PHI CONCERTO User manual

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Manual Version 1.02 vom 27.09.2022

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Congratulations!
Thank you for choosing a PHI CONCERTO!
The CONCERTO represents the continuation of a long tradition of safe and performant wings. It sets standards in terms of
performance and safety. The limited aspect ratio is easy to fly and with low line drag is offering extraordinary performance and
safe flights.
For questions or suggestions, please contact us at [e-mail].
More information about this and our other products can be found at phi-air.com.
In order to be able to use all service and warranty services, you must register your paraglider on our homepage under SERVICE /
REGISTRATION.
PHI
The PHI brand stands for experience, competence and passion. The PHI team consists of experts and enthusiasts with a lot of
experience. First-class technical professionalism is the base to further push the limits.
The PHI CONCERTO
The PHI CONCERTO is a two-seater paraglider with EN A classification. This classification characterises the PHI CONCERTO as
uniquely easy to use and safe in flight. Despite this very high level of safety, this wing impresses with its very high performance
and playful handling.
Technical description
The CONCERTO has 50 cells across the entire wingspan, five of which are closed cells on the wingtip. These form a very
dimensionally stable and homogeneous wing. The profiles used combine high performance with very forgiving flight
characteristics. In addition, techniques were used to make the brake pressure low and the handling smooth.
4 line levels on the sail lead to 4 risers on each side. The outermost A lines connect to a separate riser. To make it easier to pull Big
ears, the CONCERTO has an aid on the riser to keep the Big ears applied. The line layout is extremely reduced, which increases
ease of use and reduces line resistance.
For better differentiation, all A lines are red.
The B lines are green.
The stabilo line on the B-riser is red (or orange).
The C main lines are blue.
All brake lines are yellow.
There is a trimmer on the C riser.
Safety
The CONCERTO is characterised by extremely long brake travel before the wing will stall, as well as a high level of self-damping
around all axes. Stability in turbulent air is very high. If the screen collapses in any way, the response is typically not very dynamic
for an A-class glider.
The manoeuvre ratings A for the EN / LTF tests confirm the large amount of passive safety on this glider.
Handling
Although the maximum brake range is very long, the amount needed for turning is short and direct, the brake pressure is low with
good progression and has excellent feedback. The CONCERTO can be turned very sensitively and with comparatively small control
inputs in thermals.

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Performance
Due to the very clean wing and the reduction in drag (small line consumption for a tandem), the CONCERTO achieves a very good
glide.
Target group
The CONCERTO is aimed at tandem pilots who expect the very highest level of EN A safety paired with handling that is fun and a
level of performance that leaves nothing to be desired.
Pilot requirements
A two-seater/tandem paraglider with the safety classification EN A does not place particularly high demands on the pilot.
Nevertheless, independant pilot action is indispensable. Especially if you are also responsible for the health of a passenger, a high
degree of caution and care is required!
Every pilot must be able to judge whether he is actually up to the particular flight conditions with his skills and equipment. Even
with equipment with maximum passive safety, misjudgements can have devastating consequences!
It is solely up to the pilot to avoid such misjudgments by continuing to educate himself in theory and practice and making his
decisions carefully and according to his skills.
It is also up to the pilot to use suitable protective equipment for himself and his passenger and to ensure that his equipment is
always functional.
Anyone who is aware of these principles can practice paragliding safely and enjoyably.
Before the first flight
First flight
Each PHI paraglider must be flown in and inspected by a PHI dealer prior to being handed out to the customer. This first flight
must be entered together with the date and pilot on the type table sheet of the paraglider (in the intake of the middle cell).
Registration
In order to be able to use all service and guarantee services, you must register your paraglider on the PHI homepage under
SERVICE / REGISTRATION.
Scope of delivery
The PHI CONCERTO comes with an inner pack sack, packing tape and repair kit.
Modifications to the paraglider
The specifications on delivery match those the wing has been certified with. Any unauthorised modification (such as changing the
length of the lines, changing the riser) will most likely result in a loss of certification!
Only the main brake line can be adjusted to a small extent:
On the main brake line is a mark where the brake handle is knotted. This setting can be slightly adapted to have sufficient braking
distance available in extreme flight situations and when landing, and on the other hand not to constantly pull the brakes,
especially in accelerated flight!
It is recommended that you take advantage of expert assistance to avoid the wrong setting or wrong knotting technique. A wrong
knot can slip, also too short brake lines can significantly affect the flight behaviour, resulting in the loss of certification.
Suitable harness
All approved, certified harnesses for pilot and passenger are suitable for the CONCERTO.

