sUAS_for_NSC_RFP_Attachment_J-2_SPS.pdf

Attachment J-2

System Performance Specification (SPS)

The sUAS shall meet Technology Readiness Level (TRL) 8 defined as follows:

“Technology has been proven to work in its final form and under expected operational deployment conditions. In almost all cases, this TRL represents completion of system development. Examples include test and evaluation of the system in its intended system configuration and operational requirement.”

Unless otherwise noted herein, the threshold requirements in this SPS are mandatory. Exceeding the threshold requirement is generally acceptable and improved performance as a result of technology advancements that is of benefit to the sUAS ISR mission and can be rapidly integrated is generally preferred.

Specifically-preferred objective requirements are identified as such. Performance characteristics not listed in the SPS (e.g., sense and avoid, surface search, etc.) may be proposed by including the capability in the offeror’s SPS and they will be considered as part of the best value analysis. Additionally, open architecture design that enables system modifications for future requirements is preferred.

Performance Requirements:

The following collectively describe the sUAS for NSC SPS:

• Air Vehicle Performance Specifications

• Footprint/Mobility and Transportation Requirements

• Ground Control Station (GCS) Requirements

• Communication, Navigation, and Identification Systems (CNI) Requirements

• ISR Data Product Requirements

• Certification/Qualification Requirements

• NSC General Arrangement Drawings

Any proposals not meeting all mandatory requirements (threshold values) will not be considered.

In addition Key Performance Parameters (KPP) and Key System Attributes have been identified as follows:

KPPs are considered essential for successful mission accomplishment. KPPs identify capabilities or characteristics that are so significant that failure to meet the threshold value of performance will be cause for the concept or system selected to be reevaluated, or the program to be reassessed or terminated. KPPs are indicated with bold text.

KSAs are attributes considered critical or essential for an effective capability but were not selected as KPPs. KSAs provide decision makers with an additional level of capability prioritization below the KPP.

A KSA does not have to be related to a KPP and there is no implication that multiple KSA’s equal a KPP.

KSAs are indicated with italicized text.

It is the USCG’s intent to include an offeror’s proposed values in the sUAS for NSC SPS in Section J (List of documents, exhibits, and other attachments) of the contract.

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Unmanned Aircraft (UA) Performance Specifications

The UA with full fuel and payload shall be capable of takeoff, operation, and recovery while operating in the environmental conditions described below.

Performance Characteristic Threshold Objective

Airspeed

Cruise [KSA]

Minimum 50 Knots True Air Speed (KTAS) for the duration of a full twelve hour sortie in standard atmospheric conditions, at all operational altitudes.

Minimum 60 Knots True Air Speed (KTAS) for the duration of a full twelve hour sortie in standard atmospheric conditions, at all operational altitudes.

Dash Minimum 70 KTAS for 1.25 hours in standard atmospheric conditions, at all operational altitudes.

Same as Threshold

Service Ceiling1 Minimum 3,000 Feet Mean Sea Level

(MSL)

Minimum 10,000 Feet Mean Sea Level (MSL)

Takeoff & Recovery Wind Limits

[KSA]

Maximum Headwind 25 Knots 35 Knots

Maximum Crosswind 10 Knots 15 Knots

Maximum Tailwind 0 Knots Same as Threshold

Maximum Gust 15 Knots 20 Knots

Takeoff, Operations and Recovery

Temperature Range 0 to +120 (Fahrenheit) -13 to +120 (Fahrenheit)

Density Altitude Maximum 4,800 Feet for Takeoff and Recovery Same as Threshold

Conditions Day and Night Same as Threshold Turbulence Light2 Same as Threshold Relative Humidity 0% to 100% Same as Threshold

Rainfall Maximum 0.10 inches per hour in other than known icing conditions

0.25 inches per hour in other than known icing conditions

Endurance (takeoff to recovery) [KPP] 12 hours 18 hours

Range

Clear Conditions [KPP] 40 nautical miles 100 nautical miles

Light Rain up to

0.10 inches per hour [KPP]

35 nautical miles 100 nautical miles

The UA shall be capable of launch and recovery from the NSC flight deck [KPP]. The nominal dimensions for the NSC flight deck is 48 feet wide by 80 feet long (reference drawing in Attachment J-13). Ship-motion parameters for launch and recovery are based on Sea State 4 (4.1-8.2’ seas, Bretschneider scale) with calculated parameters given below.

