J 02 and J 03_08APR2026.xlsx
XLSX spreadsheet 13 MB Posted
- Solicitation number
- 70Z02326RFI931301
About this file
This file is a detailed Statement of Performance Specifications (SPS) for unmanned aircraft systems (UAS) to be deployed aboard various U.S. Coast Guard cutter classes and shore-based locations. The specifications document establishes threshold and objective performance requirements across seven different cutter platforms: WMSL (Offshore Patrol Cutter), MEC-270', MEC-210', shore-based operations, OPC (Offshore Patrol Cutter), ice breakers, and FRC (Fast Response Cutter), with distinct requirements tailored to each platform's operational environment and deck space constraints.
The document comprehensively defines air vehicle performance specifications including cruise airspeed (minimum 20-50 KTAS threshold, 35-60 KTAS objective depending on platform), dash speed, service ceiling (3,000-5,000 feet MSL threshold, 10,000-15,000 feet objective), and launch/recovery capabilities in specified sea states with defined ship motion parameters (pitch and roll attitudes). Critical requirements include acoustic detectability per MIL-STD-1474 Level 1 standards, low-visibility counter-shaded paint schemes per MIL-STD-2161, automated launch and recovery operations, and payload capacity to simultaneously operate eight sensors (AIS, ADS-B, transponder, IR laser designator, weather sensor, VHF/UHF comms relay, EO/IR, and wide area sensor). The Ground Control Station must be installed in the Operations Center with specific recording, display, and data export capabilities; support Windows-based systems; and maintain 10-minute backup power. Communications requirements mandate NSA-approved encryption, Mode 3/C or Mode 5 transponder capability, SAASM-compliant GPS, hemispherical 360-degree datalink coverage at 40-100+ nautical mile ranges, and VHF-AM/FM and UHF frequency support. ISR data product requirements specify NIIRS Level 8.4 for EO and 7.2 for IR imagery at 5,000 feet altitude, MISP-compliant 1080p HD FMV output in NITF 2.1 format, and 20-meter positional accuracy. All systems must maintain Authority to Operate (ATO) from DoD or DHS, comply with electromagnetic compatibility standards per MIL-STD-464C, achieve Category 3 Flight Clearance, and meet host cutter cybersecurity and TEMPEST certification requirements. Lithium batteries are limited to 1,000Wh aggregate energy content with NAVSEA certification, and vendors are responsible for all commercial shipping and customs clearance.
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LEGEND
| Additional 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. Any component or capability proposed not listed in this SPS must be incorporated in the resulting contract. | |
| WMSL | Dimensions: 418 feet long, 54 feet wide, with a displacement of 4,500 long tons | ERROR:#VALUE! |
| Flight Deck - Yes; Hangar - Yes; Concurrent deployment with helicopter - Yes | ||
| Performance: A top speed of over 28 knots and a range of 12,000 nautical miles, allowing for patrols lasting 60 to 90 days | ||
| Crew: A standard crew of around 113, with the ability to accommodate up to 148 personnel depending on the mission | ||
| Mission: Legend-class cutters are designed to operate in a variety of environments and can be tasked with a wide range of missions: Law Enforcement, National Security, Search and Rescue, Environmental Protection, and International Relations. | ||
| MEC-270' | Dimensions: 270 feet long, 38 feet wide, with a displacement of 1,800 long tons | ERROR:#VALUE! |
| Flight Deck - Yes; Hangar - Yes; Concurrent deployment with helicopter - No | ||
| Performance: A top speed of 19.5 knots and a range of 9,900 nautical miles. Capable of patrols lasting from 14 to 21 days, with some missions extending to 6-8 weeks | ||
| Crew: A complement of 100 personnel, including 14 officers and 86 enlisted members | ||
| Mission: The Famous Class cutters missions include: Law Enforcement, Search and Rescue, Environmental Protection, and Homeland Security. | ||
| MEC-210' | Dimensions: 210 feet 6 inches long, 34 feet wide, with a full load displacement of approximately 1,127 long tons | ERROR:#VALUE! |
| Flight Deck - Yes; Hangar - No; Concurrent deployment with helicopter - No | ||
| Performance: A top speed of 18 knots and a cruising range of 8,000 nautical miles at 12 knots. The class is designed for an operating endurance of about 30 days | ||
| Crew: A complement of approximately 75 personnel, including 12 officers and 63 enlisted members | ||
| Mission: The Famous Class cutters missions include: Law Enforcement, Search and Rescue, Environmental Protection, and Homeland Security. | ||
| OPC | Dimensions: 360 feet long, 54 feet wide, with a draft of 17 feet. The full load displacement is approximately 4,500 long tons | ERROR:#VALUE! |
| Flight Deck - Yes; Hangar - Yes ; Concurrent deployment with helicopter - Yes | ||
| Performance: A top speed of over 22 knots and a range of 10,200 nautical miles at 14 knots. The endurance is 60 days. | ||
| Crew: The cutter will have a complement of up to 126 personnel | ||
| Mission: The Famous Class cutters missions include: Law Enforcement, Search and Rescue, Defense Operations, and Artic Operations. | ||
| ICE BREAKERS | ERROR:#VALUE! | ERROR:#VALUE! |
| Ice breakers are unique. They vary in size, shape, limitations, and requirements. The Pricing sheet splits Ice Breakers into: |
Ships with full capabilities (HEALY, POLAR STAR, Polar Security Cutters) Ships with limited capabilities (STORIS with no hangar, and Arctic Security Cutters, with limited berthing).