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Suitable spreader system for Tandem
The CONCERTO can be flown with both hard and so spreaders. Both types of spreaders must be certified.
Attention!
Before the start, it is essential to check the length of the spreader used! The brake handles must never be out of the pilot's
reach, even when the trimmers are open!
Legal weight range
The CONCERTO is only approved for use within a certain weight range. This means the total weight, consisting of pilot and
passenger, paraglider and harnesses (and other equipment like spreaders for example).
If the CONCERTO is flown in the lower half of the permitted weight range, reduced agility and more dampened flight
characteristics are to be expected. In strong turbulence, the lower stability of the canopy is noticeable.
If you fly the CONCERTO in the upper half of the weight range, the dynamics and stability of the wing increase. The trim speed also
increases slightly. The self-damping of the glider will decrease slightly.
Flying the CONCERTO
It is recommended to do the first flights with a new glider in calm conditions to get used to the flight behaviour. Also, a few
launches on the training hill or ground handling are recommended to get a feel for the wing and its reactions.
Start
The pilot must make sure that all equipment is in good condition before take-off. In particular, the wing, the harness and the
rescue system. The type table must be checked. It is important to make sure that you are in the legal weight range.
Necessary start checks:
1. Strapped in (leg straps and chest strap on the harness closed, chin strap on the helmet closed)
2. Hooked in correctly (risers not twisted, hooked in carabiner, accelerator connected correctly, carabiners locked)
3. Lines (A-line above, all lines sorted, brake line runs freely to the brake pulley)
4. Canopy (canopy is prepared in a bow with open leading edges)
5. Wind and airspace (wind direction from the front, airspace free)
The pilot performs the control look up and makes sure that the wing is completely open above him, with no knots in the lines.
The final decision to start has to be made only in the case there are no faults.
Otherwise, the start should be stopped immediately for security reasons!
The CONCERTO is characterised by a very simple forward as well as reverse start behaviour. The glider rises constantly without
strong forward shooting. Overall, the starting behaviour is very simple and forgiving and requires no further knowledge than the
standard forward and reverse launch techniques taught in the flight school.
Generally it is advisable to practice regularly on the training hill or by ground handling in the wind.
Straight Flight
The CONCERTO has the best glide performance at trim speed (with fully released brakes). In calm air, the glider is reaching the
greatest distance at a given altitude.
In headwinds or sinking air masses you fly at maximum glide when you release the trimmers on the riser. In turbulent air you
should consider the more dynamic reactions on a collapse in accelerated flight and therefore choose a greater safety altitude over
the ground.
Attention!
Never release trimmers with too little safety altitude over the ground!
The safety height allows the glider to open by itself aer a large collapse, or the pilot to actively recover the wing. There should
also be enough reserve of altitude to use the rescue system, in the case of unsolvable problems.

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In strong turbulence, a light brake input on both sides is recommended to increase stability and to get that feedback on the brakes
necessary for active flying.
Active flying is the constant control and correction of the angle of attack and airspeed in turbulent air.
With a perfected active flying style you can prevent most collapses. Part of the necessary reactions can also be learned and
practised during ground handling, for example by trying to stabilise the glider without looking at the wing above.
Flying turns
A turn is an interaction of inner brake, outer brake and weight shiing. The art is the right dosage. The CONCERTO is characterised
by a sensitive handling. Small brake inputs are enough to fly precise turns.
The CONCERTO loves the modern, dynamic thermal flight. It is recommended not to pull too much outer brake and to keep speed
while turning. The CONCERTO "carves" very efficiently around the turn and climbs dynamically. Tight and controlled turns, or
swing-free curve changes, require practice and should be the goal of every pilot.
Attention!
Should it happen that the wing is no longer controllable by the brake lines, e.g. the brake lines are knotted due to a faulty start
check, then the CONCERTO can be controlled to a limited extent via the C-risers. In combinations with weight shi, relatively good
directional corrections are possible. A safe landing is also possible with this technique. The C-risers should only be pulled down
slightly to avoid a stall.
Attention!
If the brake lines are pulled too far or too fast, there is a risk of a spin/stall!
A one-sided stall (negative turn) clearly announces itself: the wing starts to lose inner pressure and shape during the curve. In this
phase, the inside brake is to be released immediately!
Landing
The CONCERTO is easy to land. In the final approach against the wind flare the wing at an appropriate height. Take care that the
height at which to flare is different with a passenger suspended slightly below you. Normally about 1m above ground level, the
angle of attack should be increased by more and more braking. When the minimum speed is reached, the brakes are pulled to the
max, the wing and this technique allows a so touch down.
In strong headwinds you brake very little. Only when the pilot is safely on the ground, he stalls the wing with caution (possibly
with the rear risers).
Attention!
Landings with steep turns in the final approach are absolutely to be avoided (dangers resulting from pendulums)!
A complete stall can result in a very hard impact of the pilot even at just two metres altitude. Therefore, the brakes should be fully
pulled only just before touchdown.
Rapid descents
Attention!
All rapid descent manoeuvres should be practised in calm air and with sufficient safety height to safely use them in emergency
situations with turbulent air.
For all extreme flying manoeuvres and rapid descents:
- first practice under the guidance of a teacher as part of a safety training.
- before initiating manoeuvres, the pilot ascertains that the airspace below/around him is clear.
- during the manoeuvre, the pilot must constantly control the altitude above ground.
Big Ears
Big ears are extremely effective and easy to do with the CONCERTO. To start, grab the outer A risers (red, orange) at the top of the
shackle and pull symmetrically down. The brake handles remain in the hands (without additional wraps). As long as the outer A
risers are held down, the outer wings remain folded and the sink rate increases.

