MUAS for HC RFP Attachment J-3 Requirements Verification Traceability Matrix (RVTM) Amendment 2.pdf

Attachment J-3

Requirements Verification Traceability Matrix (RVTM)

The following tables collectively describe how the offeror’s UAS system performance requirements as proposed and delineated in Attachments J-4 through J-9 compare to the Maritime Unmanned Aircraft System for Host Cutter (MUAS for

HC) 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

Unmanned Aircraft (UA) Performance Specifications

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

Performance Characteristic

Threshold

Objective

Proposed Performance in Attachment J-4

Technical Volume

Reference

Airspeed

Cruise [KSA]

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

Minimum 60 Knots True Air Speed (KTAS) for the duration of a 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 Relative 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

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.

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

Launch and Recovery with helo

[KSA]

The UA must launch and recover while a static MH- 65 is spotted with blades unfolded on the flight deck or with a H-60 in the hangar (Threshold) [KSA].

The UAS must launch and recover while a statice H-60 is spotted on the flight deck in a folded configuration (Objective).

Endurance (takeoff to recovery) [KPP] with no more than two UA sorties conducting an on-station hand-off (e.g. no gap in surveillance services or loss of TOI coverage).

12 hours continuous 18 hours continuous

Range

Clear Conditions

[KPP]

40 nautical miles

100 nautical miles

Light Rain up to 0.10 inches per hour

35 nautical miles

100 nautical miles

The UA must be capable of launch and recovery from the host cutter flight deck [KPP]. The nominal dimensions for the host cutter 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, Brettschneider 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

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 must also have the following capabilities.

Capability Requirement

Flight Endurance [KPP] The UAS must remain airborne and provide surveillance services for at least twelve continuous hours for each NSC operational day with no more than two UA sorties conducting an on-station hand-off (e.g. no gap in surveillance services or loss of TOI coverage).

Flight in Icing Conditions The UAS must be capable of operations in light icing conditions defined as accumulation of ¼ inch of ice in 15-20 minutes (Objective)

External Lighting [KSA]

The UA must 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 must 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 must have the capability to turn the IR anti-collision light on or off.

Loss of Link (LOL) [KSA]

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

The UA must 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 must include (1) parameters to initiate the routine and (2) the flight termination routine to subsequently implement.

Autonomous

Launch an recovery

[KPP]

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

NOTE: This requirement does not preclude personnel from physically holding onto and guiding the aircraft during takeoff and landing. However, there must be no human flight control inputs during critical phases of flight.

Recovery Wave-Off

[KSA]

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

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

The UA must provide a non-visible, near-IR marker or FDA approved illuminator to aid manned assets using NVDs for target acquisition at night.

Payload

The UA must have a real time EO moving video sensor to provide uninterrupted video imaging capable of continuously capturing maritime surface targets around the UA from no less than the horizon to directly below the UA.

The UA must have a real time IR moving video sensor to provide uninterrupted video imaging capable of continuously capturing maritime surface targets around the UA from no less than the horizon to directly below the UA.

The UA must 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 with the understanding this may decrease flight endurance if the payload deviates from the above payload KPP.

In addition to other sensor requirements identified in this document, when such a system is commercially available, the UA must be capable of incorporating a collision avoidance system (i.e.

Detect and avoid (DAA) or Sense and avoid (SAA) systems) to extend the UA’s range beyond the host cutter’s air search radar envelope while maintaining compliance with international due regard.

(Objective)

In addition to having space, weight, and power reservations to concurrently operate all previously identified payloads, the UA must be capable of carrying additional sensors to include, but not limited to, surface search radar, SIGINT, and/or ELINT sensors with the understanding this may decrease flight endurance. (Objective)

Detectability [KSA]

At an operating altitude of 3,000 feet when the UAS is directly overhead of the target of interest (no slant range), the UA must be acoustically non– detectable per MIL STD- 1474D, Level 1, requirements (quiet rural area with the closest heavily used highway and community noises at least

2.5 miles away).

At an operating altitude of 3,000 feet directly overhead of the target of interest (no slant range), the UA must 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 must be painted in the respective contrasting gray as depicted in MIL- STD-2161 (series).

Fuel [KSA]

If the UA uses an internal combustion engine, then the UA must operate on host cutter provided JP-5 Aviation Grade Turbine Fuel per MIL-DTL-5624 (series). 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 and included in total UAS weight and space constraints.

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. All non-lubricants must be contained within the total UAS weight and space constraints.

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 (series) JP-5 fuel additives, and all materials they come into contact with, in the UA and propulsion system.

Assessment

All additives must 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.

Battery

Batteries and/or battery packs must have obtained United Nations (UN) and US Department of Transportation (DOT) 38.3 certification.