J-2 SPS
| Performance Characterisc | 01-WMSL | 02-MEC 270 | 03-MEC 210 | 04-SHORE | 05-OPC | 06-ICE | 07-FRC | ||||||||
| Threshold | Objective | Threshold | Objective | Threshold | Objective | Threshold | Objective | Threshold | Objective | Threshold | Objective | Threshold | |||
| Air Vehicle (AV) Performance Specifications | Air Vehicle (AV) Performance Specifications | Air Vehicle (AV) Performance Specifications | Air Vehicle (AV) Performance Specifications | Air Vehicle (AV) Performance Specifications | Air Vehicle (AV) Performance Specifications | Air Vehicle (AV) Performance Specifications | |||||||||
| Airspeed | Cruise | 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 | 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 | 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 | 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 | 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 | 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 | Minimum 20 Knots True Air Speed (KTAS) for the duration of a full 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. | Minimum 85 KTAS for 1.25 hours in standard atmospheric conditions, at all operational altitudes. | Minimum 70 KTAS for 1.25 hours in | |||||||||||||
| standard atmospheric conditions, at all operational altitudes. | Minimum 85 KTAS for 1.25 hours in standard atmospheric conditions, at all operational altitudes. | Minimum 70 KTAS for 1.25 hours in | |||||||||||||
| standard atmospheric conditions, at all operational altitudes. | Minimum 85 KTAS for 1.25 hours in standard atmospheric conditions, at all operational altitudes. | Minimum 70 KTAS for 1.25 hours in | |||||||||||||
| standard atmospheric conditions, at all operational altitudes. | Minimum 85 KTAS for 1.25 hours in standard atmospheric conditions, at all operational altitudes. | Minimum 70 KTAS for 1.25 hours in | |||||||||||||
| standard atmospheric conditions, at all operational altitudes. | Minimum 85 KTAS for 1.25 hours in standard atmospheric conditions, at all operational altitudes. | Minimum 70 KTAS for 1.25 hours in | |||||||||||||
| standard atmospheric conditions, at all operational altitudes. | Minimum 85 KTAS for 1.25 hours in standard atmospheric conditions, at all operational altitudes. | Minimum 35 KTAS for 0.5 hours in standard atmospheric conditions, at all operational altitudes. | |||||||||||||
| Service Ceiling | Minimum 5,000 Feet Mean Sea Level (MSL) | Minimum 15,000 Feet Mean Sea Level (MSL) | Minimum 5,000 Feet Mean Sea Level (MSL) | Minimum 15,000 Feet Mean Sea Level (MSL) | Minimum 5,000 Feet Mean Sea Level (MSL) | Minimum 15,000 Feet Mean Sea Level (MSL) | Minimum 5,000 Feet Mean Sea Level (MSL) | Minimum 15,000 Feet Mean Sea Level (MSL) | Minimum 5,000 Feet Mean Sea Level (MSL) | Minimum 15,000 Feet Mean Sea Level (MSL) | Minimum 5,000 Feet Mean Sea Level (MSL) | Minimum 15,000 Feet Mean Sea Level (MSL) | Minimum 3,000 Feet Mean Sea Level (MSL) | ||
| Takeoff & Recovery Relative Wind Limits | Minimum wind | 35 Knots from any ships relative direction. | 45 Knots from any ships relative direction | 35 Knots from any ships relative direction. | 45 Knots from any ships relative direction | 35 Knots from any ships relative direction. | 45 Knots from any ships relative direction | 35 Knots from any true direction | 45 Knots from any ships relative direction | 35 Knots from any ships relative direction. | 45 Knots from any ships relative direction | 35 Knots from any ships relative direction. | 45 Knots from any ships relative direction | 10 Knots | |
| Minimum Gust Spread | 15 Knots | 20 Knots | 15 Knots | 20 Knots | 15 Knots | 20 Knots | 15 Knots | 20 Knots | 15 Knots | 20 Knots | 15 Knots | 20 Knots | |||
| Takeoff, Operations and Recovery | Temperature Range | 0 to +120 (Fahrenheit) | -25 to +120 (Fahrenheit) | 0 to +120 (Fahrenheit) | -25 to +120 (Fahrenheit) | 0 to +120 (Fahrenheit) | -25 to +120 (Fahrenheit) | 0 to +120 (Fahrenheit) | -25 to +120 (Fahrenheit) | 0 to +120 (Fahrenheit) | -25 to +120 (Fahrenheit) | -25 to +120 (Fahrenheit) | -40 to +120 (Fahrenheit) | 0 to +120 (Fahrenheit) | |
| Density Altitude | Minimum 4,800 Feet for Takeoff and Recovery | Same as Threshold | Minimum 4,800 Feet for Takeoff and Recovery | Same as Threshold | Minimum 4,800 Feet for Takeoff and Recovery | Same as Threshold | Minimum 4,800 Feet for Takeoff and Recovery | Same as Threshold | Minimum 4,800 Feet for Takeoff and Recovery | Same as Threshold | Minimum 4,800 Feet for Takeoff and Recovery | Same as Threshold | Minimum 4,800 Feet for Takeoff and Recovery | ||
| Conditions | Day and Night | Same as Threshold | Day and Night | Same as Threshold | Day and Night | Same as Threshold | Day and Night | Same as Threshold | Day and Night | Same as Threshold | Day and Night | Same as Threshold | Day and Night | ||
