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Intelligence, surveillance and reconnaissance (ISR) aircraft, i.e. Platforms, are sorted according to many metrics — intel-gathering sensors, form-factor, size, configuration, endurance (“loiter time”), service ceilings, missions and degree of interoperability and data-sharing. Ditto their many end users: military, law enforcement and border protection entities, for instance. Agencies federal and local employ them too for search and rescue missions, and for monitoring volcanic activity, hurricane aftermaths, crop health and the like. Many aerial ISR operations are unmanned and conducted geospatially via satellites, or at interim altitudes, such as the strategic Global Hawk drone and others in its class. Much closer to the terrestrial domain are a dozen or more manned ISR aircraft. Some of these small-to-medium “tactical” intelligence collectors fly discrete mission profiles, seeking and homing in on specific targets.
Some are opportunistic hunters; others, specific to a service branch. A few are multi-intelligence, or “Multi-Int,” with broad utility and interchangeable, mission-dependent sensor and avionics suites. The last category includes the U.S. Army’s latest spy plane — EMARSS, for Enhanced Medium Altitude Reconnaissance and Surveillance Systems. It’s based on the proven Hawker Beechcraft King Air 350ER (extended range). Operational only since 2016, the handful of EMARSS planes deployed so far have earned deployment chops in Africa, Latin America and, apparently, Iraq and Afghanistan.
Now, having worked around hurdles including sequestration, cost overruns and the need to modify and reconfigure homebound examples, among others, the program’s pace is quickening. The initial first-gen EMARSS platforms are fast growing toward an eventual 24-aircraft fleet, with more than half already delivered, Army aviation officials told Avionics. These comprise the original model and spun-off variants G, M, S and V, each boasting different sensor capabilities and, thus, mission profiles.
Some have been cribbed from the U.S. Air Force “Liberty” spy plane inventory for a $9 million per airplane cost saving versus buying new, the service estimates.
With the nascent EMARSS program reportedly close to being axed in 2012, it’s an altogether welcome outcome. As Air Force Lt.
Smith, product manager for medium altitude reconnaissance and surveillance systems put it last year, “You’re bringing the ability not only to detect and exploit the target, but then, also to process all that information and get it out to the people who need it, so that they can take the appropriate [defensive or offensive] action.” No matter the model, flight decks of all EMARSS aircraft include advanced communications and cockpit avionics, and of course “special mission” sensors. The EMARSS avionics suite includes the Pro Line 21 from Rockwell Collins. Photo courtesy of Rockwell Collins In late April, a senior official at the Army’s Program Executive Office (PEO) Aviation, who wished to remain nameless for security reasons, offered Avionics an EMARSS program snapshot, with progress updates along with new and near-horizon expectations.
Among significant advances was last year’s important EMARSS operational test and evaluation (FOT&E), which was “successful — finishing on schedule and within budget constraints.” As for current numbers of platforms, he explained: “Seventeen of 24 aircraft [are] modified and fielded, with fielding expected to be complete in fiscal year 2019. Ten of the 17 EMARSS aircraft are currently deployed.” The EMARSS avionics suite includes the Pro Line 21 from Rockwell Collins and partners.
The maker touts it as having been installed on 5,000 aircraft. Regarding the software solution, the official stressed that unlike the planes’ other flight deck features like sensor arrays overall and some instrumentation, “aircraft avionics are the same for all variants. It is a mix of civil and military avionics.” For their part, the airframes, which are all King Air 350-derived, are another integrative mix.