Draft MUAS for HC RFP Attachment J-2 System Performance Specification (SPS) (1).pdf

J-2 Attachment

System Performance Specification (SPS)

For

Maritime Unmanned Aircraft System (MUAS) for Host Cutter (HC)

At the date of the vendor proposal submission the fully assembled system must be tested and operationally mature to include current technological readiness level (TRL) at a stage of system maturity to meet the host cutter’s global maritime operational needs as defined by “technology that has been proven to work in its final form (not the sum of individual subsystems or parts) and under expected USCG host cutter operational deployment conditions.”

The threshold requirements in this SPS are mandatory. Exceeding the threshold requirement is acceptable and improved performance due to technological advancements that is of benefit to the UAS 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.) are welcomed to be proposed as part of the system approach or as individual additions by including the capability in the offeror’s SPS and they will be considered as part of the best value analysis. Additionally, an open architecture design that enables system modifications for future requirements is required.

Performance Requirements:

The following collectively describe the MUAS SPS:

• Air Vehicle Performance Specifications

• Footprint/Mobility and Transportation Requirements

• Maritime Ground Control Station (GCS) Requirements

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

• ISR Data Product Requirements

• Certification/Qualification Requirements

• Host Cutter General Arrangement Drawings

Any proposals not meeting all threshold values will not be considered.

Unless otherwise noted herein, the threshold requirements in this SPS are mandatory. The objective requirements in this SPS are desired capabilities.

Performance characteristics not listed in the SPS are encouraged and may be noted by including the capability in the vendor’s written response as optional capabilities with associated pricing.

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.

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 (T) Objective (O)

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

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 continuous 18 hours continuous

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 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 shall also have the following capabilities.

Capability Requirement

Flight Endurance [KPP]

The sUAS shall 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).

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.

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

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 and recovery [KPP]

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

Recovery Wave-

Off [KSA]

The UAS shall 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).

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 to aid manned assets using NVDs for target acquisition at night.

The UA shall 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 shall 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 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 when the UAS is directly overhead of the target of interest (no slant range), the UA shall be acoustically non–detectable per

MIL STD-1474 (series), 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 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-2161 (series).

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-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 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.

Battery Batteries and/or battery packs shall have obtained United Nations (UN) and US

Department of Transportation (DOT) 38.3 certification.

Airworthiness

The UAS shall be capable of complying with NAVAIR-issued interim flight clearance, aviation facilities certification, and military UAS airworthiness certification at the date of the RFP submission. The UAS 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 UAS meets the airworthiness criteria shall be documented as part of the Category 3 Interim

Flight Clearance (IFC).

IFF

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

System Footprint/Mobility and Transportation Requirements

Physical space for the UAS 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

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 shall be capable of being stored in no more than 75% of the available deck space in the designated hangar for sUAS 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). NOTE:

Available space dimensions are outlined in host cutter drawings.

The UAS cutter-based antenna system shall 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 shall 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) shall be designed to allow for upgrade and integration of future capabilities.

The UAS(s), launch/recovery system, maintenance/support equipment, and spares shall be stored, secured, and maintained in the hangar space designated for UAS. Lithium-ion batteries shall not be used, stored nor charged onboard any Coast Guard cutters nor part of the UAS launch/recovery system

(SFLC Engineering Advisory 0##/22) (TS-313 Policy).

Mobility and

Transportation

The UAS shall be land transportable via non-customized, commercial, or military vehicle. The

Contractor shall be responsible for any required shipping containers.

The UA, UAS 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 the USCG Air Operations (AIROPS) Manual

COMDINST M3710.1 (series). LRE shall be maintained and operated by Contractor embarked resources, including optional use of the 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 or with a H-60 in the hangar (Threshold) [KSA]. The sUAS shall launch and recover while a statice H-60 is spotted on the flight deck in a folded configuration (Objective).

Maritime Ground Control Station (GCS) Requirements The GCS shall be installed within the host cutter’s Operations Center (OPCEN). 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.

The UAS 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, and 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 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 UAS shall provide the capability of “GCS-to-GCS” handoff of the airborne UA to another compatible GCS.

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

From the GCS position, the UAS 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 device within the OPCEN or other specified locations on the ship (Threshold).

Additionally, the GCS shall be capable of integration into the Coast Guard’s enterprise system

(Objective value)

Antenna Location

Antennas shall 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 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.

The GCS's stored flight parameter and payload data shall be exportable to media outside the GCS, compatible with the USCG 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.

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.

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.5,6,7 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 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.

5 If any non-UA 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.

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 20Amp 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 shall be responsible for recovery of UA from maximum operational radius.

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

The UAS shall be an unclassified system. UAS 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 nautical mile

(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 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

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

Objective (O): The UA shall use an AIMS certified Mode 5 transponder with

“IDENT” capability, controllable from the GCS.

Certification The UA shall have an AIMS platform certification.

The contractor shall 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 shall 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 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 Workstation 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.

ISR Data Product Requirements

Full Motion Video

(FMV) & Still

Imagery

Optical sensors shall auto-track and provide adequate resolution from 3,000 ft. AGL (slant range of

4,242) with no visible moisture or particulates to distinguish finite details (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 section this document, when such a system is commercially available, the UA shall 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 Value) The GCS may connect to any USCG enterprise system. However, all data shall be exportable from the GCS to external media, in industry-standard file formats that can be read by USCG systems.

All data shall 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 shall be capable of carrying additional sensors to include, but not limited to, surface search radar, SIGINT, and/or ELINT sensors. (Objective Value)

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.

Optical sensors shall auto-track and provide adequate resolution from 3,000 ft. AGL (slant range of

4,240) with no visible moisture or particulates to distinguish finite details (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.

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

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%, from an altitude of 3000 ft. AGL and slant range of 4,242 feet.

AIS

The UAS 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 UA to cooperative ships.

Certification/Qualification Requirements

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

E3/Spectrum

The UAS shall 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 shall 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 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 UAS shall 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 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.

Cybersecurity and Controls The UAS shall be capable of meeting and maintaining host cutter cybersecurity level.