UAS Sensing in Canada Δ 24th of October 2018 Ω 9:19 AM

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~ RFI

»DND_JUSTAS-RFI-2016_Letter_of_Interest
long range, long endurance Unmanned Aircraft Systems (UAS) for
1. the Government of Canada (GC),
2. the Department of National Defence (DND) and
3. the Canadian Armed Forces (CAF)

Background Information

2.1 In support of the enduring Canadian defence strategy roles and missions,
UAS will play a significant role in the CAF “system of systems” approach to
Intelligence, Surveillance and Reconnaissance (ISR),
with emphasis on the defence of Canadian territory,
including the Arctic and maritime approaches, and
a capability to support ISR and precision strike in support of deployed forces.

As a result, the CAF has a need to field and support interoperable,
network-enabled UAS to provide ISR, Target Acquisition, and
a weapons carrying and delivery capability in support of CAF operations worldwide.

2.2 The conclusion of the Canadian mission to Afghanistan
and the termination of the lease of the Heron UAS
left Canada with no persistent UAS capability to support domestic and expeditionary taskings.
Since the end of the Afghanistan mission,
the CAF deployed, and continues to deploy, CF188 and CP140 on a number of international deployments.
The Canadian contribution to these deployments could have been augmented by a UAS if that system had been available.

2.4 The JUSTAS project is investigating a number of options
to deliver the strategic/operational level UAS for the CAF.
The options being examined include:
a) Interim UAS Capability (IUC) -
Acquisition of an interim capability that will deliver a single Line of Tasking1 (LOT) in the short term.
The interim capability would be for a fixed base period (assume five (5) years for costing purposes)
with options for extension (multiple one-year extensions);

b) Interim + Full JUSTAS (I+F) - Acquisition of an interim capability
that will deliver a single LOT in the short term to be followed by
an option to meet the full JUSTAS High Level Mandatory Requirements (HLMR); and

c) Full JUSTAS - Acquisition of a capability to meet the full JUSTAS HLMR

2.5 The intent of the interim capability is to provide an operational capability
as soon as possible following contract award,
to provide an opportunity for the CAF to gain operational and
support experience and to allow for certain technologies, and
certification and regulatory environments to fully mature prior to transitioning to the full JUSTAS capability.
In addition, lessons learned from the acquisition and operation of this interim capability
could inform the full UAS capability requirements.
The operational focus of the interim capability is to conduct ISR missions in the domestic Area of
Responsibility (AOR); however, the ability to support expeditionary missions is highly desirable.
The full JUSTAS capability is required to address all HLMR and support domestic and expeditionary missions

2.6 Respondents are highly encouraged to offer alternatives
to the project concepts and strategies outlined in this RFI.
These alternatives should be accompanied by comprehensive arguments and analysis
that clearly demonstrate how the proposed solution to the operational requirement
is more advantageous to Canada with regard to operational suitability, effectiveness, schedule, cost and risk.

2.7 This RFI is one step of the Industry Engagement process
by which the JUSTAS project seeks input on availability of technology,
ability for industry to deliver and data necessary to develop detailed cost estimates for the required UAS capability.
The intent, following receipt of RFI responses from Industry,
is to continue interactive engagement with Industry
throughout the project phases leading to the Request for Proposal (RFP)
in accordance with the Defence Procurement Strategy.

3.0 Potential Work Scope 3.1 The Project will acquire and
field a fully integrated and interoperable UAS weapon system.
The JUSTAS Project’s scope of work could include activities for the IUC,
the Full JUSTAS or the two combined to deliver I+F as follows:
Item IUC Full JUSTAS Project Management X X
Acquire one (1) UAS, comprising of up to four (4) Unmanned Aircraft (UA),
that meet the user’s approved operational requirements

X Acquire sufficient UAS to meet the full JUSTAS HLMR
X Acquire four deployable Ground Control Stations (GCS),
Ground Data Terminals (GDT) and ground support equipment
required for the operation and support of the UAS capability

XX Acquire four fixed Ground Control Stations (GCS),
Ground Data Terminals (GDT) for installation in the permanent JUSTAS infrastructure

X Contracted Maintenance and In-Service Support for the duration of the interim capability
X Provision of a twenty years in-service support framework for the UAS
with 1st and limited 2nd level maintenance to be provided by RCAF personnel

X Acquire initial spares sufficient for 30 days of deployed operations
X Acquire equipment and services to be furnished to the Contractor as Government Furnished Equipment (GFE)/Government Furnished Services (GFS)
XX Acquire technical data packages appropriate to Canada’s needs as defined in Section V Costs V.c.3. and V.d.9.i.
XX Acquire satellite and terrestrial communications components and services for command and control of the UA and
transmission of sensor data to ground facilities

XX Acquire infrastructure to support UAS, personnel, and related activities X X

Contracting of Ab-Initio Training for UAS personnel operating the UA,
its sensors or analysing sensor data from the GCS.
Annual serials will be required to train incoming personnel

X Contracting of Initial Cadre Training for UAS personnel operating the UA,
its sensors or analysing sensor data from the GCS X Acquire system-specific
training systems/packages for operations, intelligence, and maintenance personnel

X Conduct of all activities required for introduction to service,
including airworthiness and security certification and accreditation

XX AcquireWar Stocks (If the interim solution is weapons-capable,
DND will also acquire weapons for the interim IAW departmental policy)

Measure of Capability

Awareness
Surveillance and Target Acquisition:
Ability to conduct multi-spectral intelligence, surveillance and reconnaissance (ISR)
in all weather conditions, day and night,
to obtain positive identification and precision targeting data of land and sea surface targets.
To include Electronic Support Measures / Signals Intelligence (SIGINT) collection

Interoperability
Ability of the system to provide services and data to, and
accept services and data from, joint and combined forces.

