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GALAXY HIGH TECHNOLOGY

MANUAL FOR ASSEMBLY AND USE

PARACHUTES FOR AIRPLANES THE NEW GENERATION OF RESCUE SYSTEM

It is mandatory for the user of this system to read this manual !

Important notice
The Galaxy has the right to renounce guarantee for flawless function of the GRS system and renounces any responsibility towards safety and threat of the person handling with the GRS system and the third person in the case of failing with operating directions and handling directions stated below. Before handling with the GRS system everybody is obliged to learn the enclosed manual for assembly and operation. Besides the important notices in the manual , the owner of the system is obliged to respect especially the important hints stated below. IT IS FORBIDDEN 1) Any other handling with the system than stated in the manual. 2) Under any circumstances it is not allowed to take to parts or dismember the GRS system. 3) Detachable parts of the system are red sealed, taped, wired and safe riveted and must not be 4)
damaged besides the transport safety. It is forbidden before assembly to aim the system at persons around, or at own body. Handle with the GRS unit as with pyrotechnical device or loaded gun. Any person is forbidden to move around in the firing direction. It is forbidden to operate the system after expiring of the 5- year time and after 25- year lifetime when it is necessary to check the system and to remove specific parts by the producer. After discarding the aircraft from the file, the GRS system user is obliged to note the producer who undertakes necessary steps to liquidate the unit or to reintroduce the GRS unit into circulation. It is forbidden to transport the system other than in the correctly labeled original transport box with the mounted steel basket on the engine. T he system must be secured by the transport safety A from steel wire in diameter of 2 mm and the transport safety B from the bolt M 5.T he launching handle must be secured by the pe g with warning little flag. Before any GRS unit transport for checking, the system user is obliged to note the producer who checks the proper securing of the unit for transportation in maximal security of transportation and manipulation in the scope of given rulings. It is forbidden to store the GRS unit in other temperatures than 14 24 C and other humidity than 35 73% It is forbidden to expose the system to high temperatures, hard impacts, mechanical damage, chemicals, acids, long-time storage in excess humidity or dusty environment. It is forbidden to mount the GRS unit on vibrating parts of aircraft as are engine bedding or aircraft undercarriage. T he GRS system must be fixed to aircraft frame at least by four screws M6 G8 so that unwanted release or possible launch of the system cannot happen. In aircraft or sport flying devices which have the GRS system launching handle freely accessible outside the cockpit or on the motor rogallo frame, the handle must be equipped with a lock or otherwise secured against incidental launching. After 5-year system operational lifetime expiry, the original rocket engine is not refilled but changed for new one. T he canopy is aired and repacked. T he whole system is revised and perfectly prepared for another 5-year cycle. T he user is obliged to submit, during the revision or after the system use, the guarantee list which obtains after purchase. It is forbidden to place the GRS system the way that the fire axis aims down. Galaxy Libe re c 21.01.2002

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CONTENTS
1. Designation of product GRS 2. Conditions of product use
2.1 Using the rescue systm 2.2 General product information and description of functions

3. Conditions of storage and operation

3.1 Operation of the system GRS 3.2 Storage 3.3 The firm forbids

4. Classification of product for transportation purposes 5. Packing of product and marking of product 6. Installing the system
6.1 6.2 6.3 6.4 Before installation Where to place the systm Warning How to order the system, types of system and system placement

7. Method for pre flight preparation of system and release of the safety1 mechanism
7.1 Checking the activation handle of GRS system 7.2 Checking the fastening of GRS system container on holder and aircraft 7.3 Checking the fastening straps 7.4 Checking the unwanted objects on GRS unit 7.5 Placement of ignition switch 7.6 Fire extinguisher

8. Implementation of system in hazardous situation

8.1 Implementing the firing of the GRS unit 8.2 After firing the system 8.3 The impact on the aircraft and crew when opened 8.4 Inflating of chute 8.5 Possible catastrophe scenarios

9. Warranty and service life

9.1 Guarantee terms 9.2 Using service life = service life of five-year cycle 9.3 Service life of the product

10. 11. 12. 13.

Double security against firing Method of disposal of exipired units Technical data Maintenance of system
13.1 13.2 13.3 13.4 13.5 13.6 13.7 13.8 13.9 Factory maintenance Maintenance after tampering Owners maintenance Moisture and other contaminants Possible corrosion in activating handle Ultraviolet degradation Pollution of GRS unit Protection against incidental firing of GRS unit Maintenance planning

Part 1. DESIGNATION OF PRODUCT GRS

and important information about GRS system Dear Customer, Congratulations on the purchase of your new GRS. You have chosen the product which, we believe, is of the highest quality of its kind and which has undergone on the basis of the Czech mining office delision exacting examinations in the Czech arms and ammunition testing station, examinations for the transportation of explosives according to classification of the UN, RID, ADR, ADN, and IATA - DGR and has obtained the product type certificate with the issue of the type certificate by the LAA R on the basis of the Office for civil aviation 81/2 no. 49/1997 of civil aviation from 03.21.1998, the German certification DULV Nr. R 21/ 01 1 Deutcher Ultraleichtflugverband e.V on 01.10.2001 and certification for import and use in the US A. Galaxy offers you the rescue system of the new generation, which is rocket activated. The system is designed for the rescue of crew, including ultralight, specifically for 1-2 seat light aircraft, ultralights and the type experimental. The product is certificated by LAA R, US A, Australia and the DULV Germany and complies with the conditions for purchase of rocket systems in the trade net of R, US A and EC. The system is protected by the patent certificate PV 1859-94. Galaxy is based in Liberec, Czech Republic. Full time employees are at your service to help regarding the purchase of your GRS. It is only necessary to contact your firm should there be either questions of technical or business character. Opening hours: M O FRI 9.00 16.00 For contact use this address: Galaxy high technology T, 1. M je 24 460 01 Liberec 3 Tel/Fax: ++420 (0)48 510 44 92 M obil: ++420 (0)777 55 00 91 E-mail: milan@galaxysky.cz web sites: www.galaxysky.cz Importer:

Note: These symbols are used to emphasize relevant information according to importance !,!!,!!!

Part 2. CONDITIONS OF PRODUCT USE

2.1 USING OF RESCUE SYSTEM The rescue system gives you the chance to rescue from any height and any situation !
- in danger of life regardless the height - we recommend approaching the ground to the height of 1-3 ft.( 0.5-1m ) and firing the system in the event of an emergency landing. The open chute prevents possible impact of the plane into an obstacle as a result of possible short landing area or unsuitable terrain. - other possible events following the use of the rescue system are in chapter 8.5 possible catastrophe scenarios Obligations of the owner: Owners must read this manual in its entirity before installing the GRS on a plane or before using the system. Failure to comply with the manual could cost your life!

