PHI SOLA User manual

Manual Version 1.01 from 20.10.2022

A.Congratulations! 4
1.PHI 4
2.The PHI SOLA 4
3.Technical Description 4
4.Safety 4
5.Handling 5
6.Performance 5
7.Target Group 5
8.Pilot Requirements 5
B.Before the First Flight 5
1.First Flight 5
2.Registration 5
3.Scope of delivery 5
4.Modifications to the paraglider 6
5.Suitable harness 6
6.Legal weight range 6
C.Flying with the SOLA 6
1.Starting 6
2.Straight Flight 7
3.Turning the Wing 7
4.Landing 7
5.Rapid descents 8
a)Big Ears 8
b)B-Stall 8
c)Deep spiral 9
6.Collapse 9
a)Asymmetric collapse 9
b)Frontal collapse 10
7.Stall manoeuvres 10
a)Spin 10
b)Fullstall 10
c)Parachute Stall 10
8.Cravates 11
9.Winch launch 11
10.Mounting of the speed system 12
a)Using the accelerator in flight 12
b)Geometric data of the accelerator 12
D.Service and maintenance 13
1.General advice 13
2.Storage 13
3.Transport 13
4.Cleaning 13

5.Repair 13
6.Check 14
E.Flying with a Motor 14
F.Registration, warranty 14
G.Environment friendly behaviour 15
H.Disposal 15
PHI 15
Annex 16
1.Technical Data 16
2.Riser Overview 17
3.Wing Overview 18
4.Line plan: 19

A.Congratulations!
Congratulations on choosing a PHI SOLA! The SOLA is a low level A wing that combines maximum safety,
damping and simplicity with minimum weight. Nothing can upset her as she guides you safely through the
air. Whether you are a beginner or an old hand: you will love her! This manual contains important
information on handling your paraglider. We therefore recommend that you read the following pages
carefully before your first flight.
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.
1.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.
2.The PHI SOLA
The PHI SOLA is an EN A paraglider with 36 cells and many technical features that enable a combination of a
very high safety level, good performance, precise handling and a lot of fun. The SOLA impresses with its very
advanced lightweight construction and extreme versatility.
3.Technical Description
The SOLA has 36 cells over the entire wingspan, four of which are designed as closed cells on the wing tip.
These form a very dimensionally stable and homogeneous wing. The profiles used combine high
performance with very forgiving flight behaviour.
4 line levels on the sail (only 3 in the center wing) lead to 4 risers on each side. The outermost A lines connect
to a separate riser to facilitate easy big ears. The line layout is extremely reduced, which increases clarity and
reduces line drag.
The speed bar acceleration system is attached to the foremost A-belt.
For better differentiation, all A lines are red on the line shackle.
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.
4.Safety
The SOLA is characterised by extremely long control paths until the stall point, 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 maneuver rating EN / LTF A confirms the large safety reserves of the glider.

5.Handling
Although the maximum braking distance is very long, the control paths are short and direct for turning, the
brake pressure is low with good progression and excellent feedback. The SOLA can be turned very sensitively
and with comparatively small brake inputs in thermals.
6.Performance
The PHI SOLA offers solid performance in all areas: it climbs well, glides well and still shows a decent glide
even against the wind.
7.Target Group
The SOLA can be safely flown by a very broad group of pilots. The very forgiving flight behaviour of this wing
makes it very easy, even for an absolute beginner, to learn to fly. Even somewhat advanced pilots or those
with years of experience will enjoy this wing for a long time.
8.Pilot Requirements
A paraglider with the maximum safety classification of EN A does not place high demands on the pilot.
Nevertheless, independent pilot action is indispensable.
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.
B.Before the First Flight
1.First Flight
Every PHI paraglider must be flown and checked by a PHI dealer before it is sold to the customer. This first
flight must be entered on the paraglider's type identification label (in the opening of the middle cells)
together with the date and pilot name.
2.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.
3.Scope of delivery
The PHI SOLA comes with a pack sack, inner pack sack, packing tape and repair kit.