Reach
Range: Ability of the Unmanned Aircraft (UA) to reach to the edge of Canada’s domestic Area of Responsibility (AOR)
from the Main Operating Base or a suitable Deployed or Forward Operating Location.

Persistence
Endurance: Under reconnaissance configuration, the ability to search, detect, identify and
persistently track a contact at the edge of Canada's AOR.
Additionally, for a UA to manned aircraft turnover,
sufficient endurance to persistently track the contact for a minimum of six hours and
for a UA to UA turnover, sufficient endurance to affect a turnover.

Responsiveness
Operational Suitability:
Ability to conduct sustained operations worldwide in appropriate classes of airspace,
under specified adverse weather conditions.

Speed:
In a force application configuration,
ability to provide kinetic effects on a target 150 km from the UA within 30 minutes of a request for support.
In the reconnaissance configuration, sufficient speed to overcome the historical environmental conditions within the Canadian AOR.

Dynamic Control:
Ability to dynamically control the unmanned aircraft and payload,
in near-real time, under line-of-sight (LOS), beyond line-of-sight (BLOS), and
remote split operations (RSO), and respond to situational changes and new taskings.

OperationalTempo:
Sufficient operational and training systems, infrastructure, and
logistical support to sustain: a single line of operation for force generation / employment in Canada; and
two separate 24/7 lines of operation from a single deployment location (in Canada or overseas)

Survivability
Ability to operate in low-to-medium threat environments.

Lethality
Force Application: Capable of enabling Joint Fires and carrying and employing precision-guided munitions.

Flexibility/ Growth Capacity
The UA must possess the flexibility, growth capacity, and
standard interfaces required to integrate new payloads
to support enhanced overland capabilities and maritime domain awareness.

3.5 Although it is up to the Respondent to define what sub-systems and payloads
will be required to meet the HLMR,
DND has provided a list of components (Table 3) that it believes should be part of the proposed solution.
Respondents should view the table as indicative of capabilities required to meet the HLMR.
They should state in their response which components will or will not be included
in their proposed system and how they plan to replace the capabilities provided by these omitted components.
They should also identify any additional components (not part of Table 3)
that are part of their proposed system, or will need to be integrated in order to meet the HLMR.

Awareness
3.9 The UA will carry a suite of sensors that will allow the crew <-- MANNED!
to conduct surveillance, reconnaissance and information operations.
Specifically, the UA will carry a stabilized sensor turret
that enables the crew to covertly detect, identify and track
targets at least as small as humans with weapons, and
obtain targeting data, day or night,
while remaining clear of surface-based threat systems.
Full motion video will be available for visual, near IR and IR wavelengths.
The sensor turret will also be capable of determining the range to the target,
its location and designating the target for self or third party engagement.
In addition, the UA will be expected to carry a synthetic aperture radar
capable of operating in the maritime environment,
producing high-resolution spot images and strip maps, and detecting ground moving targets.
An integrated Identification Friend or Foe (IFF) interrogator will be required.
The UA will be equipped with an Electronic Support Measures (ESM) system/Signals Intelligence system (SIGINT)
to detect, identify and locate ground and airborne electronic emitters.
Finally, the UA will be equipped with an Automatic Identification System (AIS) receiver.

Range and Endurance
3.11 The requirement for endurance at a given range is related primarily to
the Arctic and maritime domain awareness missions (included as Annex B, C and D)
in which the UA (with appropriate payloads) will be expected to transit to
distant regions of Canada’s maritime and Arctic AOR
for surveillance and search and rescue (SAR) and
remain on station for extended periods of time prior to returning to base.

Specifically, the UA, in Reconnaissance configuration (defined in Table 3),
must be capable of transiting to the outer edge of Canada’s maritime AOR and
the Canadian SAR Region (SRR), and be capable at that range to
search, detect, localize, track, classify, identify, and monitor a contact of interest.
The required endurance of the UA includes the following:
a) The UA in Reconnaissance configuration must provide the operator the following capabilities
as detailed in the maritime scenario at Annex C:
The ability to search, detect, identify, persistently track a Vessel of Interest (VOI), and
execute a turnover with another aviation asset at the edge of Canada's AOR;

For a UA to manned aircraft turnover,
have sufficient endurance to persistently track the VOI for a minimum of six hours
prior to the turnover (assumed time for a manned aircraft to respond and complete handover), and
once turnover and/or on station period is complete, return to base;

For a UA to UA turnover, have sufficient endurance to effect a turnover
(dependent on the response characteristics of the UA (speed)); and
once turnover and/or on station period is complete, return to base.

b) Sufficient reserves or endurance to meet the following fuel requirements:
fuel for flight to the destination;
plus five per cent of the flight-planned fuel to destination;
plus two hours thereafter at the normal holding consumption (with approach fuel being included in the two hour holding fuel); and
plus unusable fuel.

3.12 The UAS capability will be based at a Main Operating Base (MOB)
(an existing Royal Canadian Air Force (RCAF) Wing in eastern Canada)
with deployed operations from 19 Wing Comox (ICAO identifier CYQQ) and
the RCAF Forward Operating Location (FOL) at Inuvik (ICAO identifier CYEV) <-- NORTH!
It is also the intention of the CAF to be able to deploy to any suitable aerodrome for sustained operations when required.
The currently proposed operating locations do not preclude a respondent from suggesting additional or
other proposed locations as part of their submission to meet the HLMR
however, the project will consider the potential additional operating, sustainment and infrastructure costs as part of this solution.