Ship Motion Parameter3 Threshold Objective

Pitch Attitude [KSA] + / - 3 degrees Same as Threshold Rate 1 degree per second Same as Threshold

Roll Attitude [KSA] + / - 5 degrees Same as Threshold Rate 2 degrees per second Same as Threshold

1 Service ceiling is the altitude at which the AV’s vertical rate of climb performance is equal to 100 feet/minute.

2 Turbulence that momentarily causes slight, erratic changes in altitude and/or attitude (pitch, roll, yaw).

3 The ship-motion parameter is relative to the center of the flight-deck where applicable.

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Lateral Displacement 1 foot Same as Threshold Acceleration 2 feet per second Same as Threshold

Vertical Displacement 2 feet Same as Threshold Acceleration 7 feet per second Same as Threshold

The UA shall also have the following capabilities.

Capability Requirement

External Lighting [KSA]

The UA shall have an Infrared (IR) anti-collision lighting subsystem (providing a night visibility range of 3+ statute miles) producing energy emitted in a 360 degree pattern around the UA +30 degrees (above) and -30 degrees (below) the horizontal plane of the UA. The IR-light intensity shall be at least of a Class B Night Vision Imaging System (NVIS) radiant intensity (NRIb) of 2.31 E -04 NRI. The Ground Control Station shall have the capability to turn the IR anti-collision light on or off.

Loss of Link (LOL) [KSA]

The UA shall have lost-link capability to enable the UA to fly a pre-programmed route upon loss of all control links until control is regained by the GCS, or terminate the flight as established during preflight planning or as modified during flight operations.

The UA shall have an alternate means of controlling the UA to return to the host cutter for recovery when the primary link for UA control becomes unavailable or degraded to the point of no longer controlling the UA.

The UA shall have a pilot-actuated flight termination mode.

The UA shall have a pre-flight programmable flight termination routine that will be executed if UA flight control cannot be regained. The pre-flight programmable flight termination routine shall include (1) parameters to initiate the routine and (2) the flight termination routine to subsequently implement.

Autonomous

Launch an recovery [KPP]

The UA shall provide fully automated flight operations, including launch and recovery.

Recovery Wave- Off [KSA]

The sUAS System shall possess an autonomous recovery wave-off feature, with operator-override capability. When threshold conditions required for successful recovery cannot be achieved, the sUAS System autonomously commands the UA to wave -off (abort its recovery).

Payload

The UA shall have space, weight, and power to concurrently operate: Electro- Optical (EO) sensor, Infra-Red (IR) sensor, AIS, VHF/UHF communications relay, aeronautical transponder, and non-visible IR marker. [KPP]

The UA shall provide a non-visible, near-IR marker or FDA approved illuminator.

The UA shall have a real time EO moving video sensor to provide video imaging of maritime surface targets, with a 360-degree field of regard from no less than the horizon to directly below the UA.

The UA shall have a real time IR moving video sensor to provide video imaging of maritime surface targets, with a 360-degree field of regard from no less than the horizon to directly below the UA.

The UA shall be capable of accepting modular payloads. Modular payloads are defined as payloads that can be replaced or interchanged with the previously-installed EO or IR payload(s) within one to two hours (elapsed time). Modular payloads may be government provided.

Detectability [KSA] At an operating altitude of 3,000 feet AGL, the UA shall be acoustically non– detectable per MIL STD-1474D, Level 1, Requirement 2 conditions (quiet rural area with the closest heavily used highway and community noises at least 2.5 miles away).

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At an operating altitude of 3,000 feet AGL, the UA shall incorporate low-visibility, counter-shaded paint scheme consisting of FED-STD-595C FS 36320 (or similar) matte gray upper surfaces and FED-STD-595C FS 36375 (or similar) matte gray lower surfaces. Markings shall be painted in the respective contrasting gray as depicted in MIL-STD-2161C(AS).

Fuel [KSA]

The UA shall use fuel from the host cutter’s aviation fuel system. If the UA uses an internal combustion engine, then the UA shall operate on JP-5 Aviation Grade Turbine Fuel per MIL-DTL-5624U. Note that the JP-5 specification includes a range of technical parameters and the power plant/engine must be able to operate using fuel from throughout these ranges.

