# Aerolite 103 (Kawasaki 340 swap) — Normal and Emergency Procedures

> **NOT FOR FLIGHT** — source fidelity: not_applicable | operational review: none | completeness: partial | 1 unresolved safety defect(s)

A worked example of the case this corpus exists for: the same airframe as the baseline file, with a different engine, and a checklist that had to change because of it. Forked from aerolite-103-hirth-f33 and edited where the twin-cylinder Kawasaki installation forced a different procedure. AUTHORED, NOT TRANSCRIBED, and NOT AIRWORTHY: every number is a placeholder and no item has been checked against an aircraft. It is here to demonstrate lineage, not to be flown.

> **safety_defect**: No item has been checked against an aircraft or against the engine manufacturer's manual. Control and switch names may not match any real installation. Do not fly behind this file.
> **content_gap**: All RPM, temperature and electrical figures are placeholders, not limitations. Carburettor synchronisation and warm-up procedure must come from the Kawasaki manual for this engine.
> **content_gap**: Inherits the parent's gaps: no taxi, takeoff, cruise, descent or landing sections, and only one emergency procedure.

## Part 103 Operating Limitations

> **NOTE:** This aircraft is operated as an ultralight vehicle under 14 CFR Part 103. It has no airworthiness certificate and no N-number, and the pilot needs no certificate or medical.
- [ ] Single occupant only
- [ ] Day, visual conditions only
- [ ] Not over congested areas or open-air assemblies of people
- [ ] Not in Class A, B, C or D airspace without prior ATC authorization
> **CAUTION:** Part 103 imposes no maintenance or inspection requirement. Nobody else is checking this aircraft. The preflight is the entire inspection programme.
> **CAUTION:** Weight check after the engine swap: the twin and the added battery are heavier than the single they replaced. Confirm the aircraft still meets the Part 103 empty weight limit, because exceeding it makes this an unregistered aircraft rather than an ultralight vehicle.

## Preflight Inspection

**Cockpit**
    - [ ] Master switch — **OFF**
    - [ ] Ignition switches — **OFF**
    - [ ] Fuel shutoff valve — **OFF**
    - [ ] Restraint harness — **CONDITION CHECKED**
    - [ ] Control stick and pedals — **FREE, FULL TRAVEL, CORRECT SENSE**
**Airframe**
    - [ ] Wing struts, lift struts and attach bolts — **SECURE, SAFETIED, NO CRACKS**
    - [ ] Sail and fabric — **NO TEARS, SEAMS INTACT, LACING SECURE**
    - [ ] Control cables, pulleys and clevis pins — **CONDITION, SAFETY PINS PRESENT**
    - [ ] Tail surfaces and hinges — **SECURE, FREE MOVEMENT**
    - [ ] Landing gear, tires and bungees — **CONDITION, INFLATION**
**Engine and propeller**
> **WARNING:** Treat the propeller as live at all times. A two-stroke can fire on a single blade movement with the ignition off if a switch or ground lead has failed. Keep the propeller arc clear and never stand in it.
    - [ ] Propeller blades and bolts — **NO NICKS OR CRACKS, TORQUE MARKS ALIGNED**
    - [ ] Engine mount and rubber isolators — **SECURE, NO CRACKS**
    - [ ] Exhaust system and springs — **SECURE, NOT CRACKED**
    - [ ] Both carburettors — **LINKAGE FREE AND EVEN, SYNCHRONISATION MARKS ALIGNED**
      <sub>New with the twin. An out-of-sync pair makes one cylinder work harder than the other, which on a two-stroke is a path to a holed piston. Not applicable to the single-cylinder baseline aircraft.</sub>
    - [ ] Fuel lines and primer bulb — **NO CHAFING, NO WEEPING**
    - [ ] Fuel quantity and mix — **CHECKED, CORRECT OIL RATIO**
      <sub>Confirm the premix ratio against the Kawasaki manual for this engine and oil. It is not necessarily the same ratio the previous engine used, and running a two-stroke on straight fuel will seize it.</sub>
    - [ ] Fuel sample — **CLEAR, NO WATER**
**Electrical (added with the swap)**
    - [ ] Battery terminals and mount — **SECURE, NO CORROSION**
> **CAUTION:** There is no alternator. The battery starts the engine and is not recharged in flight. A battery that turned the engine over slowly today will not start it at a away-field, and nothing in Part 103 requires anyone to notice that before you go.

## Engine Start (Kawasaki 340, electric)

- [ ] Area behind aircraft — **CLEAR**
- [ ] Wheels — **CHOCKED OR BRAKES HELD**
- [ ] Fuel shutoff valve — **ON**
- [ ] Primer bulb — **FIRM**
- [ ] Throttle — **CLOSED**
- [ ] Choke, both carburettors — **ON TOGETHER AS REQUIRED FOR TEMPERATURE**
  <sub>Both must come on and off together. Choking one side only runs that cylinder rich and the other lean.</sub>
- [ ] Master switch — **ON**
- [ ] Call "CLEAR PROP"
- [ ] Ignition switches — **BOTH ON**
- [ ] Starter — **ENGAGE IN SHORT BURSTS**
- [ ] Choke — **OFF PROGRESSIVELY AS ENGINE PICKS UP**
- [ ] Warm up — **PER ENGINE MANUAL BEFORE ADVANCING THROTTLE**
  <sub>The twin takes longer to reach even temperature across both cylinders than the single did. A cold run-up is the classic path to a seizure.</sub>
- [ ] Both cylinder head temperatures — **RISING AND ROUGHLY EQUAL**
  <sub>A persistent split between cylinders points at a carburettor sync or air leak problem. Nothing on the baseline single-cylinder aircraft corresponds to this check.</sub>

## Before Takeoff

- [ ] Harness — **TIGHT AND LOCKED**
- [ ] Controls — **FREE AND CORRECT**
- [ ] Ignition check — **EACH CIRCUIT, DROP WITHIN LIMITS**
- [ ] Full throttle static RPM — **PER ENGINE MANUAL FOR THIS PROPELLER PITCH**
  <sub>Different from the baseline aircraft: both the engine and the propeller pitch changed. Establish the correct figure for this combination and placard it.</sub>
- [ ] Both cylinder head temperatures — **IN RANGE**
- [ ] Windsock and traffic — **CHECKED**
- [ ] Engine failure plan — **BRIEFED**
  <sub>Decide before takeoff where the aircraft goes if the engine stops at 50 feet, at 200 feet, and at circuit height.</sub>
> **CAUTION:** A two-stroke should be treated as an engine that will stop without warning. The twin is smoother than the single it replaced, which makes it easier to trust and no more likely to keep running. Do not depart over terrain that offers no landing option.

## Engine Failure After Takeoff (EMERGENCY)

*Engine stops or loses power after leaving the ground with insufficient height to return*

> **WARNING:** Do not attempt to turn back to the runway. At this aircraft's altitude, speed and glide performance a turn back will stall it.
- [ ] Nose `MEMORY` — **LOWER IMMEDIATELY TO GLIDE ATTITUDE**
- [ ] Landing area `MEMORY` — **STRAIGHT AHEAD, WITHIN 30 DEGREES**
- [ ] Fuel shutoff valve `MEMORY` — **OFF**
- [ ] Ignition switches `MEMORY` — **OFF**
- [ ] Master switch `MEMORY` — **OFF**
  <sub>Added with the electrical system. The baseline aircraft has no master switch to turn off.</sub>
- [ ] Harness — **TIGHT**
- [ ] Flare and land, accepting damage to the aircraft to protect the occupant

## Shutdown and Securing

- [ ] Throttle — **IDLE**
- [ ] Ignition switches — **OFF**
- [ ] Ignition switches — **CONFIRM ENGINE STOPS WITH SWITCHES OFF**
  <sub>If the engine continues to run with both switches off, the ignition ground has failed. Stop the engine with the fuel valve and do not fly again until the fault is found.</sub>
- [ ] Fuel shutoff valve — **OFF**
- [ ] Master switch — **OFF**
  <sub>Added with the electrical system. Leaving it on flattens a battery that nothing recharges in flight.</sub>
- [ ] Chock, tie down or hangar the aircraft

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NOT FOR FLIGHT — source fidelity: not_applicable | operational review: none | completeness: partial | 1 unresolved safety defect(s)  
Source: authored — no source document  
Rights: original_expression CC-BY-4.0  
Checklist hash: 2758e8ae0d512d361333e011725ec8bf1f9f325545e37b884ac47b8fc7e53019  
Verify against the aircraft's own approved documentation before use.