2.2 General product information and description of function

2.2.1 The brand new design comprises a canopy that is not gradually drawn from container, distorted by air currents and otherwise deformed as in hitherto used systems but is opened safely from 0,4 to 0,7 sec. in distance 50-60ft.(15-18m according to the size) above the plane, where it is drawn in a special container which decreases significantly the risk of plane debris breaching the canopy. The whole design of the canopy is purposefully constructed for the fastest possible opening which enables the rescue of the aircraft and crew from the lowest possible height. 2.2.2 The GRS system is designed as a dural cylinder with a rear and head detachable laminate dome. On the lower and side parts are installed holders for mounting to the plane. The canopy is placed in a special inner container inside the outer container, which is drawn out by a rocket engine placed in a rocket tube and covered with a laminate cover on the upper part of the dural container. The engine is connected to the inner container by slings. The rocket engine is fired by a handle which is connected with a firing switch by protected cable which is protected against forced stretching to the force of 300 lb.(120 kg) and against incidental firing by a safety cable placed on one side of the handle and anchored on the other side. The protected cable is anchored to the rocket tube. 2.2.3 Firing the system - the system is fired mechanically by hand by pulling the activation handle of the switch with force of app. 25 lbs. (11 kg) the firing switch will be displaced and two igniters will be fired by a double striker which will ignite the powder load and this will ignite the TPH (solid fuel) of the rocket engine. The rocket engine gradually eases out of the cover or rocket tube, secondary safety cover, primary safety head and pulls out the inner con- tainer with the rescue chute above the aircraft. During firing there is minimum back impact and, unlike other competitive systems, the

flame in the rocket tube is not thrown back in the flight of the rocket, which causes a powerfull back fire, but is freely released through the rear into the exhaust tube. This is achieved by a solution in which fuel is ignited on the other side of the jet, unlike the above mentioned competing systems. This design enables the full use of the conditions of action and reaction. After canopy opening above the aircraft at a height of around 60 ft (18 meters) the rocket engine continues in its flight with its remaining energy until it is braked and allowed to free fall on its own course seperately with the inner container. The main canopy of the rescue system is open and fully inflated 50-60 ft (15-18 m) above the aircraft, or in the direction of firing between 1.5 3.2 seconds after being fired - according to the canopy size. It is possible to aim the shot in any direction, the best is vertical to the lengthwise axis of the plane in an upwards or slightly obliquely backward direction in firing the system there is no danger of debris breaching or catching the parts of plane by the canopy, because it opens at a sufficient distance from the plane. The GRS system is a chute rescue device designed for the use on ultralight and light aircraft in extremely low altitudes in minimal time to rescue pilot and aircraft together. The system has been designed with sufficiently strong power so that it could rescue the crew and the plane even under extreme conditions. Illustration no. 1

2.2.4 You are warned that the minimum firing height 100 ft (30m ) by canopy without slider (measured in 38mph (60km/h) in horizontal flight) and 200 ft (60 m) by canopy with slider may not always be a safe height from which to fire the system because rotation or tilt of the plane may happen and then the minimum firing height may be insufficient and is increased then to 180 - 250 ft ( 60 80 m). It is necessary to rely on common sense so that firing will follow as soon as possible after destruction of the machine irrespective of the height. Although the GRS system is currently the most up to date rescue device for crew and aircraft, unfortunately the Galaxy High Technology cannot guarantee absolutely safe flight even with the GRS system. 2.2.5 What your GRS system cannot do - the chute rocket rescue system GRS is designed to rescue you in the lowest possible height but it is all compromise. The faster the chute is opened the greater the impact on the plane. The more this impact suppressed the more height is needed to open the chute. After a longtime testing the Galaxy has arrived at the following solution:

Trikes are built such that the wing is not divided from the hanging undercarriage with motor and crew. The falling speed of this unit with aborted airworthy area does not exceed 140 km/h, according to experience and measurements. It is necessary to secure the wing to the undercarriage with a safety cable or safety sling. We can use the canopy up to speed of 160 km/h., which enables the crew rescue from the minimal height of 90 150 ft ( 30 50m), but with stronger opening impact, or the canopy with slider up to speed of 260 km/h with smaller opening impact, but in higher rescue height of 180 / 240 ft.(60 80 m). It is always necessary for the crew to use four-point belts, the impact on the construction is 3.5 5,5 G. Ultralight 2-seat planes-,driven aerodynamically is possible for slower types equipped with ropes or bars, which prevent a danger of some part separating, to use the system with reinforced canopy, which guarantees ability to rescue the crew in speed up to 190 Km/h in height from 90 ft. to 150 ft.( 30 50 m). In 2-seat planes, especially with wings down it is necessary to use the system GRS 5 for speed up to 260 Km/h and 1-seat planes GRS 4 230 km/h, GRS 5 250 km/h because in bearing area splitting,or any other important construction member splitting, speed increase of damaged plane with the crew happens and the minimal height of use is then 180 240 ft. (60-80m). The opening impact can be 3.5 5.5 G. This canopy is equipped with slider to decrease the opening impact. The Galaxy has been to great lengths to develop the canopy slider,so that the canopy closing time before its full inflation in maximal and minimal speed would be in the shortest possible equal time. This ensures safe canopy opening not only in high speeds, but even in minimal speeds in low heights above ground, which guarantees maximal chance for the crew rescue in comparatively small impact on the plane structure and the crew. Other important point is the pressure in pressing a canopy into container. The Galaxy packs the canopy into container under the low pressure, which does not cause sticking of single canopy fields to each other as it is in packing under the high pressure. The container volume is increased by ca. 10% though, but it is compensated enough by reliable canopy opening even after 5-year repack cycle, which can be done along with the rocket engine change. The GRS system is not a substitute for poor piloting or inexperience or flying under extreme conditions. You should not expect the GRS to make you suddenly a better pilot. It simply provides chance for your safe flying and for persons who fly with you. It is only part of an overall program af aviation safety. Just as when you buy a car with airbag. The firm GALAXY cannot guarantee that you will not be injured after deployment or that aircraft will not be damaged. While it is likely that using a GRS unit could indeed save your life. Only you are responsible for the safe operation of your aircraft and that you have a GRS for additional security against the time when your skills, planning, judgement and careful equipment maintenance are still not enough. When you use an emergency parachute system you may enter an unpredictable situation but the chances of saving your life are much higher than without it.

!!! Warning !!! In no event should you experiment with your GRS system in enclosed spaces (hangar, room) to see whether it works. The necessity to recharge the system (by returning to the manufacturer) and the danger to your safety and the safety of your surroundings, make such a test inappropriate and dangerous! 2.2.6 Comparison when you use a hand deployed parachute to rescue the crew of an aircraft a minimum of 8 sec. is required. The GRS rescue system on the other hand needs only from 1.5 to 2.9 sec. This comparison alone is sufficient reason for installing the system for the safety of pilot and aircraft.

Part 3. Conditions of storage and operation

3.1 Operation of the system GRS - the system is manufactured for an operational life
of 25years under conditions of good maintenance and checks as given in the manual delivered with the system. In the event that the system has not been fired after 5 years, the owner is obliged to return the system to the manufacturer for check. The product is dismantled, the canopy is aired and repacked, all components are checked and the rocket motor is replaced by a new one (the original is completely overhauled)

3.2 Storage if the customer is not able to mount it on the aircraft immediately he is
obliged to keep the five year cycle of change and store the system in the transport cover so that it cannot be tampered or incidentally fired by unskilled manipulation. The system is equipped with the steel transport basket and with the transport safety A from a steel wire of 2 mm diameter and transport safety B, bolt M5 and attach mouting (peg with little flag in handle). Optimal storage temperature is 14 240 C and 35 73 % humidity! The system is constructed for use within a maximum temperature range of -300C to + 600C! Though we do not recommend that the system be exposed permanently to these temperatures and it is not adviseable to exceed the recommended figures of humidity during storage time.

!! 3.3 The firm forbids the permanent exposure of the system to high temperatures, hard
impacts, mechnical tampering, contaminants, aggressive chemicals, long term storage in excess moisture and permanent vibrations. !!! Warning treat the system as an pyrotechnical device and never point it at anyone including yourself, no person is allowed to move around in the direction of firing ! Treat it as a loaded gun!!!

Part 4. Classification of product for transport purposes

The Czech shipping and industrial register issued a ruling on classification of dangerous goods of the class 1- explosive, in accordance with the International Maritime Dangerous Goods Code (IMDG CODE) under the designation UN no. 0453, classification code 1.4 G . According to this issued code the label is produced, which is used for marking of transport box for the GRS system transportation. It undergoes the new test every year. According to the new test the UN code number is changed.