3.13 The interim capability will be required to meet the full extent of these HLMR

Speed
3.14 To meet the speed requirement, the Full JUSTAS UA must be able,
while carrying Precision Guided Munitions (Force Application configuration defined in Table 3),
to transit 150 km and deliver the effects within 30 minutes of receiving the call for fire support.
While in Reconnaissance Mission configuration (no weapons),
the UA must be able to overcome historical winds in the Canadian AOR and,
once in the operations are, have sufficient endurance remaining to conduct the mission.

Operational Tempo
3.16 The Full JUSTAS Operational Tempo (Op Tempo) requirement is for three (3) LOT
with up to 12 aircraft providing up to 8,000 flying hours per year.
The distribution of the flight hours between the operations domain
will depend on whether the operations are conducted from the MOB or from a deployed location.
In addition, a surge capability to 12,000 hours per year will be required once every 24 months.
This surge capability is expected to be required over a six month period on a 21 days’ notice-tomove posture.
Overall, this surge capability can be summarized as the ability to
sustain two (2) 24/7 LOT of Force Employment (FE)
(approximately 720 hours per month per LOT) at a single, domestic or overseas deployed location.

Interoperability
3.20 The requirement for interoperability with our Five Eyes (FVEY) partners is central to the JUSTAS concept of operations.
Interoperability is defined as the capability to provide data and services to, and
receive data and services from, Joint and Combined Forces.
Interoperability covers such varied aspects as laser target designators;
standard air and ground power; standard single point fuelling receptacle;
compatibility with airfield operations and safety;
compatibility with DND single fuel (F-34, diesel) policy; Mode 4/5 IFF;
secure voice communications;
secure low- and high-bandwidth data exchanges (e.g. UHF SATCOM DAMA, TCDL);
common operational picture (Link-16/22);
standard physical data interfaces and MIL-STD data buses;
standard payload data and metadata formats (e.g. STANAGS 4607, 4609, etc.);
compatibility with ROVER series Remote Video Terminals (RVT);
common Tactics, Techniques, and Procedures (TTP); and other factors.
The UAS, including support equipment, must be air transportable by CAF C130J-30 or CC177 aircraft.

Weather
3.29 The expected environment will include surface temperatures ranging from –37°C to above +42°C,
high humidity, rain, snow, sand, wind and dust.
While in flight, the UA will be expected to operate in lightto-moderate precipitation and light turbulence.
Given the frequent icing conditions in Canada,
the UA will be expected to detect icing conditions and
employ anti-ice/de-ice systems to permit continuous operations in areas of light icing and maintain the ability to transit through moderate icing.

3.30 High winds at altitude, especially in winter,
will require the operating envelope of the UA (combination of speed and endurance)
to be sufficient to mitigate, as much as possible,
the effects of adverse wind to ensure timely transit during maritime and
Arctic surveillance missions at the outer reaches of Canada’s AOR.

3.31 To operate under Canadian environmental conditions the UA,
at its maximum gross takeoff weight and under International Standard Atmosphere (ISA) conditions,
must be capable of taking off from a 8000 foot hard surface runway
with an airfield density altitude of up to 7500 feet with zero wind; and
taking off and landing on a contaminated runway (Canadian Runway Friction Index (CRFI) of 0.8 or higher)
in a 15-knot crosswind component, day and night.

Frequency Spectrum
3.33 The UAS will be required to address regulatory, technical and operational spectrum
supportability risks for operations in Canada and abroad.
Canada has limited spectrum available that is compatible with UAS command and control,
therefore dynamic frequency selection within the assigned frequency band is mandatory.

3.34 Canada has secured access to the new Wideband Global SATCOM (WGS) constellation of military satellites.
Respondents are asked to identify in their proposal
whether their equipment has been integrated, tested and certified
to operate on the WGS system’s Ka-band, and indicate
whether this is reflected in their cost estimate.
If not, Respondents are requested to include the cost to integrate, test and certify for operations using WGS.

For global operations, the UAS may take advantage of the available bandwidth
on commercial Ka-band satellite constellations as an alternate.

3.35 Respondents are encouraged to offer solutions to address the Arctic communication challenges
(northern latitudes above approximately 65° N),
including the use of the Iridium and Iridium Next (when available) or
other suitable satellite constellations.

3.36 The interim capability must include a solution for Arctic operations.

Survivability
3.37 The UA will be expected to operate in low-to-medium threat environments.
To mitigate the threat of anti-aircraft artillery (AAA) and man-portable air defence systems (MANPADS),
the UA will routinely operate outside AAA/MANPAD range.
Other threats to the system and to operations security (OPSEC) include:
intercepted, denied, or jammed communications;
denied or spoofed navigation signals;
denied satellite communications; and
the interception and exploitation by a competent adversary of electromagnetic emissions from the UA.
In light of these threats, the system will be required to employ Type 1 encryption of communication links,
NATO-standard secure radios, employ a secure Mode 4/5 IFF transponder,
employ Controlled Radiation Pattern Antennas (CRPA), and
employ redundant, tightly coupled Embedded Global Position System (GPS)/Inertial Navigation System (INS) (EGI) navigation units
that incorporate next-generation Y-code/M-code/course-acquisition (YMCA) GPS receivers and Selective Availability Anti-Spoofing Module (SAASM).

Dynamic Control and Responsiveness
3.39 The UAS must be able to operate in LOS and BLOS modes, and must support RSO.
In RSO, missions worldwide are conducted from a Mission Control Element (MCE) located at the MOB in Canada.
A Launch and Recovery Element (LRE) located at the deployed base
launches the UA and hands it over to the MCE at a prearranged point.
The MCE then controls the UA and payloads using a combination of high-bandwidth terrestrial and
satellite communications links.
Once the mission is complete, the MCE returns control of the UA to the LRE for recovery.

