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  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 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  Line Tangles, Twists, and Line-Overs Figure 5-17. Check the suspension lines for tangles, knots,  and wear. Figure 5-16. The pilot will physically pull the steering  lines out and away from the bundle of suspension lines to  ensure they are tangle free. 5-14