Part 5. Packing of product and marking of product

Delivery of the product to the user or transport from the user can be done in following ways Illustration no.2

1. Transport safety A-the steel wire diameter 2 mm B- the bolt M 5 2. Transport steel basket 3. Operational safety with little flag 4. For transport ensured by 2 screws M 5

Before shipping please contact us !!! !! Part 6. Installing the system

6.1 Before installation - the user is instructed to read this manual thoroughly. Failure to
do this or overlooking of any important information while installing or maintaining the system in accordance with the instruction and advice in this manual could result in personal injury or even death to you or your passangers and damage to your aircraft. If you have any questions or are unsure of any part of this manual please call or write before proceeding in error. Galaxy wishes you to fully understand the proper use of the GRS for your safety and that of your passengers. Do not assume you may replace any

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part of the GRS with a similar part you may have obtained on your own. The manual is explicit in the proper mounting procedures required for safe installation and in the proper use of the system. Do not under any circumstances vary from the described methods or components supplied without first contacting Galaxy for approval.

6.2 Where to place the system -generally the weight of the system itself approx. 2030lb ( 9-14 kg) can shift the center of gravity of the aircraft when unsuitably placed or, on the contrary, the system can be used to improve the center of gravity. !!! We recommend !!! Any direction of firing can be chosen, but it must be kept in mind that any downward firing angle results in a loss of precious height of which there is never enough in such cases of emergency rescue. The Galaxy philosophy is completely different from other similar rescue systems, namely as regards to the direction of fire. The GRS unit is equipped with a very strong drive engine which is able, unlike competitive types, to draw the whole canopy out of the container above the aircraft, and open in a short time. During this time the inner container travels a course of 60 ft (18 m) which is utilized to lower the rescue height. For this reason it is important to aim the GRS upwards or vertically.. !!! It is forbidden !!! It is forbidden to install on strongly vibrating parts of aircraft e. g. (engine mounts,undercarriage foot...) and aim the firing down. Aim the system so that fuel tank or its installation will not be hit by flame after firing. When placing over the cabin of aircraft, the system must be diverted so that it will not aim at occupants inside even in the case the cabin is covered. In aircraft driven by propeller the angle of fire must be always aimed outside propeller arc and drawn sling must be equipped with a steel cable with corresponding firmness approx.5-7ft.( 1,5 2 m) long which prevents the drawn sling to come in contact with the propeller. The rocket must not be aimed into any part of the construction of the aircraft, e. g. the tail area and so on. When installing the container it is necessary to position it on a solid mounting in such a way that it will not be loosened by the aircrafts moment or by centrifugal forces during flight. We can choose a suitable fixing ( supporting strut from the holder of container to part of fuselage, it can be fixed to an available screw connection). During installation it is necessary to bear in mind that a minimum gap of 1 1/8( 30 mm) perimeter of the container and rocket, so that in firing the rocket the inner container does not strike on parts of the fuselage in particular it is important to adhere to this when installation of the container is inside an aircraft, which is specified in the key as installation ,IN or S oft. When installing inside the fuselage, bear in mind that the drawn sling, leading to the hang slings on the construction of aircraft, which is usually connected with a carbiner is not bowed or aimed in such a way that it gets in the anticipated rocket fire course or the inner container. This installation must be dive-rted (e. g. with the help of PVC tapes) a minimum of 1 1/8 (30 mm) from the anticipated perimeter of the course of the container and rocket, as mentioned above.

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Illustration no. 3
Connecting steel cable min. 40kN (design by laminate fuselage)

The hang slings and their necessary length from a starting point in touch with the carbiner must be installed in such a way that they are not suspended. Shorten them so that the sling is put together at the greatest possible length (like harmonica) and tape it to the construction. Never roll the slings. If the hang sling is not put through around a stable anchor point , or when through its loop a peg is not put through, we must fix the sling by sides, especially in aircraft where the bearing part is a tube, so that it would not slip, which would result in aircraft inclination ( necessary to consult with the aircraft producer and the Galaxy.) Aircraft should always descend in a horizontal position: a) in the event that the tail is bowed slightly down, we cannot correct the course of the aircraft hung in this way, if the extent of the damage permits it. The impact will be more favorable for the crew in this descending position but not for the aircraft. b) in the event that the aircraft in descends with the nose slightly bowed down, it is possible to partly control the flight see following chapters the final impact will be more favorable for the aircraft but less for the crew.

6.3 !! Warning!!
The rocket will break through perforated cross of canvas covering of the fuselage or it will tear away dacron patch on a dry zip, but it will not break solid dacron or insufficiently perforated perimeters. Perforated opening must be made in minimum 2 3 mm from each other with a minimum diameter of 12 mm. After finishing it is possible to seal these openings with paint or glue up with protective foil.You cut it out preferably from adhesive foil ca. 2 cm broad or as entire sheet and glue up the perforation with it. !!! It is forbidden to perforate laminated parts it is necessary to cut opening and seal it with foil . When we use the cover as in 6.4.3 and the like,the force to brakaway the cover must not be bigger than 15kg.The cut aperture must be bigger by 1 1/8 (30 mm) in perimeter than the real projection of the system area.!! M inimum distance of container cap from foil is 20 mm , other examples are stated bellow. !!! Cockpit glazing - It is necessary to solve with the manufacturer of the aircraft break through the cockpit glazing so that,with regard to attributes of glazing,a solution of break can be found (in this case the container cap distance from its wall must be 4 -100mm), or a corresponding aperture is cut out and glued up with folio as in the case of laminate parts and we proceed then as in 6.4.3. The direction for safe firing is 90 to the glazing.Always use the type with textile cap IN.In the event we are not sure whether the sling after drawing could be damaged by remaining parts of the cockpit we use the

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steel connecting cable 40 KN which we fix to the anchor point and the drawing sling of the chute. It is necessary to respect the requirements stated below resulting from the system placement, the direction of rocket firing, the type of container, the space inside aircraft and surface of aircraft (the type of fuselage material) to gain the sufficient kinetic energy of the engine for the cover release and the safety of crew.The more frequent ways of build up are stated below. Illustration no.4

Illustration no. 5

!! By textile fusilage surface the tube must lead out at least 5mm from the cover. !!! In rocket firing tiny parts are released, so it is necessary divide the crew from the built-in system by a section wall or by a seat rest, or by other solid fabric to protect from head or eye injury. !! Placement of handle activation lever of the system !! Place the activation handle so that it is accessible to both members of the crew and such that it is in a visible place. The activation handle must not be placed beside other similar levers e. g. valves, control of undercarriage, gas lever and so on. The bowden must not be drawn the way it would render easy firing impossible, saging cables must be fixed so that the bowden would not become intwined with some part of the aircraft. Space around the handle must be sufficient enough to allow grasping of the handle with a hand in glove. All nuts used must be secured against loosening. The bracket of the activation handle must be sufficiently fastened in a clamp connection of both the screws of the divided holder. This divided holder keeps the bracket on a base which is fastened to the construction of the

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aircraft. It must never loosen after the activation handle is drawn because otherwise the entire system would fail! The distance in the direction of drawing the handle must be a minimum of 12 inches(30 cm )because the cable of the drawer is pre-sprung in a loop, consequently the system must be drawn out completely until it comes to the end which results in its release. !!! Warning before starting the installation !!! In transportation the system is secured by a transportation safety wire A and the bolt B. As a matter of course, the activation handle is always secured by an operational safety e. g. a peg with flag when the aircraft is not ready to fly. This peg is secured by a red thread during the transport of the system to the manufacturer. In principle we install the system with both safeties secured. After installing the system on the aircraft (including the firing handle) we follow instructions on labels and drawings in the manual. After finishing the installation we cut the transport safety wire A,to screw out the transport safety bolt B , then we withdraw the transport safety A and B and keep it for transportation back to the firm to check the system. The system is secured by the operational safety only, we cut the red thread on the peg with flag in the handle, check the whole installation and the system is ready for operation. Bearing slings on the construction are placed into anchor points with their loops which are marked and equipped with aluminium folio against UV rays and also the slings are covered with protective cover against UV rays. In this installation of bearing slings from the anchor points bear in mind not to put the bearing slings through parts of the aircraft in places so that in drawing the chute some slings or the main drawing or connecting sling or a rope would run under some parts of the aircraft so that in drawing the chute out, the sling or the main drawing and connecting sling suspension or other entanglement never occured. Illustration no. 6 WARNING !! Transport safety snip A, unscrew B and drawing after the system instalation.

