PHI SCALA 2 User manual

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Manual Version 1.01 vom 14.10.2023

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Congratulations!
Congratulations on choosing a PHI SCALA 2! The SCALA 2 is a light, high-level EN C wing with a radically reduced line setup, very
high performance and outstanding dynamics.
This manual contains important information on how to handle your paraglider. We therefore recommend reading the following
pages carefully before your first flight. If you have any questions or suggestions, please do not hesitate to contact us at
[e-mail].
Further 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 SCALA 2
The SCALA 2 is a EN C wing with a very high level of technical complexity. Many individual suspension straps lead from each
suspension to the top surface. The additional miniribs in the leading edge double the number of cells in the critical-flow area.
Together with the sophisticated sail tension and the optimized zigzag 3D shaping, a new level of surface quality is achieved.
With a designed aspect ratio of 6.8, the SCALA 2 is on top of the EN C range. The normal version of the SCALA has more and longer
rods on the topsail and slightly heavier cloth.
Technical Description
The SCALA 2 has 78 cells over the entire wingspan, of which 9 cells on each wingtip are designed as closed cells. Everything
together forms a very dimensionally stable and homogeneous wing. The profiles used combine high performance with very
forgiving flight characteristics.
4 line levels on the sail lead to 2 risers on each side. The line layout is extremely reduced, which makes the job of untangling lines
on takeoff very easy and reduces line resistance.
The foot operated acceleration system is attached to the foremost A-riser.
Safety
The SCALA 2 is characterized by its extremely high stability in turbulent air. If the wing does collapse in any way, the reaction is
typical of an EN C class wing. Pilot action is expected.
Handling
The brake controls are short and direct, the brake pressure is low with good progression and excellent feedback. The SCALA 2 can
be turned sensitively and with comparatively small control inputs in thermals. The willingness to turn and precision are
outstanding for a wing of this aspect ratio.
Performance
Due to the additional miniribs in the profile nose, the profile shape remains largely stable even in high-speed flight. As a result,
the SCALA 2 offers a very flat polar with very good performance.

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Target Group
The SCALA 2 is aimed at pilots who fly regularly and are up to the higher demands of a high aspect ratio EN C-class wing. Several
years of flying experience and regular training are prerequisites for being able to master a D-wing in every situation.
Pilot Requirements
A paraglider with the classification of EN C places high demands on the pilot. Self-reliant action is essential.
Every independently flying pilot must be able to judge whether his skills and his equipment are actually up to the respective flight
conditions. 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 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 SCALA 2 comes with a compression packing sack and a repair set is in a transparent cover.
Modifications to the paraglider
The specifications on delivery match those the wing has been certified with. Any unauthorized 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 surprisingly, also too short brake lines can significantly affect the flight behavior, resulting in the loss of certification.
Suitable harness
The choice of the harness significantly influences the flight behavior of the SCALA 2. There are harnesses that allow very effective
weight shiing, but also pass on turbulences relatively undamped to the pilot. Less agile harnesses allow no extreme weight shi,
but the pilot is less shaken by turbulences.
A competent flight school can help with individual expert advice.

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Legal Weight Range
The SCALA 2 is only approved for use within a certain weight range. This means the total weight, consisting of pilot, paraglider and
harness (and other equipment).
If the SCALA 2 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, lower stability of the canopy is noticeable.
If you fly the SCALA 2 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 decreases slightly.

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In flight with the SCALA 2
It is recommended to do the first flights with a new glider in calm conditions to get used to the flight behavior. 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 SCALA 2 is characterized by a very simple inflation behavior when launching forwards or backwards. The glider rises very
directionally stable without a tendency to shoot forward. Overall, the launch behavior is very easy and forgiving and requires no
further knowledge than the standard techniques for forward and reverse launch that are taught in flight school. This is
remarkable for a 2 line wing of this aspect ratio!
In general, it is advisable to practice regularly on the practice slope or through ground handling in the wind.
Straight flight
The SCALA 2 has the best gliding performance at trim speed (with the brakes fully released). In calm air, the glider thus covers the
greatest distance at a given altitude.
In a headwind or in sinking air masses you fly with maximum glide when you use the accelerator. In accelerated flight in turbulent
air, one should definitely consider the more dynamic reactions in the event of a collapse and therefore choose a greater safety
distance from the ground.
Attention!
Never push the accelerator 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.
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
practiced during ground handling, for example by trying to stabilize 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 SCALA 2 is characterized by
a sensitive handling. Small brake inputs are enough to fly precise turns.
The SCALA 2 loves the modern, dynamic thermal flight. It is recommended not to pull too much outer brake and to keep speed
while turning. The SCALA 2 "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 SCALA 2 can be controlled to a limited extent via the C-risers. In combinations with weight shi, relatively good