| Turbulence | Light | Same as Threshold | Light | Same as Threshold | Light | Same as Threshold | Light | Same as Threshold | Light | Same as Threshold | Light | Same as Threshold | Light | ||
| Relative Humidity | 0% to 100% | Same as Threshold | 0% to 100% | Same as Threshold | 0% to 100% | Same as Threshold | 0% to 100% | Same as Threshold | 0% to 100% | Same as Threshold | 0% to 100% | Same as Threshold | 0% to 100% | ||
| Rainfall | Maximum 0.10 inches per hour in other than known icing conditions | 0.25 inches per hour in other than known icing conditions | Maximum 0.10 inches per hour in other than known icing conditions | 0.25 inches per hour in other than known icing conditions | Maximum 0.10 inches per hour in other than known icing conditions | 0.25 inches per hour in other than known icing conditions | Maximum 0.10 inches per hour in other than known icing conditions | 0.25 inches per hour in other than known icing conditions | Maximum 0.10 inches per hour in other than known icing conditions | 0.25 inches per hour in other than known icing conditions | Maximum 0.10 inches per hour in other than known icing conditions | 0.25 inches per hour in other than known icing conditions | Maximum 0.10 inches per hour in other than known icing conditions | ||
| Launch and Recovery with helicopter | 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. | The UAS must launch and recover while a statice H-60 is spotted on the flight deck in a folded configuration (Objective). | N/A | The UAS must launch and recover while a static H-65 spotted on the flight deck in a folded configuration (Objective) | N/A | The UAS must launch and recover while a static H-65 spotted on the flight deck in a folded configuration (Objective) | 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. | The UAS must launch and recover while a statice H-60 is spotted on the flight deck in a folded configuration (Objective). | The UAS must launch and recover while a static H-65 spotted on the flight deck in a folded configuration | ||||||
| ISR Operational Tempo | 24hrs/day |
72hrs/week 210hrs/30 days 24hrs/day 72hrs/week 210hrs/30 days 24hrs/day 72hrs/week 210hrs/30 days 24/7 ISR Coverage 24hrs/day 72hrs/week 210hrs/30 days 24hrs/day 72hrs/week 210hrs/30 days 4hrs/day 28hrs/week 120hrs/30 days
| On scene time and range 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) | 10 hour continuous at 40 miles | 20 hours at 100 miles | 10 hour continuous at 40 miles | 20 hours at 100 miles | 10 hour continuous at 40 miles | 20 hours at 100 miles | 24 hours at 100 miles | 48 hours at 200 miles | 10 hour continuous at 40 miles | 20 hours at 100 miles | 10 hour continuous at 40 miles | 20 hours at 100 miles | 03 hours continuous | ||
| Flight Deck | The UA must launch and recover from the host cutter flight deck. The nominal dimensions for the the unmanned aircraft launch and recover are 20' x' 20'. (4.1-8.2’ seas, Brettschneider scale) with calculated parameters given below. | The UA must launch and recover from the host cutter flight deck. The nominal dimensions for the the unmanned aircraft launch and recover are 15' x' 15'. (4.1-8.2’ seas, Brettschneider scale) with calculated parameters given below. | The UA must launch and recover from the host cutter flight deck. The nominal dimensions for the the unmanned aircraft launch and recover are 12' x' 12'. (4.1-8.2’ seas, Brettschneider scale) with calculated parameters given below. | The UA must launch and recover from the host cutter flight deck. The nominal dimensions for the the unmanned aircraft launch and recover are 20' x' 20'. (4.1-8.2’ seas, Brettschneider scale) with calculated parameters given below. | The UA must launch and recover from the host cutter flight deck. The nominal dimensions for the the unmanned aircraft launch and recover are 15' x' 15'. (4.1-8.2’ seas, Brettschneider scale) with calculated parameters given below. | The UA must launch and recovery from the host cutter. The nominal dimensions for the host cutter UAS operating area is 48 feet wide by 80 feet long. 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 Parameter | Ship Motion Parameter | Ship Motion Parameter | Ship Motion Parameter | Ship Motion Parameter | Ship Motion Parameter | ||||||||||
| Pitch | Attitude | + / - 5 degrees | + /- 6 degrees | + / - 3 degrees | + /- 6 degrees | + / - 3 degrees | + /- 6 degrees | + / - 5 degrees | + /- 6 degrees | + / - 5 degrees | + /- 6 degrees | + / - 5 degrees | |||
| Rate | 1 degree per second | Same as Threshold | 1 degree per second | Same as Threshold | 1 degree per second | Same as Threshold | 1 degree per second | Same as Threshold | 1 degree per second | Same as Threshold | 1 degree per second | ||||
| Roll | Attitude | + / - 8 degrees | + / - 10 degrees | + / - 5 degrees | + / - 8 degrees | + / - 5 degrees | + / - 8 degrees | + / - 8 degrees | + / - 10 degrees | + / - 8 degrees | + / - 10 degrees | + / - 8 degrees | |||