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6.4 How to order the system, types of system and system placement.
When ordering the system for your aircraft these principles, necessary for your safety, must be kept in mind. 1) Choice of the system size the chute is limited by the maximum permitted weight. This figure is the maximum launching weight of your aircraft (aircraft + crew + fuel + equipment), but without the weight of your rescue system.Never exceed this figure !!! 2) Choice of aircraft speed is limited by this criteria: a) For motor rogallo or motor paraglider there are possibilities: Chapter 2.2.5. the system GRS for speeds up to 160 Km/h., or with reinforced canopy GRS 3 up to 190 Km/h., or GRS 5 canopy with slider up to 260 Km/h. b) For aircraft aerodynamically driven the system is not chosen according to aircraft travel speed, but according to the speed achieved after destruction of a bearing part or a control element. For this aircraft category (tube and rope constructions) are recommended canopies without slider reinforced up to 190 km/h., or with slider up to 260 km/h. For fast, clean aircraft.. 3) Installation and the system placement the principle is applied here that in any other firing than into the upper hemisphere of flying aircraft, it is necessary to add an additional min. 120ft (40 m) more of height from given chart value for the safe chute opening. This is applied, for example, for horizontally installed GRS units, perpendicular to the flight axis, or aircraft overturning on its back before the activation of the unit. 4) Types in production and their modification GALAXY now produces 2 universal dural containers, 185 mm and 210 mm in diameter and several siyes and types of package - SOFT. These containers can be equipped with 3 basic mounts type 1(ab),2 or 3(ab),which are screwed on the container, or with their modifications.Soft package can be placed into a box in the aircraft, or to fix it by slings and loops. I. Type: OUT a) Installed on aircraft or rogallo outside designated only OUT installation outside see the chapter 6.4.1- throw-off cap only The order designation-example : M otor rogallo up to 350kg of weight GRS 3/350 OUT the holder and its placement (holder no. 1,2,3 (a,b) - equipment (cable, carbiner) See illustrations no. 7,8,10 II. Type IN-container with fabric cap is determined for systems always installed into the aircraft for inner installation. This type is installed into aircraft where is no space for the cap to lift off and where more space is not necessary for drawing the fabric cap off , than is stated in the enclosed illustration. M inimum height from the cap to the roof is 1 inch (20 mm). This container can be recommended anywhere, where the fuselage sealing against leakage on the container is secured. Installing conditions see chapter 6.4.2.

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The order designation-example: Aircraft aerodynamically controlled, weight 450 kg. GRS 5/450 IN the holder and its placement (holder no 1, 2, 3(a,b).) -angle holder, length of firing bowden - slings,number,their strength,maillone... S ee illustration no. 11.

III. Typ INSOFT is designated mostly for installation inside its inner container is
made of fabric and equipped with slings for fixing into aircraft. By means of slings and buckles is possible to fix the outer container with canopy directly on the fuselage frame, or bar in version Star is possible to set the firing direction variably and the inner container with canopy fix on a pad by means of dry zips. It is not possible in other modifications, where the firing direction is in the container axis. The big advantage is easy and quick way of build-in. For installation conditions refer to chapter 6.4.3. !! Warning for all orders ! By holders that are fixed strongly on the container by screws, must be always exactly determined, for which container position the holder is to be fixed. It must be specified already in the order of the GRS because later it can not be changed without dismantling all the system in the firm. ! By holders with fastening tapes it is possible to turn the container along the long axis even after the delivery ( fastening tapes are equipped with a screw and a self-secured nut). 6.4.1 Installation of the system OUT on the aircraft-see illustrations In principle we discern a) installation on a trike with firing axis sideways or slants upward at an angle 450-600 between the propeller and the trike bearing area (illustration no. 10). b) installation on the aircraft with tractor propeller,the system firing slant backwads over rudder approx.. 300 450 outside control vertical tail area or a minimum of twice the tail height over its top edge (illustration no. 7) or slant upwards in the flight direction (illustration No. 8) Method of installation It is possible to fix the container with the holder to the construction of the aircraft or the trike by means of stirrups and a form base see illustration no. 10. It is necessary, in some cases, to use a holder with a wider base marked no. 3 into which holes are drilled so that the container can be turned to the direction such that the firing axis aims between the propeller and the glide of the aircraft (in firing obliquely upwards), or into another suitable direction when installing the container of the aircraft. We always fix the container with the holder on the construction by means of at least four strengthened screws, type M6G8 with self-securing nuts. If possible the fixing holes should be drilled at the biggest possible distance from each other. In the event that the container is not installed by means of stirrups, but is installed directly onto the construction by means of screws, it is

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necessary to proceed cautiously because it is not possible to drill holes into the construction without first consulting with the manufacturer or a dealer. ! Note in fixing the steel hang cable on the construction of a trike attention must be paid such that in firing the GRS this cable does not run under the hang system of undercarriage and that it will be fixed in a sufficiently firm place (anchor point). ! Note in systems, which are placed in front of the propeller, it is suitable to connect the activation handle of the system with the electrical circuit of the engine, to switch it off. If it is not done this way, it is necessary to switch off the engine before drawing the handle. !!! Attention it is not important if the container with the rocket is in the position down, up or on its side it is important to keep a free space for safe drawing of the inner container and the rocket after firing, that is 1 1/8 (30 mm) of free space from the perimeter of the container and the rocket and the free lifting off of the cap failing to comply with this condition may result in failing of the system !!! Illustration no.7 Illustration no.8

Illustration no. 9

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Installation type OUT on the trike

a) example of the system installation b) example of the system installation for in horizontal position, using of the holder fring into the upper hemisphere, using of no. l standard. system the holder no. 3 (possibility of the turning around the vertical axis for 150)

illustration no. 10

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6.4.2. Installing the system into the aircraft IN-( with fabric cap) - see illustration no. 11 This container is equipped with a fabric cap which does not need for its pull-down a special place, it only needs to keep the minimum distance 1 (over 20 mm) from top of the container and 30 mm from the container perimeter and the rocket from the fuselage surface or any construction part.!!! In cockpit glazing (distance 100 mm from the cabin wall). By laminate fuselage see chapter 6.3. ! Warning it is forbidden to install this system on the aircraft the way it would be in direct contact with environs ( rain). Illustration no. 11

1. sticky foil

2. cut part of the fuselage 3. fuselage of the aircraft

Caution: use this system designated IN for inside cocpit, airframe applications! Remember to keep the 30mm distance of grater for clearence !