Fuel Additives

Lubricant

Engine lubricants are allowed and must be provided by the Contractor. No limitations are placed upon the quantity/volume of engine lubricants required for a complete deployment although total shipboard space for the UAS is defined elsewhere within the SOO.

Non-Lubricant

Additives other than engine lubricants must be provided by the Contractor and are only allowed if the following Flash Point and Compatibility requirements are met. If the following criteria are met, there are no explicit quantity limitations as to shipboard storage of additives (although total shipboard space for the UAS is defined elsewhere within the SOO):

Flash Point The flash point of the additive(s) must be above 140 degrees Fahrenheit.

Compatibility The additive(s) must be compatible with JP-5 fuel, all approved Specification MIL- DTL-5624 JP-5 fuel additives, and all materials they come into contact with in the UA and propulsion system.

Assessment All additives shall be assessed as potential hazardous materials to determine the risk to the UAS, ship and ship systems, personnel and the environment during stowage, handling, operations, and disposal.

Approval All additives and their related systems must be capable of being approved via the NAVAIR Flight Clearance and NAVSEA Ship-Integration processes.

Airworthiness

The sUAS shall be capable of complying with NAVAIR-issued interim flight clearance, aviation facilities certification, and military UAS airworthiness certification. The sUAS System shall possess adequate airworthiness to ensure integrity and control of the UA during launch and recovery phases, to confine the UA flight path to within suitable operational areas and to reliably terminate the UA within a suitable crash zone. Evidence that the sUAS System meets the aforementioned airworthiness criteria shall be documented as part of the Category 3 Interim Flight Clearance (IFC).

IFF The sUAS shall have an aeronautical transponder including altitude reporting and identifying code.

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System Footprint/Mobility and Transportation Requirements

Physical space for the sUAS system and ancillary support equipment is extremely limited. The flight deck of the WMSL class ship is available for launch and recovery of the UA; however, the flight deck must be able to be cleared and made available for helicopter operations with a 15-minute notification.

Capability Requirement

System Footprint

The most restrictive physical space for the sUAS System and ancillary support equipment is aboard the WMSL class ship. Attachment J-13 provides a plan view diagram that defines the approximate locations and volumetric dimensions available for use (including deployment, operations, and storage) by sUAS systems and equipment. When stowed/stored, Launch and Recovery Equipment (LRE) subsystems shall be capable of being stored in the port hangar in such a way that they do not block doors impeding aviation maintenance/operations, personnel flow, or firefighting party operations.

The sUAS System cutter-based antenna system shall be within the space, weight, and power allocated for the sUAS on the NSC.

The sUAS GCS shall not exceed the space, weight, and power reservations allocated for the sUAS in the NSC's combat information center.

The GCS (including required rack-mounted components) shall be designed to allow for upgrade and integration of future capabilities.

The sUAS(s), launch/recovery system, maintenance/support equipment, and spares shall be stored, secured, and maintained in the hangar designated for sUAS.

Mobiliy and Transportation

The sUAS System shall be land transportable via non-customized, commercial or military vehicle. The Contractor shall be responsible for any required shipping containers.

The UA, sUAS support kit, and launch/recovery system(s) shall be capable of being loaded onto the cutter while pier side.

LRE shall not interfere with flight-operations per AIROPS Manual 3710 (series). LRE shall be maintained and operated by Contractor embarked resources, including optional use of the Government Furnished Equipment UAS handler or similar Contractor provided equipment.

All flight-deck operated launch and recovery equipment shall be capable of traverse and setup within 30 minutes in sea conditions of up to and including +/- 3 degrees pitch / +/- 5 degrees roll.

All flight-deck operated launch and recovery equipment shall be capable of clearing the flight deck within fifteen minutes in conditions up to and including +/- 3 degrees pitch / +/- 5 degrees roll.

The UA shall launch and recover while a static MH-65 is spotted with blades unfolded on the flight deck.

[KSA]

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Ground Control Station (GCS) Requirements

The GCS shall be installed within the WMSL CIC. Short length cable runs to areas such as OPCEN, and the Captain's Cabin should be expected and will be specified during the ship check. Ground Control Station space is 7’ L x 6.5’ W x 7.0’ H. Refer to Attachment J-13 for approximate OPCEN dimensions.