4.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
behaviour, resulting in the loss of certification.
5.Suitable harness
The choice of the harness significantly influences the flight behaviour of the SOLA. 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.
6.Legal weight range
The SOLA 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 SOLA 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 SOLA 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, even aer collapsing, decreases slightly.
C.Flying with the SOLA
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.
1.Starting
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 SOLA is characterized by a very simple inflation behaviour when launching forwards or backwards. The
glider rises very directionally stable without a tendency to overshoot. Overall, the launch behaviour is very
easy and forgiving and requires no further knowledge than the standard techniques for forward and reverse
launch that are taught in flight schools.
In general, it is advisable to practice regularly on the practice slope or through ground handling in the wind.
2.Straight Flight
The SOLA 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 push the accelerator. In turbulent air
you should consider the more dynamic reactions of a collapse during accelerated flight and therefore choose
a greater safety altitude over 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.
3.Turning the Wing
A turn is an interaction of inner brake, outer brake and weight shiing. The art is the right dosage. The SOLA
is characterized by a sensitive handling. Small brake inputs are enough to fly precise turns.
The SOLA loves modern, dynamic thermal flight. It is recommended not to pull too much outer brake and to
keep speed while turning. The SOLA "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 SOLA can be controlled to a limited extent via the rear risers. In
combinations with weight shi, relatively good directional corrections are possible. A safe landing is also
possible with this technique. The rear 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!
4.Landing
The SOLA 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.
5.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.
a)Big Ears
Applying big ears is extremely effective and easy to perform with the SOLA. Initiate the outer A-risers
(red/orange) by grabbing at the top of the shackle on both sides, and pulling symmetrically down. The brake
handles remain in the hand (without additional wrapping). As long as the risers are held down, the wingtips
remain folded and the sink value increases.
If wingtips do not fold completely at the beginning, it is advisable to repeat the initiation, pulling the A-straps
faster and / or grasping the outer A-riser above the shackle. The more impulsive pull and the larger amount
of pull on the outer A-riser facilitates the folding of the wingtips.
It is recommended to accelerate the wing additionally to increase the sink rate and the forward speed. It also
compensates for the increase in angle of attack caused by the added resistance of the applied ears.
To release the maneuver, it is sufficient to release the outer A risers back up again, whereupon the SOLA
independently recovers the wingtips.
If the ears do not fill completely by themselves, the filling can be achieved by a short brake input. It is
important to ensure that it is only a short and limited brake input, or that the brakes are released
immediately.
Attention!
The big ears maneuver 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
accelerator.
When braking (pumping) to open the ears again (aer releasing the speed bar), care must be taken not to
stall the wing.
b)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 maneuver (without additional wrapping around the hand). During the
recovery, make sure that the brake is fully released.
c)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 SOLA 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 SOLA 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 SOLA can continue to spiral when releasing both
brakes. In this case apply both brakes simultaneously or brake the outside of the turn and of course shi
your weight to the outside.
The sink values in the spiral can normally 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 climbs up some
altitude aer the release of the deep spiral and can hit its own vortex turbulence!
6.Collapse
a)Asymmetric collapse
When entering strong turbulence, one side of the paraglider may collapse. Specifically, this happens when
one 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 the SOLA 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 SOLA 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).
b)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 SOLA 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.
7.Stall manoeuvres
a)Spin
A wing rotates negatively when the airflow detaches from one half of the wing. 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 too quickly)
- 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 SOLA 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.
b)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. Those who want to use the full brake travel, must train many full
stalls and get a feeling for the partially or fully developed stall.
c)Parachute 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 SOLA 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 for 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!
8.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 SOLA
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!
7. Landing: In some cases it could be the best option to land with the cravat still inside. When you still
have good directional control and a large landing area this can be the safest option. Be aware that
the wing will stall earlier during the flare.
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 at least mentally practicing 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.
9.Winch launch
The SOLA 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.
10.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/lines supplied with the harness are guided from top to bottom through the two pulleys /
rings and fixed on the speed bar.
The correct adjustment of the length of the speedbar lines are very important. 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 later if necessary.
a)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:
In flight, the SOLA 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
10-15km/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.)
b)Geometric data of the accelerator
If the entire available accelerator travel is used, the A-risers shorten by 15cm or 18cm compared to the rear
risers, depending on size: see technical data.

