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Martin baker harness
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 AugustLynch again ejected himself, this time at 12, feet at an indicated air speed of mph. 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 Junethe 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 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. Looking to install a new seat into your aircraft? Skip to main content Back to Products. Drag to rotate the MK16 Ejection Seat. Mk1 Ejection Seat. The first ever live Mk1 ejection was on 30th May 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. Careers Merchandise Gallery.
Martin-baker seat harnessSince the s, Martin-Baker has been the world leader in the design and production of aircraft seating systems that prevent injuries and fatalities caused by accidents. Our seat products are found in all types of commercial and military aircraft. This rotating and traversing crash attenuating seat was designed to be a multi-functional seat for aft cabin crew members working in aircraft with a low ceiling clearance. Attachment fittings allow installation or removal in less than a minute without tools. It meets TSO Ca criteria. As with all TSO Ca certifications, the installation is specific to the aircraft type and configuration. However, Martin-Baker is experienced at meeting customer specific requirements and obtaining the required certification. The standard seat has a headrest, two stowable armrests, a four-point, single-click harness with rotary quick-release buckle, black harness and blue fabric covers. However, optional features can be introduced to suit operator requirements such as fabric type and colour, harness colour and removal of armrests. In applications where embedded floor track is not available, a floor overlay pallet is attached to existing floor hard points. This pallet can also be used to integrate operator consoles. Seat functional features and aircraft integration options offer flexibility in aft cabin design. Looking to install a new seat into your aircraft? Skip to main content Back to Products. Drag to rotate the MK16 Ejection Seat. Rotating and Traversing. Installed or removed within 20 seconds. Rotating and Traversing Seat Since the s, Martin-Baker has been the world leader in the design and production of aircraft seating systems that prevent injuries and fatalities caused by accidents. Rotating and Traversing Seat Height: Rotating and Traversing Seat 4pt harness Rotation Optional armrests. Careers Merchandise Gallery.
Martin-baker mk 4 ejection seatIt is a relatively niche hobby requiring much money, time and effort to make it worthwhile for the purists. Overseas in the USA and UK mainly, reenactors that recreate pilots and aircrews have been going on for decades. These efforts have become very large scale and quite popular. Some of the more popular airshow events like Duxford, Oshkosh and many more, attract reenacting teams who work with warbird organisations like the Commemorative Air Force, Collings Foundation and many other individual warbird owners, so that they can recreate extremely detailed period era settings alongside the aircraft. These meticulous recreations are alone in some cases a good reason for the general public to attend the airshows to see how people years ago lived and worked in combat areas. Over in Australia, people and groups who focus or specialise on reenacting aviation pilots or ground crews from past wars or military service, are counted on 2 hands nearly. This is because due to a variety of reasons is a relatively new concept in Australia to reenact aviation. The public displaying of heritage flying gear is a still mostly unheard of in Australia. These limitations combined, means sadly that many rare and highly interesting flying gear items are never seen by the public on display except at some museums. This DUAN feature story examines 3 people — covering from Queensland to Victoria — who are making efforts to bring to the airshows and events across Australia some aviation reenacting. Phil has been a flying gear collector and restorer since with a large and diverse collection built up covering a few different eras. He observed over the period from to at airshows there was a missing component in that the public werent being educated to the background nor why the use of flying clothing. After seeing that there was virtually none to extremely limited interest from other flightgear owners in NSW in wishing to display their collection of vintage flying gear, Phil started in to attend airshows with some of his flying gear collection in order to show the general public what pilots wore in combat and peacetime from across the s. He initially set up a small display the HARS museum airshow day in and then over the next few years, expanded into a more interactive and diverse display. Included was a very uncommon ejection seat to see in Australia — an F-4D Phantom Martin Baker H7 type ejection seat for the public to sit on. Filling in the gaps and the lack of public knowledge about flying gear, Phil is able to educate the general public on historical issues and reasons as to why the flying gear was chosen for specific timeframes and how it works. Many kids and adults have had some fun doing this. Some Royal Australian Air Force cadets have never seen an ejection seat before up close that they could touch and they are quite curious when they sit it in and try on the helmet as well. Though it doesnt replicate the fun of sitting in an actual aircraft cockpit, the ejection seat display nevertheless enables a person to learn about some of the life support equipment systems that some aircrew use. Besides attending airshows with the above educational display setup, some of these events enables Phil to take part in reenacting around aircraft while the public take photos. This helps the general public to see historical warbirds with the correct era pilot standing nearby thus allowing a period setting to be created. In order to this make happen, there is some background work and Phil organises and discusses with the owners or museums the planned outcomes or access arrangements needing to be obtained. Sometimes the effort to transport the collections to airshows or events is quite significant and can involve a bit of logistical planning. Some events can be catered for easily with a suitcase size pack while others will need a vehicle and trailer to move all the items safely and securely. This mix of people enables quite interesting discussions to take place and at times to enhance the flightgear reenacting network. Phil is also able to offer for a small fee, a consultancy service to museums and collectors, to assist in acquiring the correct era flight gear for displays.