Capability Requirement

Positive Control4

[KSA]

The GCS shall provide for a qualified operator to be in positive control of the UA, at any time that intent-for-flight exists.5 The sUAS flight parameters (altitude, direction, airspeed, navigation route) shall be controllable during flight.

The GCS shall provide the ability to maintain simultaneous positive control of both the UA and the UA’s payloads (sensors, voice communications, transponder).

Flight Planning

[KSA]

The UA shall be capable of executing a preprogrammed flight plan.

The UA shall be capable of accurately adapting to dynamic, in-flight re-tasking instructions.

Flight & Sensor Control

The GCS shall control the UA's direction by selecting a heading to fly, a single leg or multiple leg track to fly (including search patterns: Ladder, expanding square, sector, track line), orbit a fixed location, or a go-to point.

The GCS shall provide the ability to create, store, select, and modify routes and waypoints.

The GCS shall have the capability of directing in-flight re-tasking and controlling payload sensors.

The GCS shall operate all payloads simultaneously and independently, based on pilot selection.

The GCS shall display the UA's position, navigation route and AIS data simultaneously on a geographic map/chart display.

The GCS EO and IR displays shall include metadata of no less than UA tail number, UA position, UA altitude, UA heading, north seeking arrow, calculated target position, range to target, date/time, and sensor heading and orientation relative to UA.

The sUAS shall provide the capability of “GCS-to-GCS” handoff of the airborne UA to another compatible GCS The sUAS shall be operated by a single pilot seated at a single-person GCS, who will control the UA and its payload.

Communications

From the GCS position, external voice communications shall be provided by the NSC’s radios and UA radio relay. Voice communication radios shall not be integrated into the GCS.

From the GCS position, the sUAS pilot shall communicate internally on the cutter’s internal communication system. The cutter’s internal communications system shall not be integrated into the

GCS.

Video Feeds The GCS shall have the ability to provide full motion video feeds directly to a government-provided display within the OPCEN or other specified locations on the ship.

Antenna Location Antennas hall be located throughout the ship based on results of Radar Cross Section assessment and Electromagnetic Interference analysis.

Recording

The GCS shall record and store no less than 12 hours of flight parameters (at least position, altitude, direction, airspeed, navigation route), EO/IR sensor data (including associated metadata), and AIS data.

Recorded and stored horizontal position accuracy shall be within 20 meters of actual UA position.

4 A UAS with an autopilot or programmable mode capability can be considered under control with such mode engaged provided the responsible and qualified operator maintains continuous situational awareness, and can alter the UAV’s airspeed, altitude and heading by their specific actions.

5 Intent-for-flight shall be as defined in the respective UAS’ operating manual / Standard Operating Procedures (SOP).

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The GCS's stored flight parameter and payload data shall be exportable to media outside the GCS compatible with the Coast Guard standard image.

System Malfunctions

The UA shall zeroize, erase, wipe, or destroy all sensitive onboard data upon pilot command, or automatically upon imminent loss of the UA.

The GCS operator shall be capable of expeditiously responding to system malfunctions, emergencies and Air Directional Controller (ADC) direction.

Weather Information

The GCS operators shall have access to real time weather reporting information to assist in avoiding UAS flight operations beyond the system’s weather and environmental limitations. This weather information can be from embarked weather personnel or other electronic/web based observation/forecasting sources.

Power

The GCS shall have the ability to operate their non-UA systems with ship-provided electrical-power.6,7,8 Neither hydraulic nor pneumatic power will be provided directly from the ship.

The GCS shall have an independent, uninterrupted back-up power supply to allow full operations for a minimum of 10 minutes.

Software The system shall be capable of operating from a Windows 10 (Internet of Things, Secure Host Baseline or Long-Term Servicing Channel) platform by 2021 if required by DoD/DHS.

6 If any non-AV internal combustion engine powered equipment is used by the Contractor then the equipment shall operate on JP-5 Aviation Grade Turbine Fuel per the latest revision of MIL -DTL-5624V. Note that the JP-5 specification includes a range of technical parameters and the power plant/engine must be able to operate using fuel from throughout these ranges.