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The CONCERTO is equipped with a fixable ear blocking aid to make it easier to hold the big ears on. This can optionally be
dismantled (must be carried out by a specialist). The big ears aid consists of an additional Dyneema line on which a locking ball is
mounted and a special fitting on the B-riser. In order to fold the outer wings with the help of the big ears aid, the white Dyneema
lines must be grasped on both sides by the transparent hoses (= handles) and pulled down until the upper balls slip through the
pear-shaped fittings and are fixed by them.
The balls can be released again by pulling again and releasing.
If the ears do not fold in completely during initiation, it is advisable to repeat the initiation, pulling the A-risers more quickly
and/or grabbing the outer A-main line above the shackles. The more impulsive pull and the greater pull on the outer A-line makes
it easier to fold in the bigears.
It is recommended to additionally accelerate the glider in order to increase sink rate and forward speed. In addition, the increase
in the angle of attack, which is caused by the additional resistance of the attached ears are compensated for.
To exit the manoeuvre, it is sufficient to release the A-risers up again (release big ears on both sides), whereupon the CONCERTO
will exit the manoeuvre independently.
If the ears do not fill up completely by themselves, they can be filled by braking briefly. It is important to ensure that the brakes
are only applied briefly, or that the brakes are released again immediately aer.
Attention!
The big ears manoeuvre increases the drag on the canopy. This increases the angle of attack! In order to compensate for the
increase in the angle of attack and to avoid a stall, it is strongly recommended to use the trimmer.
When braking (pumping) to open the ears again (aer releasing the speed bar/trimmer), care must be taken not to stall the wing.