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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 SCALA 2 is easy to land. In the final approach against the wind flare the wing at an appropriate height. 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 meters altitude. Therefore, the brakes should be fully
pulled only just before touchdown.
Rapid descents
Attention!
All rapid descent maneuvers should be practiced in calm air and with sufficient safety height to safely use them in emergency
situations with turbulent air.
For all extreme flying maneuvers and rapid descents:
- first practice under the guidance of a teacher as part of a safety training.
- before initiating maneuvers, the pilot ascertains that the airspace below/around him is clear.
- during the maneuver, the pilot must constantly control the altitude above ground.
Big Ears / Bunny Ears
Big ears are not possible with the SCALA 2. The outer wing is too stable to be folded by the outer A line. Also, modern bunny ears
are not suitable on the SCALA 2. Do not pull the outer C line to try and fold an ʻearʼ backwards!
B-Stall
Since the SCALA 2 is a 2 line, there is no classic B line group. Pulling the rear riser results in a maneuver comparable to the “C stall”
on standard wings. This can be used for fast descent, but takes practice and is not recommended as your ʻgo-toʼ decent technique.
The B-stall is initiated by pulling down the B-risers symmetrically (approx. 20cm). The initiation forces are relatively high, but
decrease with increasing tension.
As soon as the risers are pulled down, the glider loses its forward momentum and enters a stable deep stall state. The pilot swings
slightly in front of the glider. The further the B-riser is pulled down, the greater the sink rate. (up to about 9m/s)
If you pull too far, the wing slowly begins to rotate 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 pulling)
The B-stall is recovered by moving your hands up quickly.
The brake is held throughout the maneuver (without additional wrapping of the line around the hand). When exiting, make sure
that the brake is fully released.

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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 SCALA 2 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 SCALA 2 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 SCALA 2 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 maneuver in order to master the maneuver 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!
Collapse
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 SCALA 2 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 SCALA 2 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.
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).
Attention!
Especially side collapses at full throttle can show a very dynamic reaction!
When flying accelerated, always pay attention to sufficient safety height and release the speed bar immediately and fully in the
event of a collapse!

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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 SCALA 2 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 SCALA 2 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 maneuver whose correct technique can not be fully explained in this manual. Those who want to learn
this maneuver should do so under the supervision of a pilot who masters this maneuver perfectly - the best way is during a 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.
Attention!
In order to be able to fly a D device safely, it is essential that the pilot can fly a controlled full stall in any situation!
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 SCALA 2 automatically exits the parachutal stall by fully releasing the brakes.
A very heavily used wing with a porous cloth and / or with a 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.
Attention!
When the wing is in a parachutal stall, additional brake input may result in a fullstall!

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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 SCALA 2 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
maneuver 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.
Winch launch
The SCALA 2 is very easy to launch on the winch. You should start to climb at a flat angle.
We recommend the use of a towing adapter. This is connected on top of the main carabiner and connects it with the tow release.
Speed system
Mounting of the speed system
Most harnesses have two pulleys on each side, some (light) harnesses instead have two simple rings. The two accelerator cables
supplied with the harness are guided from top to bottom through the two pulleys / rings and fixed on the speed bar.
Important is the correct adjustment of the length. If you set it too short, the glider might fly accelerated all the time, which
definitely has to be avoided. If you set it too long, you might not be able to use the full accelerator travel.
We recommend that you set the accelerator slightly too long during the first assembly to estimate the free travel in flight. You can
then shorten the accelerator if necessary.
Using the accelerator in flight
Before take off, when hooking the risers into the main carabiners, be sure to connect the speed system rope with the speed
system on the risers: connect the “brummel hooks” or the ball / loop system.
Overview of available risers: https://phi-air.com/project/risers/
Connection with ball and loop:

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In flight, the SCALA 2 can now be accelerated by pushing the speed bar, which results in a reduction of the angle of attack and as a
consequence an increase of airspeed. The speed increase compared to trim speed is about 15 - 17km/h.
The use of the accelerator is useful to penetrate against the wind or to make more distance in a certain time during XC flights.
Attention:
Braking during the accelerated flight not only costs a lot of gliding performance, but as well increases instability and may lead to
collapses! Always release the speed bar before pulling the brakes! Many pilots who fly with a wrap/half-warp oen push bar like
this and inadvertently apply some brakes during accelerated flight.
To turn, simply shi weight, or push the speed bar asymmetrically. (If you push the right side further, the wing will perform a le
turn.)
Geometric data of the accelerator
If the entire available accelerator travel is used, the A-risers are 15cm to 18cm shorter than the B-risers, depending on their size:
see technical data.
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!
When you practice ground handling, avoid crashing the glider hard on the ground with the leading edge, as this might lead to
damage.
Avoid unnecessary dirt or sharp stones touching the lines and the cloth. Donʼt step on the lines if they are laying on a stony
surface!
Humidity combined with dirt can lead to shrinking of the lines and thereby to the wrong trim on your glider. Salt water (sweat)
may damage the lines in the long run.
Storage
Ideal is a light-protected, dry storage of the paraglider. Permanent storage at very high temperature (for example in the car during
midsummer) should be avoided.
For longer storage, the paraglider should not be compressed.
Transport
For transport, the paraglider can be compressed very tightly. The Nitinol rods used for nose stiffening are very insensitive to
permanent deformation.
If a very small pack volume is required, a compression bag can also be used. To minimize the weight, make sure that the
paraglider is packed dry. The nylon cloth absorbs water at high humidity and gets heavier.