3.40 Since RSO allows the operations crews to remain in Canada
without being physically deployed, the total manpower bill, training burden and cost are significantly reduced.
Moreover, RSO allows the unit to continue to profit from the experience gained
during multiple years of operations instead of diluting experience with every personnel rotation in theatre.
For these reasons and others, and in light of the limited manpower and financial resources available,
RSO is considered a critical enabling concept.

Flexibility / Growth Capacity
3.42 Proposed systems will be required to meet growth requirements.
In addition to the integration of a sense-and-avoid system,
when available (see Airspace paragraph),
it is expected that the UA will have sufficient spare capacity (space, weight, power and cooling) to accommodate future payloads.
The UAS must comply with military standards and widely accepted commercial standards as required in all key system interfaces.
The onboard electrical system must provide standard aircraft Alternate Current (AC) and
Direct Current (DC) power, as well as clean power for payloads with tight power tolerances.

Force Application

3.44 Force application refers to the ability of the UAS to carry and deliver
precision guided munitions and to contribute to Joint Fires
(Fires delivered using two or more aircraft/elements in cooperation to produce desired effects in support of a common objective).
JUSTAS will: detect, classify, identify, and designate targets;
provide full motion video to Joint Terminal Attack Controllers (JTAC) and
Command and Control elements;
coordinate strike missions using secure voice and data over Tactical Data Links (TDL);
provide precision target coordinates; and deliver precision guided munitions.
One of the overarching goals of the JUSTAS program is to provide support to Canadian and
allied deployed forces Close Air Support through the acquisition and designation of targets and,
when tasked, employ lethal organic weapons to hold surface targets at risk.

3.45 Domestically it is the desire of Canada to be able to carry and deploy survival kits
such as the Lightweight Survival Kit Air Droppable (SKAD) used by the CF-188,
in support of Search and Rescue operations.
Typically, the SKAD is configurable for overland or marine operations and could weigh up to 500lbs.
The SKAD is attached to the UA using NATO standard Bomb Release Unit (BRU).

Industrial and Technological Benefits
3.58 Although no agreement or contract will be entered into based on this RFI,
Respondents should be aware that any contracts that are entered into
as a result of a subsequent request for proposal that may follow this RFI will contain economic benefits requirements,
which may include the Industrial and Technological Benefits (ITB) Policy or
other methods to leverage industrial activity that may be considered by Canada.
Under the ITB Policy, companies awarded defence procurement contracts are required to undertake business activities in Canada,
equal to the value of the contract.
In addition, a core element of the ITB Policy is a rated and weighted Value Proposition.
Bidders will be motivated to put forward their best Value Proposition for Canada in their bid proposal,
as industrial considerations will directly influence which bidding firm wins a contract.

5.0 Schedule

5.1 In providing responses, the following schedule should be utilized as a baseline:
a) Potential one-on-one sessions – Post RFI closure in April or May 2016; and
b) Contract Award - Industry should assume that contract award (if option is selected)
will be no earlier than September 2018 for IUC, and no earlier than September 2019 for I+F and Full JUSTAS.

6.0 Response Preparation Instructions

6.1 This RFI is aimed at engaging industry to refine the CAF UAS requirements and support concepts,
as well as confirming the budgets, schedule and defining risk elements
associated with fielding an operationally suitable and effective ISR,
target acquisition, and precision guided weapons carrying and delivery capability.
Respondents are encouraged to be innovative in their proposed method(s) of capability delivery and support options.

6.2 To facilitate the review of responses to this RFI,

Respondents are strongly encouraged to follow the response format described below
(and cost table template at Annex A) and to provide requested information if available.
As well, Respondents may include any additional information they believe to be relevant to the Project.

6.3 Respondents are requested to provide a response to Part 1, Part 2 and/or Part 3 of Annex A

in order to participate in potential follow-on one-on-one activity.
In addition, Respondents interested in oneon-one activity are requested to complete Annex J, One-on-one Session Registration Form.

SECTION I: EXECUTIVE SUMMARY

I.a. Respondents are requested to provide a high level description of
1) the UAS capability and
2) how they propose to meet the project requirements in terms of
a) program management
b) technical solution
c) maintenance concept
d) costs
e) security and
f) Industrial and Technological Benefits (ITB)

SECTION II: MANAGEMENT APPROACH
II.a. Respondents are to identify all companies that will be involved in providing
1) the capability
2) their core competencies and experience, and
3) the specific functions for which they will be responsible.

II.b. Respondents are to describe how each company will accomplish specific functions in terms of
1) program management
2) engineering
3) manufacturing
4) repair and overhaul
5) contractor test and
6) evaluation
7) feedback on constraints and assumptions for conduct of each function along with recommended risk mitigation strategies.

II.c. Respondents are to identify any formal accreditations
received as a result of demonstrated compliance with widely recognized international standards
that are relevant to the Work and specifically CMMI, EIA-748 and ISO 9001.

II.d. Respondents are to describe their proposed maintenance concept
with sufficient details to identify who (contractors or military personnel)
will conduct the broad maintenance tasks
(scheduled maintenance, unscheduled maintenance, UAS pre-flight preparation, UAS shutdown, etc.).

II.e. Respondents are requested to provide the earliest date
1) they can deliver a system following contract award and
2) a schedule for follow on deliveries

SECTION III: TECHNICAL APPROACH
III.a. Respondents are to provide a description of the
a) proposed UAS
b) including UA sub-systems, payloads, ground components,
c) ground support and
d) logistical elements

III.b. Respondents are requested to identify any payloads and/or sub-system elements
that will need to be integrated and tested in order to meet the HLMR, and
in order to meet the base configuration in Table 3 and Table 4 as applicable.
Any associated additional costs should also be identified.

