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pressure knot can cause the powered parachute to go into a steep turn. Make sure there is nothing around to catch into your line sets. The more organized the sus- pension lines are laid out during this preflight check, the more likely that the wing will kite evenly and without mishap. It may take a great deal of space to get all the cells open during the inflation of the wing. Aborting the takeoff to re-kite the wing is always an option, but it is not desirable. Preflight the wing cor- rectly the first time. 

If you put your wing away correctly and took it out as described, it should not have any twists in it. How- ever, you still need to check. Start where the risers at- tach to the cart. Make sure they are not twisted around anything and trace each one back to the point where the wing risers are attached to the cart. 

Check the steering lines on both sides of the cart; make sure the anchor point knots are secure and the lines flow freely through all guides and pulleys. Make sure the links on both sides of the aircraft are secure; it is recommended that the links are finger tight plus one-quarter turn. Continue by checking that the riser cables are not twisted or damaged and they are free from tangles. At this time pull slack from the steering lines so the steering bars are fully retracted. Physi- cally separating the steering lines from the suspension lines, pulling them out and away to the outer edge of the wingtips, enables you to visually see the steering lines are free from being tangled with the rest of the lines. [Figure 5-16] 

Continue to check the suspension lines for tangles, knots and wear and the attachment points for security and lack of fraying. [Figure 5-17] The A lines should be visually and physically separated from the B lines at the point where the lines are connected to the ris- ers. Most newer wing lines are color-coded to make this process visually easier; the older wing styles will still be separated and configured the same way as the newer wings, however all the lines will be the same color. The A lines will travel toward the leading edge of the wing and subdivide into the C lines. The B lines will travel toward the trailing edge of the wing and subdivide into the D lines. Make sure that the lines are all separated and not tangled. The A/C lines will be on top of the B/D lines when the lines are returned to the ground after the preflight of each section. Make sure there is no debris around to catch in the line sets during wing inflation; when the length of the line is altered it changes how the line holds the wing. The length of the lines are clearly defined by the manufac- turers and should not be changed. The more organized 

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the suspension lines are laid out during this preflight check, the more likely that the wing will kite evenly and without mishap; a lot of runway can be used up trying to get all the cells open during inflation of the wing. Aborting the takeoff to re-kite the wing is al- ways an option, but it is not desirable. Preflight the wing correctly the first time; taking your time will pay off in the end. 

## Line Tangles, Twists, and Line-Overs 

Line tangles and twists can be frustrating if you do not understand how to solve them. The good news is that wing line problems are simple to understand, few in type, and easy to solve. They break down into line twists and line-overs. A definite advantage for the pilot is that both ends of the suspension lines are at- tached to either the risers or the wing. That means there are no loose ends to get twisted in and around each other. Any loops in the lines readily pull out if shaken a little; gently shaking all of the lines loose is 