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If vibrations occur during transport (eg: motorcycle), make sure that the fittings (line locks) do not touch the sail cloth (use the
riser bags).
Cleaning
To clean the wing, only use water and a cleaning cloth. Never use any solvents!
If there is sand, dirt or small stones inside the canopy, you should remove them because they will damage the coating of the cloth
and the seams in the long run.
Repair
Repairs should only be carried out by the manufacturer or by authorized companies. If you have any questions, please contact PHI
directly: ([e-mail])
Exceptions are the replacement of lines as well as the repair of small tears (up to 5 cm, which do not affect seams) or holes in the
cloth, which can be repaired with the original PHI repair set. A small set of sticking cloth is supplied with the wing.
Check
The general check interval is two years, unless the checker sets the check interval to a shorter time because of a heavily used
wing.
Commercially used equipment (school gliders, tandems) must always be checked every year. This is also recommended for
gliders under heavy load, e.g. with more than 150 flight hours in two years, or with regularly flown acro maneuvers. We also
recommend an annual check if there is a lot of flying in terrain that puts a plenty of strain on the material: in rocky areas, in salty
air, or especially aer salt water contact.
In these cases it is even more than usual for the pilot to regularly check his glider for damage.
Each check must be confirmed by the check-stamp. In case of non-compliance, the quality seal expires. For further information on
the maintenance check, see the check-in instructions on the PHI homepage (http://www.phi-air.com): Downloads: Check.
This is constantly updated according to the state of the art, experience and knowledge.
Registration, warranty
In order to be able to use all service and warranty, you must register your paraglider on our homepage under SERVICE /
REGISTRATION.
Further details see PHI Homepage.
Environment friendly behaviour
Finally, we would like to call on you to operate our sport as nature and landscape friendly as possible. In addition to self-evident
things, such as not to leave garbage, you should also avoid scaring animals by flying too close. Especially in the cold season, this
stress can be life-threatening for animals.
Disposal
The plastic materials used in a paraglider require proper disposal. Please return your used wing to PHI: it will be disassembled
and disposed of by us.
PHI
PHI, eine Marke der Papesh GmbH
Grillparzerstrasse 10
6067 ABSAM
Österreich

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Technical Data
SCALA 2
size
18
19
20
21
23
number of cells
78
78
78
78
78
projected span
m
9,48
9,8
10,12
10,44
10,73
projected area
m²
17,71
18,95
20,2
21,48
22,73
projected aspect ratio
5,07
5,07
5,07
5,07
5,07
flat span
m
11,8
12,20
12,6
13
13,37
flat area
m²
20,56
22
23,45
24,93
26,39
flat aspect ratio
6,77
6,77
6,77
6,77
6,77
line length
m
6,95
7,19
7,43
7,66
7,88
maximum chord
m
2,28
2,36
2,44
2,52
2,59
minimum chord
m
0,11
0,11
0,116
0,12
0,12
weight
kg
4,59
4,76
5,15
5,4
5,6
standard weight range
kg
65-85
75-95
85-105
95-115
110-125
extended weight range
kg
95-100
105-110
115-120
125-130
certified weight range
kg
65-85
75-100
85-110
95-120
110-130
certification (EN/LTF)
C
C
C
C
C
material
MJ 32, Skytex 40
risers
R12
riser length
mm
540
540
540
540
540
speedway
mm
180
180
180
180
180
max brake travel
cm
>45
>45
>45
>50
>50
distance main carabiner
cm
44+-2
44+-2
48+-2
48+-2
48+-2
Attention:
The maximum control travel depends on a number of parameters. In practice it can be lower than indicated in this table. The
values in this table refer to the test scenario as part of the test according to EN 926-2 (in calm air) and are only rough guide values.
Turbulence, which is omnipresent in practice, has a negative effect on the maximum control travel! The stall occurs earlier!

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Riser
Riser: R12

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Wing Overview

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Line Layout:
SCALA 2

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Faltleinenplan Schema:
SCALA 2 folding lines