III.c. Respondents are to provide a description of the Airworthiness Certification methodology and
previously obtained regulatory approvals from airworthiness authorities for the system being described in the response.
Respondents are requested to identify any additional engineering services and
testing required to achieve airworthiness certification necessary to conduct the roles, and
operate in the airspace associated with the scenarios described in the RFI annexes (Annexes B though I).

Also, Respondents should identify any limitations in the releaseability of source technical data from the Respondent or
the Regulatory body, used in the airworthiness certification activity.

III.d. Respondents are requested to describe their implementation plan for
obtaining IFR certification (CNS/ATM requirements) for the UA.
Provide a description, to include details on accuracy, integrity, continuity, functionalities, and
type of navigation sensors that are integrated, of
the Respondents’ certifiable Performance Based Navigation (PBN) capability that includes:
RNAV5/2/1, RNP-10 (RNAV-10), RNP-4/2/1 and potentially RNP-APCH.

III.e. Respondent’s approach to meeting the system performance objectives outlined in this RFI.
For the interim + full JUSTAS and the Full JUSTAS options,
state whether or not the proposed system is able to achieve the HLMR presented in Table 2 and
described throughout Section 3. III.f.
Recommended fleet composition to achieve the operational objectives. III.g. Typical infrastructure required for the UAS.

III.h. Technical Challenges III.h.1. Recommended approach for providing high-bandwidth,
BLOS communications to allow operations within the full extent of Canada’s maritime AOR south of 65° N latitude;

III.h.2. Recommended approach for operating a UA under BLOS control north of 65° N latitude.

III.i. Other Challenges III.i.1. DND would like to know if the solution you propose includes any
equipment, software or information that may be subject to foreign export controls or restrictions,
including US International Traffic in Arms Regulations (ITAR) controls, and
if so, what is the anticipated process to address those controls or restrictions,
such as initiation of an export license, Government to Government transfer arrangement or others;

III.i.2. Requirements identified in this RFI which you anticipate as being
a) challenging
b) significant cost-drivers, or
c) not being able to meet.

III.i.3. Confirm the proposed system’s ability to achieve the scenarios presented at Annexes B through H.

III.i.4. Recommended approach to facilitate disposal.

SECTION V: COST
V.a. To facilitate analysis of the responses,
Respondents are requested to identify the costs of their proposed solution
using the format presented at Annex A – Cost Table Template.
In your response, if the cost associated with a specific element in the template
is already embedded into another line item, clearly indicate so in your response.

V.b. Respondents are also encouraged to present innovative solutions that may differ in terms of quantities,
components and/or services as long as the proposed solution meets the HLMR.
In such cases, variations from the systems and services defined below should be clearly identified,
along with an explanation and a description of the variation, in the response and associated cost table.

V.c. The expectations regarding equipment quantities and level of service are described below:
V.c.1. The Interim option costs should be based on a fleet of
up to four (4) aircraft required to support one (1) LOT, including
a) communication equipment,
b) all payloads (one set per aircraft) to meet SOR requirements,
c) four (4) deployable Ground Control Station (GCS),
d) deployable pack-up kits including required spares to support a thirty (30) day deployment, and
e) any aircraft maintenance support equipment to set-up the UAS capability or to maintain system readiness and availability.

The interim option is expected to be in place for five years.

V.c.2.

The Full option costs should be based on acquisition of up to twelve (12) aircraft, including
communication equipment,
all payloads (one set per aircraft) to meet requirements,
four (4) fixed and four (4) deployable GCS,
training devices and simulators for operator and maintainer training,
ground support equipment necessary to conduct maintenance at the MOB and
for deployed Launch & Recovery (L&R) operations,
deployable pack-up kit including required spares to support
a thirty (30) day deployment,
recommended spare parts list and any aircraft maintenance support
equipment to set-up the UAS capability or to maintain system readiness and availability.
V.c.3. The engineering service costs should include program management costs,
costs to produce engineering data (reports, database, etc.) and
documentation (operator manuals and checklists, Interactive Electronic Technical Manuals,
operator and maintainer training materials) required to support all airworthiness acceptance,
security certification and accreditation, testing & acceptance activities for the UAS and its support systems.

V.c.4.
The training costs should include training of initial cadre of operators (12 Air Vehicle Operators (AVO),
12 Payload Operators (PO)) and 20 maintainers at the Contractor facilities prior to system delivery.
The training costs for providing steady state training on an annual basis should also be estimated.

V.d.
The following is a description of costs to be identified under each element and sub-element of the Costing Table:
V.d.1. Unmanned Aircraft System.
The overall cost will include
1) all equipment
2) engineering
3) services
4) in-service support
5) training
6) maintenance and
7) system upgrade in relation to the procurement of the capability.

V.d.2.
Unmanned Aircraft: the sum of the individual systems which constitute
the Air Vehicle in the ready for flight configuration, not including mission payloads, as follows:
V.d.2.i. Airframe: the baseline configuration of the UAV airframe will include all systems and components
to meet mission requirements, and airworthiness and system safety requirements for certification.
V.d.2.ii. Propulsion: the baseline configuration of the UAV propulsion system will include all sub-systems and
components to meet airworthiness and system safety requirements for certification.
V.d.2.iii. Vehicle Sub-systems: the baseline configuration of the UAV will include the following sub-systems:
VHF/UHF Secure Radios, Embedded GPS/INS, TCAS, ADS-B, ATOL, IFF, and TCDL.
V.d.2.iv. Avionics: the baseline configuration of the UAV avionics system will include all components
required to support navigation and command and control of the UAV to meet airworthiness and safety of flight requirements.