| Rate | 2 degrees per second | Same as Threshold | 2 degrees per second | Same as Threshold | 2 degrees per second | Same as Threshold | 2 degrees per second | Same as Threshold | 2 degrees per second | Same as Threshold | 2 degrees per second | ||||
| External Lighting | 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. | 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. | 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. | 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. | 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. | 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. | 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. | ||||||||
| Lost Link | The UA must have a pilot-actuated flight termination mode. | The UA must have a pilot-actuated flight termination mode. | The UA must have a pilot-actuated flight termination mode. | The UA must have a pilot-actuated flight termination mode. | The UA must have a pilot-actuated flight termination mode. | The UA must have a pilot-actuated flight termination mode. | 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. | 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. | 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. | 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. | 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. | 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. | 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 and recovery | 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 required human flight control inputs during critical phases of flight. holding onto and guiding the aircraft during takeoff and landing. However, there must be no required human flight control inputs during critical phases of flight. | 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 required human flight control inputs during critical phases of flight. holding onto and guiding the aircraft during takeoff and landing. However, there must be no required human flight control inputs during critical phases of flight. | 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 required human flight control inputs during critical phases of flight. holding onto and guiding the aircraft during takeoff and landing. However, there must be no required human flight control inputs during critical phases of flight. | 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 required human flight control inputs during critical phases of flight. holding onto and guiding the aircraft during takeoff and landing. However, there must be no required human flight control inputs during critical phases of flight. | 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 required human flight control inputs during critical phases of flight. holding onto and guiding the aircraft during takeoff and landing. However, there must be no required human flight control inputs during critical phases of flight. | 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 required human flight control inputs during critical phases of flight. holding onto and guiding the aircraft during takeoff and landing. However, there must be no required human flight control inputs during critical phases of flight. | 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 required human flight control inputs during critical phases of flight. holding onto and guiding the aircraft during takeoff and landing. However, there must be no required human flight control inputs during critical phases of flight. | |||||||
| Recovery Wave- Off | The UAS must have an manual wave-off for vertical landing systems and an autonomous wave-off for non-vertical landing systems. | The UAS must have an manual wave-off for vertical landing systems and an autonomous wave-off for non-vertical landing systems. | The UAS must have an manual wave-off for vertical landing systems and an autonomous wave-off for non-vertical landing systems. | The UAS must have an manual wave-off for vertical landing systems and an autonomous wave-off for non-vertical landing systems. | The UAS must have an manual wave-off for vertical landing systems and an autonomous wave-off for non-vertical landing systems. | The UAS must have an manual wave-off for vertical landing systems and an autonomous wave-off for non-vertical landing systems. | The UAS must have an manual wave-off for vertical landing systems and an autonomous wave-off for non-vertical landing systems. | ||||||||