7 Existing electrical power availability is as defined below. However, this should not necessarily be considered as a design-constraint, as other configurations of electrical power can likely be provided as needed:

• GCS/OPCEN; One 440VAC 60Hz electrical circuit is provided and stepped down to 110VAC 60Hz to facilitate power for the GCS racks. These circuits are fed by 15Amp circuit breakers.

• LRE/Flight Deck; Two 440VAC, 60 Hz single electrical receptacles are installed at the launching area. These receptacles are each fed by 20Amp circuit breakers.

8 No electrical power provided by the ship to the UAS will be from Vital Circuits. A vital circuit is defined in the Code of Federal Regulations (CFR) 111.60-9 as "...a branch circuit that supplies equipment vital to the propulsion, control, or safety of the vessel", and generally provides higher reliability/quality than do other shipboard circuits. Therefore, the ship-based UAS components will be subject to frequent interruptions of electrical power. In the event of an interruption of ship-provided power, the Contractor shall be responsible for recovery of AV from maximum operational radius.

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Sensor, Communication, Navigation, and Identification Systems (CNI) Requirements

The sUAS shall be an unclassified system. sUAS servicing and maintenance shall be performed at the unclassified level.

Communications (Datalinks / Operation)

[KSA]

Range The Contractor provided Datalinks shall be capable of operating, with unobstructed Line of Sight (LOS), at a minimum range of 40 NM (threshold) / 100 NM (Objective).

Azimuth

The Contractor provided Datalink shall provide hemispherical, 360 degrees of coverage, to maintain direct unobstructed LOS communications. A single antenna-location with 360 degree coverage will not be made available on the ship. Multiple antennae solutions may be acceptable. System antenna(e) shall not interfere-with or block the ship's other antennae, including TACAN and/or Wind System sensors.

Communications (Spectrum)

Frequency The UA shall provide secure and non-secure radio relay on VHF-AM (118-136 Mhz), VHF-FM (155-162.55 MHz) and military UHF (225-400 MHz) frequency bands.

Filter The Contractor shall configure each radio with a bandpass filter sized to the limits of the frequency allocation (a given band set by area frequency coordinators).

Communications (Encryption)

Digital Data Link When using a digital data link, the system shall enable National Security Agency (NSA)-approved encryption.

Full Motion Video (FMV) Type 3 FIPS Pub 197-compliant AES encryption.

Command and Control (C2) Type 3 FIPS Pub 197-compliant AES encryption.

Control The system shall be able to enable/disable the data links (e.g. flight/navigation control & payload control) encryption from the GCS while the UA is airborne at the pilots’ discretion.

Communications (Remote Video Terminals (RVT))

Range The UA shall provide EO/IR video, with metadata, to an RVT at a minimum range of 5 NM from the UA.

Compatibility The Contractor shall provide a communications architecture that is compatible with the Rover (IV+) or other RVT capable of Type 3 FIPS Pub 197-compliant AES encryption.

Navigation (Global Positioning System (GPS))

Anti-Spoofing

The Contractor shall only use Selective Availability Anti - Spoofing Module (SAASM)-compliant Precise-Positioning System (PPS) GPS. The UA shall utilize SAASM compliant GPS for all phases of flight to include launch and recovery.

P (Y) Codes GPS shall default to P (Y) codes when loaded and current. C/A mode shall only be used when P (Y) codes are unavailable or during initial startup and acquisition of P (Y).

Encryption The Contractor shall utilize DS101 port(s) to receive SAASM encryption keys.

Identification (Transponder/Identification)

Type The UA shall use an AIMS certified Mode 3/C transponder with “IDENT” capability, controllable from the GCS.

Certification The UA shall have an AIMS platform certification.

The contractor shall demonstrate their sUAS design practices have resulted in both intra-system and inter-system Electromagnetic Compatibility (EMC) pertinent to MIL-STD-464C requirements

Intra-system EMC shall be maintained during operations in a ship based EME between UA, GCS, and it’s Communications, Navigation, and Mode 3/C IFF transponder (CNI), and between the individual UAS subsystems and equipment of each.

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(EME):

The UA and topside and flight deck positioned GCS subsystems shall be compatible with its external radio- frequency (RF) EME, during both shipboard and off-ship operations (Inter-system EMC).

CNI equipment shall be compatible with its shipboard external RF EME or shipboard internal EME, as applicable.

The GCS Operator Work Station and all other GCS subsystems mounted internal to ship’s hull shall be compatible with the shipboard internal EME.