V.d.3.
Payloads: the sum of all mission payloads that will be part of the baseline configuration and
the integration cost of any mission payload provided as GFE, as follows:
V.d.3.i. EO/IR Sensor Turret: qty one (1) turret for each aircraft.
V.d.3.ii. Synthetic Aperture Radar (SAR): qty one (1) SAR system for each aircraft.
V.d.3.iii. Automatic Information System (AIS): qty one (1) AIS for each aircraft.
V.d.3.iv. Electronic Support Measures (ESM): qty one (1) ESM for each aircraft.
V.d.3.v. SIGINT Payload: qty one (1) SIGINT payload for each aircraft.

V.d.3.vi. Integration of SIGINT Payload: estimation of the integration cost of a SIGINT payload
based on currently integrated SIGINT payload on proposed system.
V.d.3.vii. Integration of Payloads and Sub-systems: this cost element should include any additional costs for NRE,
engineering services, integration and testing necessary to meet the HLMRs,
costs necessary to meet airworthiness and airspace integration expectations for the Full capability and
cost necessary to achieve the configuration in Table 3 and Table 4.

V.d.4. Ground / Host Segment: the sum of all components that constitute the ground control and communications systems, as follows:
V.d.4.i. Fixed Ground Control Station: the unit cost for each fixed GCS will include suitable
Data Storage capacity for Level 2 and Level 3 data, back-up power supply and security measures (e.g. high speed guards).
The GCS workstation configuration will be described in the response.
V.d.4.ii. Deployable Ground Control Station: the unit cost for each deployable GCS
will include suitable Data Storage capacity for Level 2 and Level 3 data, back-up power supply and security measures.
The GCS workstation configuration will be described in the response.
V.d.4.iii. Deployable BLOS Ground Data Terminal: back-up power supply will be included.
V.d.4.iv. LOS Ground Data Terminal: back-up power supply will be included.

V.d.5. Contractor Management and System Engineering: the sum of all costs related
to project management functions, as follows:
V.d.5.i. Project Management Fees: specify project management fees and engineering support costs
to conduct required systems integration and qualification testing of the proposed UAS design.
V.d.5.ii. Airworthiness Certification: specify management fees and engineering support costs to assist the DND airworthiness certification process.
V.d.5.iii. Security Certification: specify management fees and engineering
support costs to assist the DND security certification necessary to
integrate with information networks and databases, including classified information systems up to Level 3 compartmented.

V.d.6. Shipping and Freight:
the initial and recurring costs for the shipping and transportation of equipment
from Original Equipment Manufacturer (OEM) to CAF operational locations to support and sustain UAS operations.

V.d.7. ITB / VP Offset Management:
This element will include all related costs to establish, manage and sustain the Value Proposition (VP) to Canada.

V.d.8. Test and Evaluation (T&E):
the sum of costs related to all phases of test and
evaluation required to achieve certification and meet operational requirements.
This will include cost estimates related to the use of external test facilities necessary to augment OEM test capabilities.
The following phases of T&E will be addressed:
V.d.8.i. Engineering T&E

V.d.9. Data and Configuration Management:
This element will include the costs related to acquire
the technical data and related proprietary rights and will include the recurring costs throughout the duration of the In-Service Support contract.
V.d.9.i. Technical Data: The cost to acquire the level of technical data necessary to support the acquisition and
sustainment concept proposed by the Respondent. Technical data are any information describing
the engineering and logistics characteristics which must be known to operate, maintain and
support the system and equipment in a prescribed condition and manner.
Technical data include research and engineering data including reliability and maintainability data,
engineering drawings and associated lists, specifications, standards, process sheets, manuals,
technical reports, catalog item identification and related information.
Maintenance publications would need to be provided in an electronic format, such as IETM S1000D or similar.
V.d.9.ii. Data Management: The recurring costs required to integrate the technical data and
media (electronic, hardcopy, photographic, etc.), hardware, software applications, and procedures.
In certain cases, Data and Configuration Management could consist of a single activity.
V.d.9.iii. Configuration Management: The recurring costs required to identify, control, and
report on the proposed, current or historical configuration (physical and functional) of
all UAS related systems used or produced to ensure that the end products meet acquisition
project and in-service operational requirements. In certain cases, Data and Configuration Management could consist of a single activity.
V.d.9.iv. Intellectual Property Rights: T
he cost to acquire the level of Intellectual Property Rights necessary to support the acquisition and sustainment concept proposed by the Respondent

V.d.10. Support Equipment:
This element will include the cost to acquire all the required support equipment
for the operations and maintenance of the UAS, which consists of the following:
V.d.10.i. Custom Support Test and Measurement Equipment: Cost of the required custom support equipment
to UAS for the testing of UAS related systems during the 1st and limited 2nd Level Maintenance.
V.d.10.ii. Custom Support and Handling Equipment: Cost of the required custom support and handling equipment
to UAS for the maintenance (1st and limited 2nd Level) and operations of UAS.
V.d.10.iii. Standard Support Test and Measurement Equipment: Cost of the required standard
support equipment for the testing of UAS related systems during the 1st and limited 2nd Level Maintenance.
V.d.10.iv. Standard Support and Handling Equipment: Cost of the required standard support and
handling equipment for the maintenance (1st and limited 2nd Level) and operations of UAS.