For systems that employ Lithium batteries as part of the solution, the Lithium batteries must be certified by the Naval Sea Systems Command (NAVSEA) in accordance with NAVSEA Technical Publication S9310- AQ-SAF-010 Revision 3 (dated 03 November 2020) and it’s aligned standard NAVSEAINST 9310.1.C. Lithium batteries are limited to an aggregate energy content of 1,000Wh or less. In addition to battery safety procedures identified in S9310-AQ-SAF-010, lithium batteries are required to be stored outside the skin of the ship (exterior deck) in vendor provided containers that provide shock mitigation, fire suppression, filtration of gases, and thermal management. Any proposal that includes Lithium batteries must submit the NAVSEA Certification documentation. Those that do not meet these requirements will not be accepted for evaluation by the USCG. NAVSEA Technical Publication S9310-AQ-SAF-010 and NAVSEAINST 9310.1.C are publicly available online.

Airworthiness

The UAS must 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 UAS meets the airworthiness criteria must be documented as part of the Category 3 Interim Flight Clearance (IFC).

The UAS must be capable of complying with post award NAVAIR-issued flight clearance recommendation (FCR), USCG issued IFC, aviation facilities certification, and military UAS airworthiness certification.

IFF The UAS must have an aeronautical transponder including altitude reporting and identifying code.

System Footprint/Mobility and Transportation Requirements

Physical space for the UAS system and ancillary support equipment is extremely limited. The flight deck of the host cutter 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

Performance in Attachment J-5

Technical

System Footprint

Attachment J-13 provides a plan view diagram that defines the approximate locations and volumetric dimensions available for use (including deployment, operations, maintenance, and storage) by aviation systems and equipment. When stowed/stored, Launch and Recovery Equipment (LRE) subsystems must be capable of being stored in no more than 75% of the available deck space in the designated hangar for UAS and in such a way that they do not block doors impeding aviation maintenance/operations, personnel flow, or firefighting party operations. Total space/hangar storage and maintenance activities within the hangar should not exceed 30’ (L) x 10’ (W) x12’ (H) of which the vendor will have no more than 75%.

NOTE: Available space dimensions are outlined in host cutter drawings.

The UAS cutter-based antenna system must be within the space, weight, and power allocated within the UAS A-Kit infrastructure without modification aboard the host cutter (see J-13).

The UAS GCS must not exceed the space, weight, and power reservations allocated within the UAS A-Kit infrastructure aboard the host cutter’s combat information center (see J-13).

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

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

For systems that employ Lithium batteries as part of the solution, the Lithium batteries must be certified by the Naval Sea Systems Command (NAVSEA) in accordance with NAVSEA Technical Publication S9310- AQ-SAF-010 Revision 3 (dated 03 November 2020) and it’s aligned standard NAVSEAINST 9310.1.C. Lithium batteries are limited to an aggregate energy content of 1,000Wh or less. In addition to battery safety procedures identified in S9310-AQ-SAF-010, lithium batteries are required to be stored outside the skin of the ship (exterior deck) in vendor provided containers that provide shock mitigation, fire suppression, filtration of gases, and thermal management. Any proposal that includes Lithium batteries must submit the NAVSEA Certification documentation. Those that do not meet these requirements will not be accepted for evaluation by the USCG. NAVSEA Technical Publication S9310-AQ-SAF-010 and NAVSEAINST 9310.1.C are publicly available online.

Mobility and Transportation

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

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

LRE must not interfere with flight-operations per the USCG Air Operations (AIROPS) Manual COMDINST M3710.1 (series). LRE must be maintained and operated by Contractor embarked resources, including optional use of the Contractor provided equipment.

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

Maritime Ground Control Station (GCS) Requirements The GCS must be installed within the host cutter’s Operations Center (OPCEN). Refer to Attachment J-13 for approximate OPCEN dimensions.

Performance in Attachment J-6

Technical

Positive Control4

[KSA]

The GCS must provide for a qualified operator to be in positive control of the UA, at any time that intent-for-flight exists.

The UAS flight parameters (altitude, direction, airspeed, navigation route) must be controllable during flight.

The GCS must 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 must be capable of executing a preprogrammed flight plan.

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

Flight & Sensor Control

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

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

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

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

The GCS EO and IR displays must 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 UAS must provide the capability of “GCS-to-GCS” handoff of the airborne UA to another compatible GCS

The UAS must 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 must be provided by the host cutter’s radios and UA radio relay. Voice communication radios must not be integrated into the GCS.

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

Video Feeds

The GCS must have the ability to provide full motion video feeds directly to a government-provided device within the OPCEN or other specified locations on the ship (Threshold). Additionally, the GCS must be capable of integration into the Coast Guard’s enterprise system (Objective).

Antenna Location

Antennas must be located throughout the ship based in designated A-Kit infrastructure (See J-13) locations without modification as a result of Radar Cross Section assessment and Electromagnetic Interference analysis.

Recording

The GCS must 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 must be within 20 meters of actual UA position.

The GCS's stored flight parameter and payload data must be exportable to media outside the GCS, compatible with the Full Motion Video Output & Quality block as described in the ISR Data Product Requirements section below.