Martin-baker helicopter seatAfter some 23 years of development, the design of the Martin-Baker ejection seats was becoming somewhat complex, and, towards the end of the s, a new design was put in hand which eventually became the Mk9 seat. The general design features of the ejection gun and guide rail, the barostatic time-release unit, the drogue gun and the personal equipment connector were retained, but considerable changes were made to the general seat structure, the drogue container, the parachute and the seat pan. These design changes resulted in a marked improvement in the appearance of the seat and in personal comfort for the occupant. These seats were equipped with power retraction and a completely new gas-operated seat firing system, superseding firing cables and utilising one firing handle only, mounted on the seat pan, the face screen and its firing cable being dispensed with. Looking to install a new seat into your aircraft? Skip to main content Back to Products. Drag to rotate the MK16 Ejection Seat. Mk9 Ejection Seat. There are Mk9 seats currently in service. Currently flying in Sepecat Jaguar. Mk9 Ejection Seat After some 23 years of development, the design of the Martin-Baker ejection seats was becoming somewhat complex, and, towards the end of the s, a new design was put in hand which eventually became the Mk9 seat. Mk9 Ejection Seat The seat firing handle is pulled Harness retraction operated Canopy jettison initiated Ejection gun fires, seat moves up the guide rails, secondary cartridges fire Leg restraint cords tighten until the rivets shear As seat rises, static line initiates the drogue gun time-delay As seat rises, static line initiates barostatic time-release unit Aircrew services and electrical lead disconnected Emergency oxygen turned on Underseat rocket pack initiated Approx 0. Above m ft Barostat prevents operation of time-release mechanism Below m ftlow speed After delay of 2 seconds to give time for speed to decrease, the barostatic time-release unit operates to release parachute harness from seat locks, release scissor shackle to release drogues and commence parachute deployment Main parachute deploys, aircrew separates from seat after being held momentarily by sticker straps. Action of sticker straps ensures divergence of aircrew and seat Operation of auxiliary parachute pulls parachute hard shell clear of area Normal parachute descent Manual lowering of personal survival pack Manual initiation of liferaft inflation when carried Manual separation system available if necessary. Operation of manual separation handle releases parachute harness, negative-g strap, PEC and leg restraint cords. Parachute withdrawal line is severed, freeing parachute from seat. Aircrew can then use rip cord to operate parachute. Careers Merchandise Gallery.
Martin baker merchandiseSince the s, Martin Baker has been the world leader in the design and production of aircraft seating systems that prevent injuries and fatalities caused by accidents. Our seat products are found in all types of commercial and military aircraft. There is an option to add sideways seat movement in installations where a floor overlay pallet is used for seat integration. This adds another design dimension to make the mission station more effective. It is so effective in this role that it is now incorporated in some fixed wing aircraft. This lightweight seat integrates to MS aircraft floor track on inch centres. Some designs use floor overlay pallets that attach to aircraft hard points or cargo tie downs and track for seat movement is machined into the pallet. Optional seat sideways movement plus regular fore and aft movements are available with pallet track. The seat offers a lot of flexibility for aft cabin designers. The standard seat has a hoop headrest, a stand-up harness with rotary quick release buckle and three MA type inertia reels. It is also available with a five point harness. Metal finishes are NVG compatible. The seat cover options include vinyl for medical applications, a fabric version for military use and an extended mission duration cover set. Other optional features to suit specific operator requirements include armrests, alternative headrests, black or silver seat structure, specific fabric types and colours. Looking to install a new seat into your aircraft? Skip to main content Back to Products. Drag to rotate the MK16 Ejection Seat. Stand up harness. More Information Overview Specifications Functions. Careers Merchandise Gallery.
Martin-baker ejection seatNew generation lightweight fighter aircraft, such as the Dassault Rafale, demand significant weight reduction for all their subsystems in order to achieve a lower aircraft total mass. The Mk16 ejection seat design optimises pilot field of view and improves comfort and pilot efficiency. Reliability and maintainability have been key elements in the design, resulting in an escape system that has full component accessibility in the cockpit. Modular construction enables the seat to be safely removed or installed in minutes without removing the aircraft cockpit canopy. Looking to install a new seat into your aircraft? Download our printer-friendly brochure containing all the essential information on the F16F ejection seat. Skip to main content Back to Products. Drag to rotate the MK16 Ejection Seat. Mk16 Ejection Seat for Rafale. Over F16F ejection seats in service. F16F Ejection Seat for Rafale New generation lightweight fighter aircraft, such as the Dassault Rafale, demand significant weight reduction for all their subsystems in order to achieve a lower aircraft total mass. Brochure Download our printer-friendly brochure containing all the essential information on the F16F ejection seat. Download Brochure. Careers Merchandise Gallery.