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6.4.3 Installation of the system into the aircraft S OFT - B and B2 This modification is used when there is a box in the aircraft to which the rocket engine and the canopy in textile cover can be fixed. This modification is fully in accordance with other GRS types, only the outside dural container is replaced by newly modificated textile cover which is placed into the box or the aircraft fuselage. The condition for the instalation of this system is that there is a water-proof box in the aircraft fuselage or a space in the fuselage where the systm can be placed, suspended by slings or fixed on a section wall. After the systm activation the whole cover (fixed with e.g. dry zip) over the textile container is thrown-off. Further conditions for installation of this system are the same as in the case of installation IN. Exhausts from the engine must be diverted outside the chute box. No. 12a

No. 12b

S OFT B, B-2 Vertical I. For this installation are determined modifications B and B-2 S OFT (ill. No. 12a and 13) or(ill. No. 6.4.5. VII), where the container SOFT is placed on a pad and fixed by a dry zip and secured by a needle. Or the SOFT container is placed on L holder in vertical position on a section wall and fixed by rubber tapes to the holder, variant S OFT vertical ill. No.12b. In both cases the rocket engine is mounted separately beside the container. After activation the engine lifts the whole container. It is the lightest GRS modification. Note: keep the allowed angle of firing against the container S OFT ill.12b.(note different aiming of rocket engine by both modifications) S OFT B and B-2 placed in the outside textile container ( rucksack, further indicated as R) can be used. The rocket engine is fixed directly on the outside container (rucksack). After activation and lifting of the inside SOFT pack, the outside container stays in the aircraft. Offered variants are with the engine placed on front side in the middle, or with possibility to mount it on the rucksack sides.

II. For installation into places without a firm pad or without a section wall, variant

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Modification SOFT B pack

Illustration no. 13

21

Illustration no. 14

22

! Warning all strengthened screws of strength M 6G8 used in the container installation are treated with silicon cement before installation and equipped with self-secured nuts. Other screws on the system are treated with safety cement loctite 243 against incidental loosening. Lift-off cap, the type OUT, is secured with silicon cement and the drawing sling is equipped with a rubber bush. The system is water-proof-sealed against moisture, but not against permanent exposure to rain during the aircrafts long term stand-by. Of course, this does not apply with the usual operational conditions during the flight.

Part 7. Method for preflight preparation of system and the secure - out
7.1 Check of activation handle of GRS system.
Placement of the activation handle is made such that it would be accessible from any position of the body in a single-seat cabin and by both members of the crew in two-seat aircraft. The activation handle is placed in a visible place, it is red and it is equipped with an operational safety with red flag with inscription S ecure out before start. After sitting in the cabin and after fastening the safety belts before start the pilot secures out the operational safety equipped with a flag turns the activation handle to both sides approx 450 in the turning axis to ascertain the sliding connection of the handle with the bracket box and adviseably places the flag into an overall pocket. He will again secure the system with this operotional safety after the flight. It is adviseable to secure it with a lock or to lock the cabin against inadvertent firing of the system.

7.2 Check of the fastening of the GRS system container onto the holder and the aircraft construction.
The pilot checks that there is sufficient rigidity of the fixing of the system on the construction of the aircraft and checks the space around the GRS system and makes sure that the system is correctly routed into free space. The tightness of the sealing cap which is treated with plastic cement should be examined as should all parts that are welded to each other, the firmness of the holder on the construction of aircraft should be checked, and the screw connections are checked to see that they are not loose.

7.3 Check of fastening straps - the pilot visualy checks the anchoring of the hang
straps and carbine on the construction of aircraft before the start and makes sure whether they have not loosened up anywhere or whether they do not prevent some pulls or levers from moving.

7.4 Check of unwanted objects on GRS unit -it is also necessary to include into
the preflight examination a check of freely laying objects that could be placed or fixed over the GRS unit or over the cap (e. g. protecting covering against rain and so on). These must be removed because the system would otherwise fail. If the unit is placed outside the aircraft, examine the connection onto the construction.

23

7.5 Placement of ignition switch

After sitting in the cockpit, the pilot has to have within his reach, besides the activation handle of the GRS system, also the ignition switch of the engine circuit. It is necessary in aircraft with pusher propeller, to bear in mind that the ignition of the engine must be switched off before firing. Its good to practice the procedure of a crash scenario, what to do with your hand first the ignition first, then the activation handle of the GRS system. The activation handle must be free during these operations. This must be made possible in all flight positions, because after a collision the pilot could be in stress and it is not possible then to look for the activation handle or ignition switch.

7.6 Fire extinguisher

If there is a fire extiguisher in the aircraft it is necessary to make sure, before the flight, of the possibilities of its safe use or about any necessary operations that are recommended in the manufacturersmanual. Also the space needed to control this device must be accessible for the pilot in any flight position.

Part 8. Procedure for the activation of the system in a hazardous situation

These are the principles for the activation of the system: - in unrecoverable situations or in a crash irrespective of height, activate the system immediately!!!-after fastening safety belts in the cockpit always secure out the GRS system !!! -practice moving to the activation handle of the GRS rescue system !! -bear in mind that pulling the handle quickly can save your life!

!!! 8.1 Procedure in firing GRS unit !!!

1. Kill the engine and ignition 2. Jerk the activating handle hard a length of at least 1ft ( 30 cm.) 3. Tighten up belts, if you have time 4. Protect your body (cover face and keep limbs close). To shut down the engine is important by aircraft with a pusher propeller In the case of using a propeller with a steel or carbon core, complete destruction does not have to happen in a collision with a steel cable, but it could, in extreme cases, roll the drawing sling with the chute into the propeller. ! In aircraft with traction propellers, it is of course better, to shut down the engine, but it does not have to be in the first place, especially in the case of rescue from a low height! ! If you have the time, shut the fuel supply immediately ! ! Important note: in pulling the activating handle of GRS, the wire, leading to the drawing wedge of the GRS unit, is stretched first and then the firing mechanism. Thus it is necessary to jerk with the handle in the whole course range of 30 cm.

24

8.2 After firing the system

Once you have pulled the handle and the rocket is deployed, it will be less than two seconds before you feel the impact produced by two forces. The first force is produced by stretching of all the system that is the rocket , suspension lines, inner container with chute, chute lines, drawing sling and binding sling this force is produced by drawing down the inner container from the chute in stretching the system above the aircraft (snatch force) in some cases of placement of the system, snatching of upper part of the cabin glazing may result. The second force follows after the inflation of the canopy from the opening impact and it will seem to you that the aircraft is pulled briefly backward. In fact the speed is only reduced. This force is called opening shock. Consequently the aircraft swings in a pendulum manner until it stabilizes directly below the canopy. The aircraft starts to descend under the canopy to the ground. Some control of the aircraft may still be present assuming the control surfaces are intact. Were your engine still running (in traction propeller) it is possiblle, even with limited capabilities, to direct the aircraft in a certain direction. This possibility occurs when the aircraft descends slightly bowed forward. If the engine is started again, do not forget to kill the engine and shut off the fuel. Once you have pulled the activating handle of the GRS system, the following phase of your flight may be a great unknown and a great adventure for you and your passenger. You are getting into a situation where a proper landing and the selection of a place in the terrain are out of your control in most cases. !!! Warning !!! If you should end up in power lines (carrying electrical current), do not under any circumstances touch any metal parts. Also shout this precaution to anyone attempting to help you. If a rescuer touches a metal part of the aircraft while standings on the ground, he could die through electrocution. Confine your movements until qualified personnel can come to your assistance.

!!! 8.3 Size of power effecting in opening on aircraft and crew

The Galaxy recommends from the safety reasons to equip the crew with 4-point belts,because forces effecting in canopy opening can be in the range of 2.5. 5.5 G . ! Warning ! The chute system is connected with binding slings, possibly steel cable, by a carabiner of a minimum strength 45Kn. The whole system is sufficiently designed for single weights and sizes. Slings must be placed on the aircraft at such anchor points that have at least the same strength as the slings alone.

