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equipment in a place that might experience extreme temperatures. The POH or owner manual provided by the chute manufacturer will specify limits for tempera- ture and storage. 

Every line on the powered parachute wing is precisely measured and fitted to a specific location. Therefore, it is imperative to inspect the wing during preflight, in addition to having the wing and its lines inspected periodically by qualified technicians. The technician will conduct strength tests as well as look for wear and compromised attachment points; refer to your wing manufacturer’s specifications for inspection parameters. Under no circumstances should powered parachute suspension lines be spliced or tied if sev - ered! Each line’s length and strength is specifically calibrated. If you tie a knot in the line you will change the specifically-engineered flight characteristics of the wing, rendering it unairworthy. 

## Risers 

Also known as “V lines,” the risers are the intermedi- ate link between the suspension lines and the airframe or the attachment point of the wing to the airframe. 

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The risers are generally constructed of webbing, which takes on the appearance of two straps that in- corporate a main cable and a safety cable as one unit. [Figure 3-13] Some of the older designs of wings may have braided wire cables serving as their risers. The risers are connected to the suspension lines and to the aircraft with various connections such as with D-rings and eyebolts. 

During flight, as discussed in Chapter 2, propeller- driven aircraft are affected by the rotation of engine components and the propeller. This is commonly referred to as the “left turning tendency,” which in - cludes torque and sometimes P factor. There are sev eral design features that have been incorporated into airplanes to counteract the left turning tendency from a clockwise turning propeller. Powered parachute de - signers can counteract the turning effect by chang- ing the length of the riser cables on one side of the airframe. By decreasing the length of the right riser cable, the wing is given a slight right turn, just enough to cancel the effects of torque at cruise thrust settings. This design feature of the powered parachute wing risers makes it imperative not to mistakenly attach the different length riser cables on the wrong side of the airframe. Remember: the left main and the left safety cables, from the pilot’s seat, are longer than the right main and the right safety cables. Mixing the right and the left cables will result in a pronounced left turn; especially during takeoff when the engine is at full throttle, which could jeopardize the safety of all con- cerned. 

Engine installations with a counterclockwise rotating propeller require opposite adjustments. It is important to know which direction the propeller turns for your PPC to accurately counter turning tendencies. 

Alternately, the wing could have the same length ris - ers, and the cart could have a higher attachment point for the left riser. This is why each wing is designed for each cart and should not be interchanged: the wing and the cart is a complete system. 

## The Fuel Tank 

The powered parachute is usually equipped with fuel tanks ranging in capacity from 5 to 20 gallons. As with any aircraft, knowing how much fuel your fuel tank holds is crucial to flight operations. The light- sport aircraft powered parachute has no limitations as to the size of the fuel tank, unlike its ultralight vehicle predecessor. Most PPC powerplants require auto fuel mid-grade or higher to be burned (see the powerplant 

