was a lengthy process and much maligned for its cumbersome requirements but the end result is an exhaustively inspected, reviewed and tested product that you can be confident is not only reliable but a safe addition to your aircraft.
On May 10, 2016 IStart recieved STC #SA09857AC. We are very excited that the approval process has been accomplished. Now we are in the process of adding multiple aircraft to the Approved Model List (AML).
Pricing for the iStart System is $999
The iStart kit is complete except for the two additional fuel lines and the mounting hardware. We estimate installation time to be 6-8 hrs depending on the accessibility of your switches and circuit breakers
iStart has been on Experimental aircraft since 2009 with terrific results. We have made a number of changes since then, some minute, some quite large but all have been done with the idea of Certification and FAA approval in mind. Now that Certification has been received, there is only one iStart System regardless of which aircraft it's installed on. All of the record keeping, traceability of components and manufacturing processes are FAA approved. You can be assured that an iStart system for your experimental aircraft is safe and reliable.
If you're anything like the rest of us, you have come across fuel injected engines that you just couldn't start easily. Eventually you get it going but the insult to your ego and your starter is almost too much to bear.
Having spent many years in the starter business, we've looked at literally hundreds of burnt starters who's only crime was to be installed on a fuel injected engine.
It was apparent that if we could make starting injected engines as easy as starting those with a carburetor, we would perform a great service for the General Aviation community.
IStart was born.
Solving what seems like a simple problem actually involves understanding and testing for many variables. Is it a four or six cylinder? What's the temperature of the engine? How fast is it turning while cranking? How fast is it turning while idling? Is there vapor in the servo and injector lines? How much fuel to prime? How much fuel right after it fires? How much fuel after it's running? Tickle the boost pump?
Typically all these variables need to be assessed by the pilot as he tries to start that hot engine. The pilot that flies every day becomes attuned in to his engine and handles the different situations reasonably well. The rest of us...?
IStart has been on flying aircraft since 2009 and what we've learned after hundreds of starts is that the pilots love the system. The most common response we get when talking to one who's had it on his engine is "I love it. I don't think I remember how to start without it."