| Payload | Must be able to meet sensor requirements below and air vehicle specs concurrently. | Must be able to meet sensor requirements below and air vehicle specs concurrently. | Must be able to meet sensor requirements below and air vehicle specs concurrently. | Must be able to meet sensor requirements below and air vehicle specs concurrently. | Must be able to meet sensor requirements below and air vehicle specs concurrently. | Must be able to meet sensor requirements below and air vehicle specs concurrently. | The UA must have space, weight, and power to concurrently operate vendor provided: Electro-Optical (EO) sensor, Infra-Red (IR) sensor, aeronautical transponder, and non-visible IR marker for the required flight endurance. | ||||||||
| Detectability | At an operating altitude sufficient for the UA to provide the FMV/Still imagery requirements identified in the ISR Data Product Requirements section of this document but no higher than 5,000 feet while the UA is directly overhead of the target of interest (no slant range), the UA must 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 sufficient for the UA to provide the FMV/Still imagery requirements identified in the ISR Data Product Requirements section of this document but no higher than 5,000 feet while the UA is directly overhead of the target of interest (no slant range), the UA must 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 sufficient for the UA to provide the FMV/Still imagery requirements identified in the ISR Data Product Requirements section of this document but no higher than 5,000 feet while the UA is directly overhead of the target of interest (no slant range), the UA must 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 sufficient for the UA to provide the FMV/Still imagery requirements identified in the ISR Data Product Requirements section of this document but no higher than 5,000 feet while the UA is directly overhead of the target of interest (no slant range), the UA must 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 sufficient for the UA to provide the FMV/Still imagery requirements identified in the ISR Data Product Requirements section of this document but no higher than 5,000 feet while the UA is directly overhead of the target of interest (no slant range), the UA must 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 sufficient for the UA to provide the FMV/Still imagery requirements identified in the ISR Data Product Requirements section of this document but no higher than 5,000 feet while the UA is directly overhead of the target of interest (no slant range), the UA must 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 sufficient for the UA to provide the FMV/Still imagery requirements identified in the ISR Data Product Requirements section of this document but no higher than 5,000 feet while the UA is directly overhead of the target of interest (no slant range), the UA must 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). | ||||||||
| The UA must incorporate low-visibility, counter-shaded paint scheme consisting of matte gray on upper surfaces and lower surfaces. Markings must be painted in the respective contrasting gray as depicted in MIL-STD-2161 (series). | The UA must incorporate low-visibility, counter-shaded paint scheme consisting of matte gray on upper surfaces and lower surfaces. Markings must be painted in the respective contrasting gray as depicted in MIL-STD-2161 (series). | The UA must incorporate low-visibility, counter-shaded paint scheme consisting of matte gray on upper surfaces and lower surfaces. Markings must be painted in the respective contrasting gray as depicted in MIL-STD-2161 (series). | The UA must incorporate low-visibility, counter-shaded paint scheme consisting of matte gray on upper surfaces and lower surfaces. Markings must be painted in the respective contrasting gray as depicted in MIL-STD-2161 (series). | The UA must incorporate low-visibility, counter-shaded paint scheme consisting of matte gray on upper surfaces and lower surfaces. Markings must be painted in the respective contrasting gray as depicted in MIL-STD-2161 (series). | The UA must incorporate low-visibility, counter-shaded paint scheme consisting of matte gray on upper surfaces and lower surfaces. Markings must be painted in the respective contrasting gray as depicted in MIL-STD-2161 (series). | The UA must incorporate low-visibility, counter-shaded paint scheme consisting of matte gray on upper surfaces and lower surfaces. Markings must be painted in the respective contrasting gray as depicted in MIL-STD-2161 (series). | |||||||||
| Fuel | 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 throughout these ranges. | 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 throughout these ranges. | 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 throughout these ranges. | The UA shall operate on commonly available fuels at forward-deployed locations, such as MIL-DTL-5624, grade JP-4/JP-5; MIL-DTL-83133 grade JP-8/JP-8+100; ASTM D910, aviation gasoline grade 100LL; and their equivalent NATO and commercial versions. For ship-based operations, the AV shall operate on MIL-DTL- 5624, grade JP-4/JP-5. | 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 throughout these ranges. | 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 throughout these ranges. | |||||||||