V.d.11. Supply Support:
This element will include the costs for the required spare parts to sustain UAS operations,
including the cost of the pack up kits that will be used for deployed UAS operations.
V.d.11.i. Pack Up Kits: The cost of the UAS pack up kits that will comprise of
the required spare parts for the UAS related systems to sustain up to 30 days of deployed UAS operations.
V.d.11.ii. Unmanned Aircraft Spare Parts: The cost of the required spare parts for the Unmanned Aircraft
that will be held at the MOB to sustain UAS operations. V.d.11.iii. Ground Segment Spare Parts:
The cost of the spare parts for the UAS Ground Segment that will be required to sustain UAS operations at the MOB.
V.d.11.iv. Consumables: This element will include the annual costs to procure the required consumables to sustain
UAS operations, e.g. hydraulic fluids, washers, cleaning products, rags, etc.
V.d.11.v. Sustainment Spares: This element will provide the annual costs to maintain sufficient spare
parts in the supply chain to sustain UAS operations at 8000 flying hours per year.
V.d.11.vi. Supply Chain Management: This element will include the annual costs for establishing and operating
a supply chain that will ensure the timely delivery of sustainment spare parts

V.d.12. Training:
This element will include the initial and recurring costs for the training of CAF and
DND UAS personnel, as well as the procurement of training documentation and training equipment.
Should also include projected costs to maintain training equipment and documentation in the same configuration as the UAS through its lifecycle.
V.d.12.i. Air Vehicle, Payload, and SIGINT Operators Training Equipment:
The cost to procure the required training equipment for Air Vehicle, Payload, and
SIGINT Operators that will be used at the Main Operating Base.
V.d.12.ii. Maintenance Training Equipment: The cost to procure the required maintenance training equipment
for UAS (UA, GCS, payloads, and SIGINT) that will be used at the Main Operating Base.
V.d.12.iii. Air Vehicle and Payload Operators Training Design Activities:
This element will include the costs (initial and recurring) of all activities
related to the preparation and management of the Air Vehicle and Payload Operators training, such as:
A. Preparation of courseware; B. Development of the Training Management Support Plan;
C. Development of the Training Needs Analysis;
D. Development of the Training Media Analysis;
E. Development of the Course Control Documentation;
F. French translation of all training documents and courseware; and
G. Upkeep and management of training courseware, materiel, and documentation.

V.d.12.iv. Maintenance Training Design Activities:
This element will include the costs (initial and recurring) of all activities related to the preparation and
management of the UAS maintenance training, such as:
A. Preparation of courseware;
B. Development of the Training Management Support Plan;
C. Development of the Training Needs Analysis;
D. Development of the Training Media Analysis;
E. Development of the Course Control Documentation; and
F. French translation of all training documents and courseware.
G. Upkeep and management of training courseware, materiel, and documentation

V.d.12.v. Initial Cadre Training:
This element will include the cost for the Contractor to provide initial cadre training (ICT)
to CAF personnel at the Contractor’s facilities for:
A. ICT for Air Vehicle and Payload Operators: provide ICT to the first Air Vehicle Operators (12) and Payload Operators (12).
B. ICT for UAS Maintainers: provide ICT to the first UAS Maintainers (20).
C. ICT for IA and SIGINT Operators: provide initial cadre collective training to the first IAs and
SIGINT Operators (12), location to be determined later.
D. ICT for SIGINT Maintainers: provide ICT to the first SIGINT Maintainers (12), location to be determined later

V.d.12.vi. Delivery of Familiarization Training:
This element will include the cost (per serial) for the Contractor to provide UAS Familiarization Training
to a predetermined number of CAF / DND students and course serials.
The CAF / DND students will be composed of military and civil servants working as project managers or
staff officers in operational and projects headquarters.

V.d.12.vii. Management of Training Courseware:
This element will include the Contractor’s recurring costs to maintain, update, upgrade, and manage all training courseware.

V.d.12.viii. Optional Steady State Training (SST): This element will include the recurring cost
to sustain the training to CAF personnel conducted by the Contractor throughout the in-service support (ISS) phase.
This element will only be relevant if Canada requires the Contractor to provide the training.
A. Training of Air Vehicle Operators: training of CAF Air Vehicle Operators conducted by the Contractor.
B. Training of Payload Operators: training of CAF UAS Payload Operators conducted by the Contractor.
C. Training of IA: training of CAF UAS IAs conducted by the Contractor.
D. Training of SIGINT Payload Operators: training of CAF UAS SIGINT Payload Operators conducted by the Contractor.
E. Training of UAS Maintainers: training of CAF UAS Maintainers conducted by the Contractor. V

V.d.13. Aviation Fuel:
This section will include the fuel consumption rate of the Unmanned Aircraft,
in pounds per hour or pounds per year for 8,000 hours, as well as its recommended type(s) of fuel.

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~ Gress Aerospace

»Gressa AeroSpace

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~ UAS Test Center

UAS Test Center

»Canada opens expanded UAS test centre
ξ Unmanned Aerial System Centre of Excellence (UASCE) opened a new facility in Alma, Quebec
ξ its backers signed a multinational cooperation agreement to support the integration of such technology into non-segregated airspace
ξ officials from Canada, France, Israel, Italy, the UK and the USA
ξ project Essor, the C$4.3 million ($3.8 million) site expansion
ξ supported by a C$2.5 million investment by the Canada Economic Development for Quebec Regions programme
ξ additional financial support from the Gouvernement du Québec
ξ close to the Canadian air force’s Bagotville air base and with a 5,000ft (1,520m)-long runway
ξ UASCE’s Alma airport site supports activities with assets up to the medium-altitude, long-endurance class
ξ unmanned Diamond Aircraft DA42 Dominator, adapted by Israel’s Aeronautics and flown by CAE
ξ UASCE has signed up to a consortium of aeronautical test sites also including the CESA centre
ξ in Bordeaux, France,
ξ the UK National Aeronautical Centre – including West Wales airport
ξ the USA’s Oklahoma State University
ξ the Canadian organisation represents 16 members, including CAE and Flyterra
ξ sharing information on operational safety, flight regulations and operational experiences during the development,
ξ testing and certification of unmanned systems
ξ the common mission to lead, coordinate and facilitate efforts to ensure UAS airspace integration

