Lay out the half of the wing you just worked on. If that  side looks good, it means you can do the same thing  to the other side of the chute. The same sequence of  checking for twist direction, gathering the lines and  then twisting the wing edge in the opposite direction  of the twisted lines is completed on the second set of  lines. It stands to reason that the twist will be in the  opposite direction than the twist on the other set of  lines you just cleared.  There is a possibility that the side you are working  on still doesn’t look right when you re-check it. If the  lines still look twisted, then you probably flipped the  wing the wrong way. The good news is that there are  only the two types of line twists, clockwise and coun- terclockwise—with a little practice you will be able  to recognize the twist well before you start handling  the wing. The line-over is one of the most dangerous things that  can happen to the powered parachute wing. A line- over is exactly what it sounds like. Instead of the wing  line going straight from the wing to the riser system, it  takes a trip over the top of the wing first. This means  that when the wing inflates, the suspension line that is  over the top of the wing will pinch the wing together  and prevent the proper inflation of the wing to pro- duce the airfoil necessary to achieve flight. If a line is  over the top surface of the wing, the pilot risks serious  injury or death if takeoff is attempted. To recognize  a line-over before you take off, look for a line that is  twisted with other lines on one or both sides of the  wing. If you see that, your next step should be to in- spect the leading edge and top of the wing closely. If  you see a line wrapped over the top, you have found  your problem. Sometimes using the “stacked” method of laying out  the wing during the final wing staging before flight  versus the “inverted” method can inadvertently pro- duce a line-over on the top side of the wing as it in- flates. Also, “stuffing” the wing into the wing bag  versus methodically folding the wing for storage can  cause a line to become wrapped around the top of the  wing mistakenly. [Figure 5-21] To correct a line-over, pull the fabric of the wing  through the loop made by the line-over. To know  which side to pull the noncompliant suspension line  to, trace the line to its home line group (left or right  riser) before you start pulling things around. Some- times the side will be easy to determine because the  line-over is either close to the left or right edge of the  After the powered parachute has touched down,  re- lease the flare on the wing ; this is done to prevent the  aircraft from becoming airborne again. Not releasing  the flare on landing is a critical and common mistake  made by both new and seasoned PPC pilots. With the  throttle at idle, the powered parachute begins to slow  down to the point where the stream of air is not suf- ficient to maintain the wing’s pressurization. At this  time, the engine must be shut down immediately; the  consequences of not turning off the magnetos dur- ing the after-landing roll are detrimental to the well- being of the wing because the propeller will most  likely chop the PPC lines. A turning propeller and the  It is imperative to evaluate the field in which you in- tend to land, particularly because of the unique nature  of the powered parachute wing, and what happens to  it prior to landing. If the field is being used by other  aircraft, taxi the powered parachute off the “active”  area or runway surface while the wing remains kited.  Ground taxiing with the wing kited takes a little prac- tice, but the flight instructor will make sure the stu- dent pilot has adequately mastered this skill prior to  takeoff instruction.  Wing inflation and kiting procedures are critical to a  successful takeoff. Refer to Chapter 7 for informa- tion on how to lay out the wing, wing inflation, and  kiting. wing. When it is not, tracing it is the best way to save  time and to determine the correct way to pull the wing  fabric. Preparing for Takeoff After Landing Line-Overs 5-16 Figure 5-21. A simulated line-over.