8.4 Inflating of chute

The philosophy of the GRS is completely different from that of other systems, which use a rocket with lower performance. Such rockets are not able, due to the strong airflow, to get the canopy to a safe distance from the aircraft because the canopy is snatched backward during the drawing by a wind. This can result in entangling of fragments and debris of the aircraft into control rudders. So in these systems it is better to fire the chute slanted backwards and downwards. BUT! in this way the rescueing

25

aircraft needs to be higher above the ground. Another known system used a stronger rocket, but unfortunately the result of firing and pulling of the chute is worse than in the first case, because the strong rocket will with a sharp jerk, spill the contents of the chute just before it reaches the necessary distance. The GRS system ensures canopy lifting in the container untill the sling is fully stretched and then it reaches the safe distance of 60ft (18 m) where it is controllably opened. The colors chosen for the canopy unlike other producers who use for simplicity of production, army fabrics of the color khaki are bright shades like white, yellow or combinations of white and pink for better identification of a landing site in the terrain. Furthermore there is no sharp lifting upwards of the nose of the aircraft in the firing of the GRS type as in the above described systems where after the canopy opens, the aircraft will literally turn around traverse axis and will displace itself upwards. In the second phase the aircraft will go into the descending phase it now falls verically to the ground at a speed approx.. 6.4 m/second (it is like a jump from the height of 1.8 m). Unpredictable consequences may happen during this descent and after striking the ground because if it is not possible to control the aircraft with the engine, it could end up anywhere. !!! It is necessary to tighten safety belts before touchdown, pull your limbs close to your body, cover your face if possible or brace your hands against the firm edge of the dashboard and prevent hurling your body onto the dashboard.If your aircraft has a retractable undercarriage, stick it up as soon as possible. On the contrary, before falling in water it is necessary to put your hand on the secure-out of the belt to be able to extricate yourself immediatelly after touchdown. Having sufficient time, the cabin is quickly opened, before it reaches water. ! Warning ! The optimal descent of the aircraft is in the position of normal flight. That is why it is necessary in ordering and installing the binding slings, which are connected in one point after installation, to pay attention to correct measurement of their length so that this position is kept in descent.

8.5 Possible catostrophe scenarios

!! On board fire if such a fire breaks out while the aircraft is still controllable, it may be useful to fly the airplane in such a manner that the fire is directed away from occupants. For example, if the fire resulted from a front-mounted engine, the aircraft should be put into a slip, which directs any open flames away from the cockpit area. !! Mid-air collision in the crowded skies around many hubs of great aviation activity, the chance of collision with another aircraft is all-too likely. Of course, you should take any and all steps to avoid such encounters. However, if such a collision occurs, the GRS unit should be fired immediately. !! S tructural failure fortunately, failures of modern aircraft airframes are extremely rare. But should a major component of the aircraft fail for whatever reason, the GRS unit may offer the only chance of saving your life. Such a failure should be of catastrophic proportions before the use of the GRS unit is advised. If the aircraft can still be controlled, and if it will remain intact untill it reaches the ground, then the plane should be

26

flown to a normal landing. If you are uncertain of structural integrity all the way to a landing, then once again, the GRS unit may be the only good choice. !! Loss of aircraft control in a near miss in some, fortunately rare situations, a near miss could result in a temporary loss of control. One example of this is an upset as a result of wing tip vortices behind other aircraft. The aircrafts controls may still work and respond, but the turbulence may overpower the control authority. If this manever is relatively near to the ground, the GRS may provide the life-saving back up the pilot requires. !! Pilot incapacitation this may include situations such as a heart attack, stroke, being temporarily blinded, extreme levels of stress where a pilot freezes up and cannot act properly. In this case a passenger must activate the GRS . Its location, therefore, should be pointed out to all passengers. !!! Fall into spin from a low altitude- a certain percentage of disasters are caused by unskilled pilots. For example when landing, in the third or the the fourth turn the aircraft falls into a spin caused by a loss of velocity of the aircraft or by a poor piloting in a glideout turn. In this case the pilot should not try to control the spin but should fire the GRS unit immediately. !! Engine out over hostile terrain - many pilots dread the situation where a highly reliable aircraft engine may break down or run poorly. This should not be a reason to deploy the GRS unit unless the terrain below will not accommodate a normal landing. If the surface is extremely rough, a landing may be impossible.If it is at night, or if the weather is overcast and visibility may be obscured enough to prevent a normal landing approach, the GRS unit is your only option. !! Pilot disorientation it is somewhat different than engine out and pilot incapacitation. Several causes are severe, for example: vertigo or spatial disorientation in which you cannot tell up from down. A pilot in rough air may get airsick and disoriented, or in bad weather, a pilot can get so lost that fuel reserves are used up, or mountainous terrain may confuse a pilot. Another situation that may happen in mountainous terrain is the closing of clouds over peaks which causes severe turbulence and descending currents in valleys. This situation calls for reorientation and continued flying or landing but it is easier said than done. The use of the GRS system is the only solution from such impasse situation. !! S hort runway in the case of very short runway. The pilot should approach the ground to a distance of 2-3ft (0,5-1 m) and the fire the GRS unit. Deploying of the chute slows down the aircraft which stops after approx.100ft ( 30 m).

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Part 9. Warranty and using time

9.1 Guarantee term is prolonged from mandatory 6 months according to the commerce
law to one year guarantee from the date of purchase of the GRS system. The date of purchase and production of the system is marked in the operational manual and confirmed by the manufacturer.

9.2 Usable service life = with a five year cycle.

The use of the product, without repacking the chute on changing the engine is currently planned for a five-year period when adrresing to all conditions for the operation of the system as stated in this manual. Regardless whether the system has or has not been used. The user is obliged, after the expiration of this period, to send the system for obligatory revision to the manufacturer. The system is checked in this revision. The chute, if not tampered, is aired and repacked, the rocket engine is always exchanged for a new one. Before sending the system to the manufacturer it is necessary to contact your dealer or the manufacturer so that safe transportation of the product to the manufacturer is ensured. !!! Protection of the product for transportation- allways inform the producer before sending. The transportation should be performed in a way so that all conditions for transport of goods classfied in the class 1 explosive in accordance with IM DG CODE classification 1.4G are kept. In the event that it has not been possible to keep all coditions, the user must bring the system to the manufacturer at his own risk and expense. We therefore recommend you to keep the original transport cover, including the bedding, the transport safety and the protecting basket for transportation back to the manufacturer. 9.3 S ervice life of the product is in five year cycles, 25 years. The manufacturer requires that all the conditions mentioned in this manual are kept. !! The firm forbids !! Long term exposure of the GRS unit to rain, excessive vibrations, vigorous mechanical shocks, acids, agressive oils and liquids, poor treatment, mechanical tampering with individual parts of the system caused by sending the unit without original box and safety measures along with failing to comply with the conditions of maintenance mechanisms may result in life endangering to persons assisting in transportation. Furthermore it is forbidden to dismantle individual parts of the system and to disturb with the seals. It is necessary to treat this system as a pyrotechnical device and to behave in your surroundings as with a loaded or unloaded gun, in accordance with aircrafts phase regime and during assembly of the system. !!! The manufacturer disclaims responsibility for incorrect manipulation of the GRS system and the use of the GRS system is entirely at the users- pilots own risk !!