D.Service and maintenance
1.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.
2.Storage
Ideal is a light-protected, dry storage of the paraglider. Permanent storage at very high temperatures (for
example in the car during midsummer) should be avoided.
For longer storage, the paraglider should not be compressed.
3.Transport
For transport, the paraglider can be compressed very tightly. The nylon monofilaments 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.
If vibrations occur during transport (eg: motorcycle), make sure that the fittings (line locks) do not touch the
sail cloth (use the riser bags).
4.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.
5.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.

6.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.
E.Flying with a Motor
From the beginning, the SOLA was tested and developed with an engine.
The excellent inflation and take-off qualities, great stability and the damped behavior in flight meet the
requirements of a paramotor wing.
Due to its large speed range, the SOLA does not need trimmer risers for motor flight. We recommend using
modern paramotor setups with throttle and low hang points. No change of risers is necessary.
Piloting the motorized SOLA requires a paramotor license (according to your national regulations).
The SOLA has been tested with several powertrains with a maximum power of 20 KW.
DGAC certification is pending.
Attention!
When flying the SOLA with a paramotor, the wing load is higher. Thus, the take-off and landing speed is
increased, and the various maneuvers can present more dynamic reactions.
Attention!
If in doubt about the compatibility of your paramotor assembly with the SOLA, contact your dealer or contact
us directly ([e-mail])!
Attention!
Acrobatic maneuvers are prohibited (helicopter, tumbling, etc.).
Attention!
The 360° are commonly used maneuvers, whether in free flight or in paramotoring. It is up to the instructor
to properly train the pilot in these maneuvers. The regular practice of 360° can cause accelerated aging of the
wing and must encourage the pilot to carry out a close check (every 150 hours) under penalty of exposing
himself to the risk of breaking the lines and/or the wing.
F.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.

G.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.
H.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
Achenseestrasse 12
6212 Maurach
Österreich

Annex
1.Technical Data
SOLA
Size
18
20
22
24
26
Cells
36
36
36
36
36
Proj. Span
m
8,02
8,44
8,85
9,22
9,62
Proj. Area
m²
18,55
20,52
22,59
24,51
26,66
Proj. A.R
3,47
3,47
3,47
3,47
3,47
Flat Span
m
10,03
10,56
11,08
11,54
12,03
Flat Area
m²
21,55
23,69
26,08
28,3
30,78
Flat A.R
4,7
4,7
4,7
4,7
4,7
Line Height
m
6,13
6,45
6,77
7,05
7,35
Line Consumption
m
252,1
265
278
289
302,1
Max. Chord Length
m
2,65
2,78
2,93
3,05
3,18
Min. Chord Length
m
0,65
0,68
0,72
0,75
0,78
Weight
kg
2.8
3
3.25
3.4
3.75
Certified Weight Range
kg
50-90
65-100
75-110
90-120
105-130
Certification (EN/LTF)
A
A
A
A
A
Cert. Extended Weight
kg
90-110
100-120
Extended Certification
(EN/LTF)
B
B
Ext. Weight range motor
kg
75-130
85-130
95-170
110-170
130-170
DGAC certification
pending
pending
pending
pending
pending
Material
Skytex 27 double coated, Skytex 40
Riser
RZ1 (3), R01, R10 (3+1)
Riser Length
mm
500
500
540
540
540
Speed Range
mm
150
150
150
175
175
Max. Brake Travel
cm
>55
>60
>60
>65
>65
Chest Strap Width
cm
40+-2
44+-2
44+-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!

2.Riser Overview

3.Wing Overview

4.Line plan: