On March 29th, 1968, a Grumman OV-1 Mohawk based at Vung Tau, Vietnam was shot down by enemy fire. The Observer SP4 Fletcher ejected with his MkJ5 seat and was safely recovered as the 2000th live saved by the Martin Baker Ejection Seat. On July 10th, 1971, a McDonnell-Douglas F-4 Phantom flown by Captain RC wheeler, USAF over South East Asia, received battle damage in the starboard wing resulting in the wing catching fire. At a speed of 260 kts at 3,000 ft., 1st Lt. JF Stuerner (WSO) ejected followed by Cpt. Wheeler (pilot) using their Mk H7AF seats, as the 3000th lives saved by the Martin Baker Ejection Seat. The Ejection Tie Club was funded by Sir James Martin CBE DSc CEng FIMechE FRAeS. The primary objective of the Club is to provide a distinctive tie to be worn with civilian clothing and thus to provide a visible sign of the members' common bond. The design of the tie incorporates the warning sign to be found on all aircraft equipped with an ejection seat. Life membership of the Martin-Baker Tie Club is confined solely to persons who have ejected from an aircraft in an emergency using a Martin-Baker designed ejection seat, and thereby saved their life. Membership currently numbers 5270. 

The MK-GRU-7A Ejection Seat is employed in the F-14A and F-14B Aircraft as the primary means of escape. The SJU-17(V) Naval Aircrew Common Ejection Seat (NACES) is the primary means of escape from disabled F-14D Aircraft. These seats also provide in-flight restraint and necessary cockpit interfaces for mission performance.  MK1 EJECTION SEAT The Pre-Mk1 seat used by Bernard Lynch was completely redesigned after the first few tests, to allow for production on a quantity basis. Another series of dummy ejections was also repeated, perfecting the design of the drogue and its stowage and curing the various teething troubles which developed. Finally, on 19th August 1947, Lynch again ejected himself, this time at 12,000 feet at an indicated air speed of 420mph. He landed safely and afterwards stated that no shocks had been felt, even at that high speed. This successfully demonstrated the smoothness of the ejection gun, the effective protection of the face screen and the efficiency of the stabilising drogue. In June 1947, the authorities had decided to standardise the Martin-Baker ejection seat for installation in all new service jet aircraft, and the work of production and installation was put in hand for Meteor, Attacker, Wyvern, Canberra and later the Sea Hawk and Venom aircraft. These seats were provided with a seat pan capable of being raised and lowered to accommodate pilots of varying stature without increasing the height of the seat. The seats also included adjustable foot rests, and integral thigh guards to prevent the occupant’s legs being forced apart by air blast. The seat was guided during ejection by four rollers running in a guide rail assembly, bolted to the aircraft structure. A considerable number of emergency escapes were made with these manually operated seats, which fully justified their introduction in service aircraft. Their limitations, however, were already obvious and the idea of making the whole sequence of events automatic began to take shape...

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