28

!!! The manufacturer deslaims all responsibility for the operation of the system by a user !!! Every pilot bears responsibility for his own safety and must take such care, that the aircraft and the GRS rescue system is properly checked and used according to the manufacturers manual. 9.3.1 The firm recommends To photograph, after installing the system, all particular parts, which are concerned with the installation of the system and with the construction of the aircraft 1) mounting of the container on the construction of the aircraft; 2) the direction of firing into a planned opening. A view in which the direction of the rocket and container are clear, must be photographed. This projectory must not be obstructed by any part of the construction of the fuselage, its covering, tail surfaces or by an engine frame. Have this checked by the manufacturer. 9.3.2 What the firm does not warrant In the event that the system has not been installed in accordance with the manual and chart, or othervise modified, the firm does not warrant the flawless function of the system and the safe return of the aircraft and its occupants to the ground. This situation can occur, for example, by the incorrect routing of a sling around an undesirable part of the construction, incorrect aiming of the rocket fire axis or an insufficiently prepared opening for the perfect pulling of the chute and the inner container from the aircraft etc. We are obliged to notify the user that in the event that the system is properly treated and secure-out, firing of the rocket should not fail when the activation handle is pulled, but because of the above mentioned possibilities a safe rescue cannot be guaranteed. In the event that any component is incorrect, the manufacturer is obliged to repair it or substitute it with a new one till the end of the warranty term, that is from the date of purchase from the manufacturer or an authorised dealer. All replaced parts and products become the property of the company. This limited warranty does not include service to repair damage to the product resulting from accident disaster, misuse, abuse or unauthorized modification or repair of the product. Limited warranty service may be obtained by delivering the product to an authorized dealer and providing proof of purchase date. Contact a dealer or the company for further information. Do not replace any parts and do not assume you are buying the same quality parts from another source even if the part numbers appear to be identical. All expressed and implied warranties for this product including the warranties of merchentability and fitness for a particular purpose are hereby disclaimed. And, no warranties whether express or implied, will apply. Some states do not allow limitations on how long an implied warranty lasts, so the above limitations may not apply to you. Use of the GRS unit is for emergency situations only. S uch use is subject to mishap, injury, and even death. S ince the Galaxy cannot govern this use, the company hereby disclaims all liability resulting from these situations.

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Part 10. Double security against firing

The GRS system is, unlike competitive products, secured by two safeties. The transport safety and the operational safety for an operation. Transportation itself is performed with both safeties. Flight operation itself is performed with the operation safety only that is the safety with a flag. !! Warning it is not possible to fire the system without cutting and pulling the operation safety.

Part 10. Double security against firing Part 11. Method of disposal of expired units
In the event that a user does not install the system on an aircraft and asks the manufacturer for liquidation: He returns the system according to the above mentioned procedure. The manufacturer will not assume that the system would fail during its operational life with regard to proper maintenance, the double ignition system with ignitors, performed laboratory construction of the engine by a renowned manufacturer Aliachem a.s. Semtn Pardubice. The canopy and other parts as well are manufactured according to long time and tested process. All is checked continuously. ! The manufacturer notices the user that in any damage of the system (for example due to the aircraft crash, when the system was not used) the user is obliged to equip the system with transport safety A,B or with the protecting steel basket directly on the aircraft. Nobody is allowed to move around in the firing direction during installation. Report the extent of the damage to the manufacturer so that life of the user is not in danger. It is necessary to contact the manufacturer immediately. In the event that it is not possible to secure the system against firing or to secure it by the protecting basket or when it is not clear in what condition the system is after the crash,it is necessary to contact the manufacturer immediatelly. From these reasons the place of the GRS system placement must be marked by a sticker. !!! Do not manipulate with the device !!!

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Part 12. Technical data

You will find the suitable rescue system which can be used for every size and type of aircraft or rogallo. GALAXY offers you the variety of possible sollutions for all weights and types of aircraft and motor rogallos. When choosing the system of installation into the aircraft (UN or IN), it is necessary to pay attention to the stated min. sizes for the system placement into the aircraft fuselage according to enclosed drawings and sizes. It is also important to see the illustrations for the aircraft placement.

THE SYSTEM OPERATION COURSE:

1) 2) 3) 4) GRS GRS GRS GRS 3/270, 350, 450 kg up to 160 km/hrs and up to 190 km/hrs strong version 4/270, 350 kg up to 230 km/hrs 5/350 kg up to 250 km/hrs., GRS 5/525 up to 240 km/hrs 5/450 up to 260km/hrs. Illustration no. 15

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Ilustration no.16

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PRODUCTED GRS TYPES SURVEY

Ilustration no .17

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CHART TECHNICAL DATA

Illustration no. 18

TYPE

GRS 270

GR 350

GRS 450

GRS 525

GRS 650

GRS 3 /160 km/h. test LAA CS Maximum speed in opening : certificated maximum Maximum Weight in opening : certificated max.T.O.weight GRS 3 / 190 km/h. test LAA CS Maximum speed in opening : certificated maximum Maximum Weigt in opening: certificated max.T.O.weight GRS 4/ 230 km/h. tested Maximum speed in opening : certificated maximum Maximum Weight in opening: certificated max.T.O.weight GRS 5/ 240 km/h. test LAA CS Maximum speed in opening : certificated maximum Maximum Weight in opening: certificated max.T.O.weight GRS 5/ 250 km/h. tested Maximum speed in opening: certificated maximum Maximum Weight in opening: certificated max.T.O.weight GRS 5/ 260 km/h. test DULV German Maximum speed in opening : certificated maximum Maximum Weight in opening: certificated max.T.O.weight Descending MSL ,m/sec. Number of lines Time of opening: GRS 3 GRS 4/5 Whole weight : includes 0,5 m main belt Whole weight: includes 0,5 m main belt Whole weight : includes 0,5 m main belt Drawing sling / Main belt GRS 3 OUT/IN GRS 4/5 OUT/IN Soft "B / B-2" Soft R includes

160 160 270 280 190 190 270 270 230 230 270 280 6,4 24 1,3 2,1 8,8 8,6 9,1 8,9 7,8 8,2 4,5 m 0,45 kg

160 160 350 360 190 190 350 350 230 230 350 360 250 250 350 380 6,4 24 1,5 2,5 9,6 9,4 10,1 9,9 8,0 8,5 4,5m 0,45 kg

160 160 450 480 190 190 450 450 260 260 450 480 6,4 24 1,8 3,0 13,0 12,8 13,3 13,1 11,4 12,2 5,0m 0,5 kg

240 250 525 560 6,4 26 3,2

km/h km/h kg kg km/h km/h kg kg 230 km/h 230 km/h 650 kg 680 kg km/h km/h kg kg km/h km/h kg kg km/h km/h kg kg 6,4 28 sec. 3,4 sec. kg

14,7 14,5 12,7 13,5 5,5m 0,5 kg

kg 14,4 kg

6,0m 0,55 kg

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INNER ARRANGEMENT OF THE GRS SYSTEM

Illustration no.19

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.

trigger rocket engine tube for rocket cover of the tube bowden with a wire transport safety A,B cover of the rocket secondary safety of the cover primary safety of the cover cover of the container trigger handle safety with a flag outer container anchoring sling 50 KN carabiner 50 KN holder base 3 x 8 ( 80 x 200mm) chute inside container lines

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HOLDERS MOUNTING SURVEY

Illustration no. 20

270, 350, 450, 525 kg

36

DRIVING SYSTEM INSTALLATION SET

Illustration no. 21

COMPLETE ASSEMBLY AND ARRANGEMENT

1. Engine VRM 1 2. Box of rocket with holder of bowden and base desk 3. Laminate cover with the opening for the safety and bowden 4. System container with canopy 5. Launching mechanism 6. Screw for the cable connection with the handle and the trigger 7. Launcher 8. Spring 9. Head of the rocket box 10. Safety needle of launching wedge A and bolt B 11. Wire of launching handle 12. Bearing slings from engine to inner container 13. Launching wedge 14. Engine hanging system for bearing slings fixing. 15. Launching mechanism handle 16. Safety peg with little flag in handle 17. Rivets to fix the rocket box 18. Holder for fixing the handle on an aircraft 19. Springs 20. Safety against engine turning

