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recommended speed, or the trim speed is within 10 miles per hour (mph) of the stall speed, an alternate method for increasing the trim speed is needed. For this situation, the twist must be reduced symmetrically to increase the angle of attack on the tips so they provide more lift and lower the nose for proper trim. 

This can be done by pulling back more on the crosstube tensioning cables which reduces the twist in the wing. However, this procedure reduces the stability of the wing and decreases the handling ability of the wing because it is stiffer. This is a common adjustment for hang gliding wings for inflight trim, however this adjustment should only be made on WSC wings as specified in the POH for a specific wing. 

Raising and lowering the reflex lines affects airfoil reflex and also changes the trim speed of the wing. Lower reflex lines speed the wing up and make it less stable, raising the reflex lines slows the wing and make it more stable. Some manufactures have this as an adjustable setting which can be varied during flight, other manufactures have this adjustment where it can be made on the ground. Other manufactures do not recommend this adjustment because it can lower the certified stability of the wing. 

##  Prefl ight Inspection 

Each aircraft must have a routine preflight inspection before flight. Use a written checklist during preflight and ground operations to maintain an established procedure. [Figure 5-40] A written checklist is required so nothing is forgotten. Ground checklists include preflight preparation, prefl ight inspection, occupant preflight brief, flight deck management, startup, taxi, before takeoff, and aircraft shutdown. Be smart and follow the regulations—use a written checklist. All checklists should be secured so they do not fly out of the flight deck in fl ight and 

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hit the propeller. Securing with zippered pockets and having lanyards for the checklists is recommended. Manufacturers of Special Light-Sport Aircraft (S-LSA) have checklists that come with the aircraft. Pilots with an experimental aircraft may need to develop their own. 

##  Certifi cates and Documents 

The first step of preflight inspection is to ensure the aircraft is legally airworthy which is determined in part, by the following certificates and documents: 

• A irworthiness certifi cate 

• R egistration certifi cate 

• O perating limitations, which may be in the form of an FAA-approved AFM/POH, placards, instrument markings, or any combination thereof 

• W eight and balance 

 ARROW is the acronym commonly used to remember these items. The PIC is responsible for making sure the proper documentation is on board the aircraft when operated. [Figure 5-41] 

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Aircraft logbooks are not required to be on board when it is operated. However, inspect the aircraft logbooks prior to flight to confirm the WSC aircraft has had all required inspections. The owner/operator must keep maintenance records for the airframe and powerplant. At a minimum, there must be an annual condition inspection within the preceding 12 calendar months. In addition, the WSC aircraft may also need a 100-hour inspection in accordance with 14 CFR part 91 if it is used for hire (e.g., for training operations). [Figure 5-42] If a transponder system is used, the transponder must be inspected within each preceding 24 calendar months. 