| Battery | Batteries and/or battery packs must have United Nations (UN) and US Department of Transportation (DOT) 38.3 certification. | Batteries and/or battery packs must have United Nations (UN) and US Department of Transportation (DOT) 38.3 certification. | Batteries and/or battery packs must have United Nations (UN) and US Department of Transportation (DOT) 38.3 certification. | Batteries and/or battery packs must have United Nations (UN) and US Department of Transportation (DOT) 38.3 certification. | Batteries and/or battery packs must have United Nations (UN) and US Department of Transportation (DOT) 38.3 certification. | Batteries and/or battery packs must have United Nations (UN) and US Department of Transportation (DOT) 38.3 certification. | Batteries and/or battery packs must have 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 the current NAVSEA Technical Publication S9310- AQ-SAF-and it’s aligned standard NAVSEAINST 9310.1.C at time of contract award. 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 (hangar or 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. | 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 the current NAVSEA Technical Publication S9310- AQ-SAF-and it’s aligned standard NAVSEAINST 9310.1.C at time of contract award. 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 (hangar or 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. | 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 at time of contract award. 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 | 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 at time of contract award. 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. | 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 at time of contract award. 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 | 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 at time of contract award. 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 | 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 at time of contract award. 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 Flight Clearance (IFC). The UAS must comply with post award NAVAIR-issued flight clearance recommendation (FCR), USCG flight clearance, aviation facilities certification, and military UAS airworthiness certification. | The UAS must currently possess a current DoD or DHS flight clearance. | 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 Flight Clearance (IFC). The UAS must comply with post award NAVAIR-issued flight clearance recommendation (FCR), USCG flight clearance, aviation facilities certification, and military UAS airworthiness certification. | The UAS must currently possess a current DoD or DHS flight clearance. | 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 Flight Clearance (IFC). The UAS must comply with post award NAVAIR-issued flight clearance recommendation (FCR), USCG flight clearance, aviation facilities certification, and military UAS airworthiness certification. | The UAS must currently possess a current DoD or DHS flight clearance. | 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 Flight Clearance (IFC). The UAS must comply with post award NAVAIR-issued flight clearance recommendation (FCR), USCG flight clearance, aviation facilities certification, and military UAS airworthiness certification. | The UAS must currently possess a current DoD or DHS flight clearance. | 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 Flight Clearance (IFC). The UAS must comply with post award NAVAIR-issued flight clearance recommendation (FCR), USCG flight clearance, aviation facilities certification, and military UAS airworthiness certification. | The UAS must currently possess a current DoD or DHS flight clearance. | 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 Flight Clearance (IFC). The UAS must comply with post award NAVAIR-issued flight clearance recommendation (FCR), USCG flight clearance, aviation facilities certification, and military UAS airworthiness certification. | The UAS must currently possess a current DoD or DHS flight clearance. | 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 Flight Clearance (IFC). The UAS must comply with post award NAVAIR-issued flight clearance recommendation (FCR), USCG flight clearance, aviation facilities certification, and military UAS airworthiness certification. | ||