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DRAWING SYSTEM INSTALLATION SET

Illustration no. 22

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

Inner container with canopy Drawing sling protected against UVR Firm stirrup mailone Container Hanging loops of chute lines Chute lines Springy O rings Drawing sling Sealing of sling M ailone hanging of engine and container Hanging slings of engine and container Engine URM -1 Laminate lid Canopy in inner container Braking little chute of engine Loop of braking chute

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ENGINE TECHNICAL DATA

of rocket engine GRS VRM
using: all types and sizes of rescue systems GALAXY M aximum rocket engine pull Stable pull of rocket engine M ax. pressure of rocket engine Impuls of rocket engine Temperature range Weight of engine Diameter of rocket engine Length of pressure part of rocket engine 930 N 650 N 17,4 M Pa 0,63 KNs + 60C 30C 1,5 Kg 50 mm 200 mm

HANG SLINGS FASTENING SYSTEM

Illustration no. 23

1. 2. 3. 4. 5.

The hang points of the aircraft Position of the container Stability of the sling min.45 kN Stability of the sling min.25 kN Direction of the fire

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Part 13. Maintenance of system 13.1 Maintenance by GRS - this entails maintenance every
five years after the end of the using service life cycle. The firm proceeds here as in the part 9.2. The user follows the instructions for sending the system to the firm.

13.2 Maintenance after tampering

after moistering the parachute in water or you suspect water or moisture has gotten into the container, the destruction of the container, bowden, handle, covering of engine, tampering of drawing sling, its covering or cap sealing of the container, the unit must be sent immediatelly to the manufacturer for revision. If you are unsure of the system reliability for any reason, due to impact or tampering, contact the manufacturer of the system immediately.

!! Warning -this does not apply only for the GRS unit but also for the hang rope, the hang slings and the carbines. Whatever tampering to these or tampering of their covering, protecting, for example, slings against UV or their direct tampering, may result in serious consequences.

13.3 Ownersmaintenance
How to keep the GRS system on aircraft fully workable as long as possible. It is a matter of course to examine the system with accessories usually before every flight and to check the overall state of the device, as mentioned above. !! Especially dangerous are vibrations and their effects are unpredictable therefore screw connections, nuts, welded parts, cap sealing with cement, slings and so on should be carefully examined. The influence of vibrations may result in the loosening of the entire GRS system on the aircraft and its slant from the planned axis of firing. This would result in the failure of the system. Steel parts we treat with silicon oil, preferably spray. We recommend to do this treatment after every 50 hours for systems installed outside and once a year for system installed inside. This mainly involves the activation handle bracket case of trigger, so that it is always moveable and workable - see illustation. The system itself cannot be treated because all the parts are placed under a laminate cover and they are sufficiently treated. Thus we check only whether the container or the cover have not been damaged. These tamperings may result from fly-off stones in landing or launching on a runway by thorough checking such defects are discovered in time. After finding such a defect inform the manufacturer immediately.

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13.4 Moisture and other contaminants

As we have already mentioned, outer and inner containers protect the parachute from some forms of contamination. So we can say that the unit is protected against moisture, but it is not water proof. Heavy rain or frequent rain, long time exposure to rain, use of floats may cause moisture to leak into the unit,which could result in the system failure.Also installation in the proximity of a tank neck or fuel installation may cause fuel or oil to get on the system, the drawing slings or inside the system. The results can be the same, i.e. the failture of the system. The simplest solution is to cover the system with a suitable covering while refueling or filling with oil (do not forget to remove it before a flight). Also flying in dry conditions limits enormously the possibility of the unit failure.

13.5 Possible corrosion in activating handle

This problem can arise during flying in frequent rain or the exposure of aircraft with open cabins to rain while hangared. Possible corrosion is removed by removing the safety pin with flag and turning the activating handle clockwise and counterclockwise approx. 450 . If this is possible twist the handle clockwise several times around and then the activating handle can be easily lifted from the bracket case of trigger to a height of up to 0,5(1 cm) with a force of app.1 lb (0,4kg), spray the area with silicon oil. Even though the force required for firing is 25 lb (11 kg) and the route for stretching the trigger mechanism app.2,5 (7 cm) this operation should not be performed in a hangar or a closed space but in the open air, ensuring that nobody is allowed to stand in the axis of the possible GRS unit fire!!! In the event that the handle cannot be removed, contact the firm immediately because no amount of physical strength will remove the handle and the system cannot be fired. Illustration no. 24

This case should not happen when the unit is checked regurarly and occasionally treated with silicon oil.

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13.6 Ultraviolet degradation

UV degradation is caused by the exposure of material to sunlight. Some materials will degrade quite rapidly, such as manmade fibres and plastics.The GRS unit is thoroughly protected against UV degradation. Unlike other products, all important connections, especially sling loops, are protected against UV degradation. Sling loops and loops for anchor fixing are protected with aluminium folio because they are exposed to the sun rays, which penetrate into the cockpit, the most. Therefore it is useful to equip the cabin with a suitable cover. !! The firm recommends along with ending of the five-year cycle, to hand over to the firm for checking the drawing slings.

13.7 Pollution of the GRS unit

Any permanent pollution of the GRS unit or tampering of labels are not permitted. Thus, it is necessary to keep and maintain the unit according to the manual. Such label tampering occurs, contact the manufacturer. When the aircraft is in very dusty surroundings and it is not certain whether this dust or other contaminants have penetrated under the rocket covering to such a degree that would cause the system to fail, you are recommended to have the system checked by the manufacturer. This applies even in the case of excessive contact with water or other liquids

13.8 Protection against incidental firing of the GRS unit

As already stated, it is necessarry to treat the system as you would a loaded gun and after finishing a flight to secure the system against incidental firing. Children or curious adults can cause the unit to be activated. Thus always carefully replace the safety pin with the flag into the pawl so that its pulling out could not be incidental. If the cabin cannot be locked it is adviseable to secure the activating handle with a lock This prevents all possible negative consequences while the aircraft is unattended.

13.9 Maintenance planning Always contact the manufacturer!!!

The five-year operational life cycle ends with the expiry of the time designated on a label placed on the system container. This data is also stated in a warranty list of the GRS system. Thus it is suitable to plan the system maintenance for winter months so that the unit is ready for the summer season. Order by telephone, fax or E-mail. !!! When dismounting the system proceed in the same way as in installation. Both safeties must be inserted in a safety position before you start dismounting the system. In the event that the transport safety has been lost, substitute it with a steel wire cca. 2 mm (safety A) thick which you insert, according to the manual , into an aperture in the trigger wedge. You bend both sides of the wire to prevent its falling-out and to screw bolt M5 safety B. Put on the steel protecting cover, which you have stored (if not, ask the manufacturer to send it again). Proceed in the same way with the cardboard cover, which is designated by UN number- the manufacturer will let you know the number for given year. This number classifies the device inside the cover.You place the label Explosive 1.4G. In the event of five-year revision do not

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forget to inclose the drawing slings and other parts of the system which are necessary to be checked as well. If you come across any problem concerning sending the system back, it is necessary to ask the manufacturer for all the stickers and materials you need. ! Warning ! If you send the product outside the Czech Republic, i.e. the state of manufacturer, it is necessary to note in the documentation of the shipment and on the shipment that the product is being sent back for a revision. If you fail to do so, Galaxy could be taxed on its import, which would be then charged to the customer. ! Request of the firm ! After any firing of the system (emergency situation, real firing etc.) contact GALAXY immediately.