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B-Stall
The B-stall is initiated by symmetrical pulling down (about 20cm) of the B-risers. The introduction forces are relatively high, but
decrease with increasing amount of pulling. For maximum effect, it is recommended to grab the risers at the top of the shackles.
The wing immediately loses its forward speed when the B risers are pulled down and enters a stable stall. The pilot shis slightly
in front of the wing. The further the B-risers are pulled down, the larger the sink rates (up to 9m / s).
If you pull too far, the glider starts to rotate slowly around its vertical axis. In this case, the hands should be raised again until the
rotation stops. (A rotation can also be caused by asymmetric pull).
The B-stall is recovered again by quickly moving the hands upwards.
The brake is held throughout the manoeuvre (without additional wrapping around the hand). During the recovery, make sure that
the brake is fully released.
Deep Spiral
The deep spiral is the most demanding fast descent and should only be learned at high altitudes, ideally as part of a safety
training course.
The initiation can be divided into two phases:
First, you fly a turn by applying one brake and by shiing your weight to the same side, the glider will bank up and increase its
turning speed. Then the g-forces increase rapidly and the leading edge will lean towards the ground. In a fully developed deep
spiral, the leading edge is almost parallel to the ground. The maximum sink rate with the CONCERTO can get up to 25m/s and
more.
The first attempts to fly a deep spiral should be stopped clearly before reaching a fully developed deep spiral to get used to the
quick rotation and to practice the exit without pendulum swinging. The exit should be performed by simply releasing the inner
brake with a neutral weight-shi. The CONCERTO will then decrease its bank angle and go back to normal flight. To avoid a
pendulum movement, the inner brake has to be pulled in the moment the wing wants to reduce its bank rapidly.
The actual spiral movement begins with the leading edge nearly parallel to the horizon. At this moment the harness banks and the
pilot is pushed to the outside of the rotation movement. The pilot should allow this movement to avoid a stable spiral situation.
(see below). Now the sink values can be varied by inner and outer brake.
If the pilot weight shis to the outer side, the spiral movement will get slower as soon as the pilot releases the inner brake. The
rest of the exit works as explained above.
If the pilot shis his weight significantly inwards, the CONCERTO can continue to spiral when releasing both brakes. In this case
apply both sides braking or braking of the outside of the curve and of course shi of the weight to the outside.
The sink values in the spiral can be between 10m/s and 20m/s. The load on the body is over 4g and can lead to unconsciousness
depending on the physical constitution of the pilot.
So it is important that you slowly approach this manoeuvre in order to master the manoeuvre actively and confidently, and to
know the reaction of the body in this demanding situation of high g-forces.
Attention!
Actively exiting a stable deep spiral requires an unusually large amount of body force due to the high g-load!
Attention!
Due to the high performance and dynamics of the wing you have to expect that the glider rises up some altitude aer the release
of the deep spiral and hits his own vortex turbulence!
Collapses
Asymmetric collapse
When entering strong turbulence, one side of the paraglider may collapse. Specifically, this happens when on this side of the wing
is losing li by decreased or negative angle of attack. As a result the lines are getting unloaded and the wing is collapsing.
When such a collapse only affects a small part of the span and the CONCERTO will show no significant reaction. For larger
collapses with more than 50% of the span affected, the glider shows a more dynamic reaction:
Due to the increased drag of the folded wing, the CONCERTO will start to turn to the side of the collapse. At the same time, the
glider pitches forward as a result of the smaller loaded wing surface and therefore higher wing load and needed airspeed.

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The pilot can prevent the glider from pitching and turning, by applying the brake on the non collapsed side of the wing.
If a collapse occurs close to the ground it is essential to react properly. The proper reaction should be taught at high altitude,
ideally under professional guidance (safety training).
If the brake input on the open side is clearly too strong, it can lead to an asymmetric stall (see spin).
Frontal collapse
The front collapse, oen misunderstood as a "front stall", is also a consequence of turbulence. In contrast to the asymmetric side
collapse, the entire leading edge folds down.
The CONCERTO opens automatically from the frontal collapse, as well as the side collapse independently.
To speed up the reopening, we recommend a slight double-sided braking.
Stall manoeuvres
Spin
A wing rotates negatively when the airflow detaches on one wing half. The canopy turns around the vertical axis with the center of
rotation within the span. The inner wing flies backwards.
There are two causes for spinning:
- a brake line is pulled too far and too fast (for example, when introducing the spiral dive)
- one side is slowed down too much in slow flight (for example during thermal flying)
If an accidentally initiated negative turn is corrected immediately, the CONCERTO goes into normal flight without any major loss
of altitude. The brake that has been pulled too far should be released until the airflow on the inner wing attaches again.
Attention!
Aer a longer negative turn, the paraglider may shoot on one side. This can result in an impulsive collapse or a cravate.
Fullstall
The Fullstall is a complex manoeuvre whose correct technique can not be fully explained in this manual. Those who want to learn
this manoeuvre should do so under the supervision of a pilot who masters this manoeuvre perfectly - the best way during safety
training.
The available brake travel down to the stall point depends on the wing size! In turbulent air, the stall can occur much earlier or
significantly later. Who wants to use the full brake travel, must train many full stalls and get a feeling for the partially or fully
developed stall.
Parachutal stall
The parachutal stall is a flight condition without forward speed and with a significantly higher sink rate. The parachutal stall can
be initiated by the pilot by strong symmetrical braking and is effectively the precursor to a full stall.
The CONCERTO automatically exits the parachutal stall by fully releasing the brakes.
A very heavily used wing with a porous cloth and / or with an incorrect trim (for example, as a result of many winch starts or deep
spirals) can stay in a stable parachutal stall. This can happen, e.g. when the B-stall is released slowly, or aer a large frontal
collapse.
In addition, the tendency to a parachutal stall is higher with a wet glider or by flying in the rain or in very cold air.
In the case of a stable parachutal stall you should release any brake inputs and push the A-risers forward or pull them down, or -
even better - push the accelerator. Aer a slight pendulum movement, the glider returns to normal flight.
In the case of a parachutal stall close to the ground the pilot has to decide whether the altitude is high enough for a pendulum
movement or it is better to prepare himself for a hard landing.