The UA shall not present an electromagnetic radiation hazard to personnel, ordnance, or fuel.

The UA shall not present an electrostatic discharge hazard to personnel, ordnance, fuel, electronics or the proper operation of radio receivers.

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ISR Data Product Requirements

Full Motion Video (FMV) & Still Imagery

During daylight with no visible moisture or particulates, the EO sensor shall auto-track the following surface targets from altitude 3,000 feet and slant range 4,242 feet: A 20 foot motor boat traveling at 55 knots; and a 25 foot sailboat with sails deployed and traveling at 5 knots.

During night with no visible moisture or particulates, the IR sensor shall track the following surface targets from altitude 3,000 feet and slant rage 4,242 feet: a 20 foot motor boat traveling at 25 knots; and a 25 foot sailboat with sails deployed, making way.

The GCS will not connect to any CG enterprise system. However, all data shall be exportable from the GCS to external media, in industry-standard file formats that can be read by CG systems.

All data shall be available for export within 10 minutes of live capture.

The system shall be able to autonomously maintain uninterrupted tracking of a stationary or moving object, while in visual contact.

Full Motion Video Output & Quality

The Contractor shall output streaming FMV as a Motion Imagery Standards Profile (MISP) compliant MPEG- 4 Part 10, and/or H.264-encoded video with Key-Length-Value (KLV)-over-IP metadata encapsulated as an MPEG-2 transport stream.

If standard definition motion imagery is used then it shall be Motion Imagery System Matrix (MISM) Level 3-compliant to MISP Recommended Practice 9720d.

If high definition motion imagery is used then it shall be MISM Level 9-compliant to MISP Recommended Practice 9720b.

Still/video Imagery Output and Quality

The Contractor shall provide EO still images in National Imagery Transmission Format (NITF) 2.1 format, captured from the FMV stream.

The EO sensor shall display a National Image Interpretability Rating Scale (NIIRS) image quality rating of seven or better from altitude 3,000 feet and slant range 4,242 feet during daylight with no visible moisture or particulates.

The Contractor shall provide IR still images in NITF 2.1 format, captured from the FMV stream.

In The IR sensor shall display a NIIRS image quality rating of seven or better from altitude 3,000 feet and slant range 4,242 feet at night with no visible moisture or particulates.

The EO and IR sensors shall have multiple fields of view or zoom feature to include a wide area mode for searching.

Metadata

The GCS EO and IR displays shall include metadata of no less than UA tail number, UA position, UA altitude, UA heading, north seeking arrow, calculated target position, range to target, date/time, and sensor heading and orientation relative to UA.

Sensor Point of Interest (SPOI)

The Contractor shall provide SPOI spatial location accuracy for a stationary object of 20 meters Circular Error (CE), at accuracy of 90%, and from an altitude of 3000 ft AGL at a 45 degree slant range.

AIS

The sUAS shall receive real-time AIS data 360 degrees around the UA from the horizon to directly below the

UA.

The GCS shall display the AIS data on a geographic map/chart display.

The UA AIS system shall receive LE encrypted signals.

The UA shall possess an AIS with a minimum effective range of 60 NM from the AV to cooperative ships.

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Certification/Qualification Requirements

Information Assurance [KPP] The sUAS shall be capable of attaining and maintaining an ATO.

E3/Spectrum

The sUAS shall operate within the NSC's electromagnetic environmental effects (E3) envelope without degradation to the sUAS, except for limitations that may be declared for specific phases of sUAS operations.

The sUAS shall not degrade the NSC’s E3 envelope beyond normal operating parameters, except for limitations that may be declared for specific phases of sUAS operations.

The sUAS national security and systems information processing equipment design, modification, installation and integrity shall adhere to TEMPEST requirements contained within the Aeronautical Engineering Maintenance Management Process Guide, CGTO PG-85-00-110, and Control of Compromising Emanations, COMDTINST M2241.6 (series).

The sUAS shall not invalidate the NSC’s TEMPEST certification or information assurance authority to operate (ATO).

All sUAS electromagnetic equipment shall conform to technical parameters identified in the National Telecommunications and Information Administration’s (NTIA), Manual of Regulations & Procedures for Federal Frequency Management (Red Book) and be designed to operate in spectrum authorized for use by federal agencies.