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~ Dictionary

Dictionary
»DND_JUSTAS-RFI-2016_Letter_of_Interest
AAA - Anti-Aircraft Artillery
ACO - Airspace Control Order
ADS-B - Automatic Dependent Surveillance - Broadcast
AIS - Automatic Information System
AOI - Area of Interest
AOR - Area of Responsibility
ARTC - Artic
ATC - Air Traffic Control
ATO - Air Tasking Order
AVO - Air Vehicles Operators
ATOL - Automatic Takeoff and Landing System
AWS - Air Weapons System

BDA - Battle Damage Assessment
BG - Battle Group
BLOS - Beyond line-of-sight
BRU - Bomb Release Unit

CAF - Canadian Armed Forces
CAS - Close Air Support
CC - Crew Change
CJOC - Canadian Joint Operations Command
CSE - Communications Security Establishment
CRPA - Controlled Radiation Pattern Antennas
CTL - Collection Task List

DAR - Defense Advanced Research
DOB - Deployed Operation Base

ESM - Electronic Support Measures
EO - Electro-Optics
EO/IR - Electro-Optics/Infra-Red
EXPD - Expeditionary
FEP - Five Eyes
FAC - Forward Air Controller
FAM - Fighting Aged Males
FF - Friendly Forces
FM - Fairness Monitor
FOL - Forward Operating Location
FSR - Field Support Representative
FVEY - Five Eyes

GC - Government of Canada
GCS - Ground Control Stations
GDT - Ground Data Terminals
GETS - Government Electronic Tendering System
GFE - Government Furnished Equipment
GFS - Government Furnished Services
GMTT - Ground Moving Target Indicator
GPS - Global Position System
GSP - GC Security Policy

HLMR - High Level Mandatory Requirements
HPT - High Payoff Target

IA - Imagery Analyst
IAW - Indications, Analysis and Warning
IAW SOP - Indications, Analysis and Warning Standard Operating Procedure
ICT - Initial Cadre Training
IETM - Interactive Electronic Technical Manuals
I+F- Interim + Full JUSTAS
IFF - Integrated Identification Friend or Foe
IFR - Instrument Flight Rules
INS - Inertial Navigation System
IR - Infra-Red
ISP - Industrial Security Program
ISR - Intelligence, Surveillance and Reconnaissance
ISS Phase - In-Service Support Phase
ITB - Industrial and Technological Benefits
IUC - Interim UAS Capability

JCOC - Joint Combined Operations Centre
JFACC - Joint Force Air Component Commander
JFC - Joint Force Commander
JTFN - Joint Task Forces North
JTF - Joint Task Force
JTF-Afg - Joint Task Force Afghanistan
JPTL - Joint Prioritized Target List
JTAC - Joint Terminal Attack Controllers

L - Local Time L&R - Launch and Recovery
LD - Laser Designator
LO - Liaison Officer
LOS - Line-of-sight
LOT - Line of tasking
LRE - Launch Recovery Element
LRF - Laser Range Finder

MANPADS - Man-portable air defence systems
MAR - Maritime
MCE - Mission Control Element
MOB - Main Operating Base
MND - Minister of National Defence
MSOC - Marine Security Operations Centre
MTOW - Maximum Take Off Weight

NRE- Non-Recurring Engineering
NWP - Northwest Passage

OEM - Original Equipment Manufacturer
OFFSTA - Off station
ONSTA - On Station
OPSEC - Operations Security Op Tempo - Operational Tempo
OVRL- Overland

PBN - Performance Based Navigation
PID - Positive ID
PGM - Precision Guided Munitions
PNP - Portuguese National Police
PO - Payload Operators
POL - Pattern of Life
PWCS - Polar Weather and Communications Satellite

RCAF - Royal Canadian Air Force
RCMP - Royal Canadian Mounted Police
RCC - Rescue Coordination Centre
ROE - Rules of Engagement
RSO - Remote split operations
RVT - Remote Video Terminal

SAA - Sense and Avoid System
SAASM - Selective Availability Anti-Spoofing Module
SAR - Synthetic Aperture Radar
SAR - Search and Rescue
SIGINT - Signals Intelligence
SIGINT A - Signals Intelligence Analyst
SKAD - Survival Kit Air Droppable
SOR - Statement of Operational Requirements
Sqn - Squadron
SST - Steady State Training

TACP -Traffic Air Control Party
TCAS - Traffic Collision Avoidance System
TDL - Tactical Data Links
T&E - Test and Evaluation
TOI - Target of Interest
TRNG - Training

UA - Unmanned Aircraft
UAS - Unmanned Aircraft Systems
VFR - Visual Flight Rules
VHF - Very High Frequency
VP - Value Proposition
WGS - Wideband Global SATCOM
YFR - Yearly Flying Rate
YMCA - Y-Code/M-Code/Course-Acquisition

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~ Precision Hawk

»Precision Hawk
got more venture capital
has highly educated and experienced team
backgrounds such as Canadian Space Agency,Magellan Aerospace,DARPA, NASA, UK National News Agency,Redhat,Microsat, Texas A&M
Lancaster platform: 600 Mhz CPU with embedded linux os; Wifi, Ethernet, Bluetooth, Serial, USB, Digital, Analog, IIC; AI software
designed to support up to a 3 CPU computing cluster; ARM Cortex-A9; Texas Instruments OMAP3730

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~ Aeryon

»Aeryon

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~ Micropilot

»Micropilot
ξ autopilot
ξ ground control station software
ξ developments tools for Windows CE and Linux

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~

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~

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Small & Smart Inc reserves rights to change this document without any notice
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