| Flight Clearance | Submission of a data package that contains engineering data necessary to support a Category 3 Interim Flight Clearance (IFC) in accordance with NAVAIRINST 13034.1, Airworthiness Policy | Submission of a data package that contains engineering data necessary to support a Category 3 Interim Flight Clearance (IFC) in accordance with NAVAIRINST 13034.1, Airworthiness Policy | Submission of a data package that contains engineering data necessary to support a Category 3 Interim Flight Clearance (IFC) in accordance with NAVAIRINST 13034.1, Airworthiness Policy | Submission of a data package that contains engineering data necessary to support a Category 3 Interim Flight Clearance (IFC) in accordance with NAVAIRINST 13034.1, Airworthiness Policy | Submission of a data package that contains engineering data necessary to support a Category 3 Interim Flight Clearance (IFC) in accordance with NAVAIRINST 13034.1, Airworthiness Policy | Submission of a data package that contains engineering data necessary to support a Category 3 Interim Flight Clearance (IFC) in accordance with NAVAIRINST 13034.1, Airworthiness Policy | |||||||||
| Flight in Icing Conditions | The UAS must operate in light icing conditions defined as accumulation of ¼ inch of ice in 15-20 minutes (Objective) | The UAS must operate in light icing conditions defined as accumulation of ¼ inch of ice in 15-20 minutes (Objective) | The UAS must operate in light icing conditions defined as accumulation of ¼ inch of ice in 15-20 minutes (Objective) | The UAS must operate in light icing conditions defined as accumulation of ¼ inch of ice in 15-20 minutes (Objective) | The UAS must operate in light icing conditions defined as accumulation of ¼ inch of ice in 15-20 minutes (Objective) | The UAS must be able to identify, detct, and alert the PIC of in-flight icing conditions. | The UAS must operate in light icing conditions defined as accumulation of ¼ inch of ice in 15-20 minutes (Objective) | ||||||||
| Collision Avoidance System | In addition to other sensor requirements identified in this documente, the UA must incorporate an onboard collision avoidance system (i.e. Detect and avoid (DAA) or Sense and avoid (SAA) systems) while maintaining compliance with international due regard and capable of FAA approvalfor public aircraft. | In addition to other sensor requirements identified in this documente, the UA must incorporate an onboard collision avoidance system (i.e. Detect and avoid (DAA) or Sense and avoid (SAA) systems) while maintaining compliance with international due regard and capable of FAA approvalfor public aircraft. | In addition to other sensor requirements identified in this documente, the UA must incorporate an onboard collision avoidance system (i.e. Detect and avoid (DAA) or Sense and avoid (SAA) systems) while maintaining compliance with international due regard and capable of FAA approvalfor public aircraft. | In addition to other sensor requirements identified in this documente, the UA must incorporate an onboard collision avoidance system (i.e. Detect and avoid (DAA) or Sense and avoid (SAA) systems) while maintaining compliance with international due regard and capable of FAA approvalfor public aircraft. | In addition to other sensor requirements identified in this documente, the UA must incorporate an onboard collision avoidance system (i.e. Detect and avoid (DAA) or Sense and avoid (SAA) systems) while maintaining compliance with international due regard and capable of FAA approvalfor public aircraft. | In addition to other sensor requirements identified in this documente, the UA must incorporate an onboard collision avoidance system (i.e. Detect and avoid (DAA) or Sense and avoid (SAA) systems) while maintaining compliance with international due regard and capable of FAA approvalfor public aircraft. | |||||||||
| Airspace | Public Aircraft | The UAS must meet "Public Aircraft" standards as defined by the FAA | The UAS must meet "Public Aircraft" standards as defined by the FAA | The UAS must meet "Public Aircraft" standards as defined by the FAA | The UAS must meet "Public Aircraft" standards as defined by the FAA | The UAS must meet "Public Aircraft" standards as defined by the FAA | The UAS must meet "Public Aircraft" standards as defined by the FAA | ||||||||
| COA | The vendor must be able to establish an approved FAA COA (CONOPS/Solution) for the UAS to transit to/from established launch location within the National Airspace System to International Airspace (12+ from shore). | The UAS must be certified to fly within National Airspace System | |||||||||||||
| System Footprint/Mobility and Transportation Requirements | System Footprint/Mobility and Transportation Requirements | System Footprint/Mobility and Transportation Requirements | System Footprint/Mobility and Transportation Requirements | System Footprint/Mobility and Transportation Requirements | System Footprint/Mobility and Transportation Requirements | System Footprint/Mobility and Transportation Requirements |
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