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.  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  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.  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] 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: 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  Prefl ight Inspection Figure 5-41. Registration and airworthiness certificates are required  to be in plain view. Figure 5-40. Laminated index cards are handy for checklists, and  sized to fit into the flight suit zippered pocket. 5-15 •  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