System Malfunctions

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

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

Weather Information

The GCS operators must 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 must have the ability to operate their non-UA systems with ship-provided electrical-power.5,6,7 Neither hydraulic nor pneumatic power will be provided directly from the ship.

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

Software

The system must maintain compliance with the Microsoft Windows based operating system employed by the USCG at the time of award and be upgradable throughout the contractual period of performance.

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 If any non-UA internal combustion engine powered equipment is used by the Contractor, then the equipment must 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.

6 Existing electrical power availability is as defined in J-13.

• GCS/OPCEN; One 440VAC 60Hz electrical circuit is provided and stepped down to 120VAC 60Hz to facilitate power for the GCS racks. Circuits and cabling will accommodate up to 20 Amp circuit breakers.

• Fantail: Two 440VAC, 60 Hz single electrical receptacles are installed at the launching area. These receptacles are each fed by 30Amp circuit breakers.

7 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 host cutter UAS components will be subject to interruptions of electrical power. In the event of an interruption of ship-provided power, the Contractor must be responsible for recovery of UA from maximum operational radius.

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

The UAS must be an unclassified system. UAS servicing and maintenance must be performed at the unclassified level.

Capabilit y

Performance in Attachment J-7

Technical Volume

(Datalinks / Operation) [KSA]

The Contractor provided Datalinks must 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 must 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) must not interfere-with or block the ship's other antennae, including TACAN and/or Wind System sensors.

(Spectrum)

Frequency

The UA must 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 must 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 must 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 must 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.

(Remote Video Terminals (RVT))

The UA must provide video, with metadata, to an RVT at a minimum range of 5 NM from the UA.

Compatibility

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

P (Y) Codes

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

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

Identification

(Transponder/Identification)

Type

Threshold (T): The UA must use an AIMS certified Mode 3/C transponder with “IDENT” capability, controllable from the

GCS.

Objective (O): The UA must have an AIMS certified Mode 5 transponder with “IDENT” capability, controllable from the GCS.

Certification The UA must have an AIMS platform certification.

The contractor must demonstrate their UAS design practices have resulted in both intra-system and inter-system Electromagnetic Compatibility (EMC) pertinent to MIL-STD- 464C requirements for a ship based Electromagnetic Environment (EME):

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

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

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

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

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

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

ISR Data Product Requirements

Performance in Attachment J-8

Technical

Video (FMV) & Still Imagery

Optical sensors must auto-track from 3,000 ft. AGL (slant range of 4,242) with no visible moisture or particulates to distinguish finite details (5-inch lettering on vessel, deck/load details, visible weapons, etc.) for a 20-foot motorboat traveling at 25 knots and a 25-foot sailboat with sails deployed traveling at 5 knots with both EO and IR optical sensors.

In addition to other sensor requirements identified in this document, when such a system is commercially available, the UA must be capable of incorporating a collision avoidance system to extend the UA’s range beyond the host cutter’s air search radar envelope while maintaining compliance with international due regard. (Objective)

The GCS may connect to any USCG enterprise system. However, all data must be exportable from the GCS to external media, in industry-standard file formats that can be read by USCG systems.

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

In addition to having space, weight, and power reservations to concurrently operate all previously identified payloads, the UA must be capable of carrying additional sensors to include, but not limited to, surface search radar, SIGINT, and/or ELINT sensors with the understanding this may decrease flight endurance. (Objective)

Video Output & Quality

The Contractor must 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 must be Motion Imagery System Matrix (MISM) Level 3-compliant to MISP Recommended Practice 9720d.

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

Still/video Imagery Output and Quality

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

The Contractor must provide IR still images in NITF 2.1 format, captured from the FMV stream and provide adequate resolution.

Optical sensors must auto-track from 3,000 ft. AGL (slant range of 4,242) with no visible moisture or particulates to distinguish finite details (5-inch lettering on vessel, deck/load details, visible weapons, etc.) for a 20-foot motorboat traveling at 25 knots and a 25-foot sailboat with sails deployed traveling at 5 knots with both EO and IR optical sensors.

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

Metadata

The GCS EO and IR displays must 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 must 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 and slant range of 4,242 feet.

AIS

The UAS must receive real-time AIS data 360 degrees around the UA from the horizon to directly below the UA.

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

The UA AIS system must receive LE encrypted signals.

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

ATO, Certification/Qualification Requirements

Attribute

Performance in Attachment J-9

Technical Volume

Reference Information

Assurance

The UAS must be capable of attaining and maintaining an ATO.

E3/Spectrum

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

The UAS must not degrade the host cutter’s E3 envelope beyond normal operating parameters, except for limitations that may be declared for specific phases of UAS operations.

The UAS national security and systems information processing equipment design, modification, installation, and integrity must 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 UAS must not invalidate the host cutter’s TEMPEST certification or information assurance authority to operate (ATO). The UA is expected to remain onboard during cutter degaussing operations.

All UAS electromagnetic equipment must 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.

Cybersecurity and Controls

The UAS must be capable of meeting and maintaining host cutter cybersecurity levels.