Martin-baker ejection seat cost
The first quick release fittings were used on an integrated torso harness starting in World War 2, the Navy being the first to employ them on their aircraft because of the danger of crews walking across the carrier deck and getting blown overboard if the back parachute accidentally deployed. By having the pilot wear a integrated torso harness and having him hook into the ejection seat at the aircraft, this also saved him from lugging the heavy 'chute around. It is obvious from this picture how the Air Force and Navy seem to think they have to be totally different, basically exact opposites. The MA-2 has a series of webbing straps going between the legs, over the shoulders, and across the chest. The pilot would put it on by slipping his legs through the leg loops and pulling it over his shoulders. There is a zipper in the front that closes the body material and then a chest strap is cinched. The early MA-2s had the body material coving the entire strap system. Most pilots found this full-body material restrictive and uncomfortable. Some studies were done and it was found that the full-body material provide no extra support and was basically unnecessary, so the ALSE Techs were able to cut the lower body material away from around through the early s. Aroundthe MA-2s were being manufactured without the lower body material. This type of MA-2 is still being used today. The MA-2 torso harness used 2 sets of quick release fittings. The extraction ring was used in case the crewmember had ejected, it gave a rescue helicopter a solid point to attach a winch to and pull him to safety. The MA-2s were issued with a small V life ring from the late s through the late s. In the early s, after use in Vietnam showed the small V ring was sometimes difficult to hook to if injured or under fire, the crewmembers began putting large carabineers on their MA-2 harness too. Inthe military got the picture and began have the MA-2s made with large snap life rings in place of the small V ring. From introduction the s through mids the RJE fitting was used on the upper and lower points of the MA In the s another company came up with a superior designed quick release fitting, H. Koch and Sons introduced what is simply called the Koch fitting. The large male Koch fitting began seeing squadron use in the mids and was used early on with the lower RJE fitting. These were seen in the squadrons aroundbut not in quantities until around Test pilots and High Altitude crews required a different type of torso harness, one that was not as restrictive with the body material. Basically the same as the MA-2 with the exception of no body material and a ejector snap closure at the chest. These would use the same quick release fittings as stated above at those years. The Air Force, as mentioned before, was a little slower in utilizing the integrated torso harness- first being used in the F-4 Phantom in the s. The basic PCU ejection harness has straps going between the legs, over the shoulder, and across the chest- sounds like the MA-2, doesn't it? That is where the similarities end though. The Air Force has their harness equipped with 3 closure buckles and rings. Each crotch strap and the chest strap can be unhooked. This allows the crewmember to be comfortable and unrestricted until getting into the aircraft where he will hook the crotch straps and chest strap. The rare fittings on the PCU-3 are similar, except the chest strap clip has a removable pin and the 2 leg clips are threaded with the strap. The snaps on the later torso harnesses are called ejector snaps.
The relationship pilots have with their jets is personal, and their ejection seat is a large part of that. We prefer to offer the SCH as it means that any person with the anthropometric seat range can strap in — the torso has to be fitted to the individual pilot. When using one of our ground-level capable seats, there is a real danger when the seat or pilot contacts the canopy — serious injury or death can occur. The face screen firing handle top of the seatas this offers best posture for the back and also protection for the face from windblast and so on. This depends on the type of harness fitted, as earlier generations require harnesses to be locked, whereas later harnesses need to be unlocked. This would alter the qualification data and increase the Dynamic Response Index DRI which, effectively, is the amount of force imparted during ejection. In the event of an ejection taking place, the occupant will probably not have time to retighten the straps prior to seat operation and serious injury may occur. Skip to main content Skip to primary sidebar Pilots FAQ The relationship pilots have with their jets is personal, and their ejection seat is a large part of that. What is the correct method of strapping in? Ensure straps are correctly routed and that they are as tight as comfortably possible. At what height can the seat be used whilst inverted? Why are pilots sometimes advised not to taxi with the canopy open? When flying with an older seat, which firing handle should be considered as the primary means of initiation? Why does the pilot sometimes strap-in with go-forward unlocked and sometimes with it locked? What is the permissible weight range of a particular seat? Is the pilot allowed to utilise an extra cushion in order to aid personal comfort? Is the pilot cleared to fly with an iPad or similar strapped to their thigh? Adding unqualified equipment can have serious implications should ejection take place. Is it okay to loosen the shoulder straps during flight, especially on long sorties? Careers Merchandise Gallery.