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Attention!
When the wing is in a parachutal stall, additional brake input may result in a fullstall!
Cravates
Aer a big collapse or aer a badly executed full stall, a part of the wing might be tangled up in the lines, and wonʼt reopen
automatically. This is what you call a cravate. During our extensive test flights with the CONCERTO we never experienced a cravate
but this situation can not be eliminated for any paraglider.
In case of a cravate we recommend the following actions:
1. Counter steer: Probably the wing wants to turn to the side of the cravate. In some cases, the turning happens quickly
and will end in a stable deep spiral without the pilotʼs action. So it is important to react quickly by counter steering.
2. Opening the cravate by applying the brake with an impulse movement: Some cravats can be opened with this
method. It is important to keep the wing in straight flight by pulling the other brake all the time.
3. Pulling the stabilo line: Some cravats can be opened by strongly pulling the stabilo line. (It is the orange line on the
B-riser. Have a look at it or grab it every once in a while and you will be able to react quicker in a moment of danger.)
4. Induce a collapse on the side with the cravate. Sometimes this helps as well to get rid of the cravate.
5. Full stall: Many cravats can be opened by using the Full Stall. But of course you have to have solid experience with this
manoeuvre to be able to use it properly.
6. Reserve: If you lose control or if you are not absolutely sure that you have enough height for further attempts to recover,
immediately use your reserve!
Many pilots wait way too long before using their reserve. Some donʼt use the reserve at all if they lose control of their glider. We
strongly recommend to at least mentally practice the use of the reserve from time to time: Grab the handle of the reserve in flight,
like you would do it in case of an emergency. Many clubs or schools offer to throw the rescue for example in a gym. The most
realistic way of training is to use the reserve in real flight. Many SIV Clinics offer that as part of their training.
Please use these possibilities: There are already too many pilots, who almost forgot that they have a reserve they could use, which
is a very bad precondition to use it without hesitating in a dangerous moment.
Winching
The CONCERTO has no special features when towing with a winch. Care must be taken to step off the ground at a shallow angle.
We recommend using a tow release adapter. This is attached to the top of the main carabiner and connects it to the tow release.
It is advisable to open the trimmer 1/3 (2-3cm) when launching on the winch.
Speed system
Trimmer
The CONCERTO is equipped with a trimmer. When the trimmer is closed, all risers are the same length. In normal flight the
trimmer remains closed, which means that all risers have the same length. Opening the trimmer accelerates the glider. The
CONCERTO has been certified with trimmers closed and trimmers fully open and is rated EN A.
Trimmers and Takeoff
Depending on the conditions, it can be useful to open the trimmer slightly before take-off. The sail rises even better over the pilot.
However, the take-off distance is extended due to the slightly increased take-off speed.
Make sure to open the trimmer by the same amount on both sides!
Trimmers in Flight
In flight, the CONCERTO can be accelerated by opening the trimmer, which reduces the angle of attack and increases flight speed.
The speed increase compared to trim speed is about 8km/h. The use of the trimmer makes sense in order to continue gliding
against the wind or in sinking air masses, or to make quicker progress when flying cross-country.

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Attention:
Braking in accelerated flight (trimmers open) not only costs a lot of power, but also increases the susceptibility to collapses (in
contrast to unaccelerated flight)!
Trimmers and Landings
A slightly open trimmer (approx. 2-3cm) results in a slightly more dynamic landing behaviour (more energy during flare). This is
only recommended for professionals.
Trimmer geometric data
If the trimmer is opened completely, the C riser is extended by 7 cm. The B riser is extended by 2.3 cm.
Closed and Open Trimmer
Trimmer closed Open
Service and maintenance
General advice
With proper and careful handling of the paraglider, it will remain in perfect technical condition for many years even when used
intensively. Please note the following:
Donʼt expose your glider to unnecessary UV radiation – for example by leaving it on the landing site unpacked.
When folding, you should not bend the polyamide rods at the leading edge more as necessary.
If you pack the glider when it is wet or just damp, it has to be dried later. Donʼt leave it packed in a wet condition!