The unmanned aircraft sensor payload capability is varied based on the Coast Guard’s desired mission and search conditions: MWIR 3.5 is a mid-wave infrared for thermal imaging capability, for use at night or periods of low visibility; EO-900 is a high-definition telescopic electro-optical (EO) imager to zoom in on targets at greater distance; and ViDAR is a visual detection and ranging wide-area optical search system that is a comprehensive autonomous detection solutions for EO video. Courtesy Photo.

Below is a news release from the Acquisitions Directorate (CG-9). The solicitation is for Group 2 or 3 UAS.

The minimum performance specifications are not particularly demanding, including:

• 50 knot cruise speed,
• 70 knot dash speed,
• 12 hours daily continuous coverage, but that could include two sorties,
• Range 40 nmi in clear conditions, 35 nmi in light rain,
• Operate from a flight deck 80 x 48 feet (Host Cutter drawings provided are for NSC, but also presumably OPCs. Not likely for icebreakers or Alex Haley because they have no air search radar, see below) within limits:  pitch +/- 3 degrees, roll +/- 5 degrees.
• The UA must have space, weight, and power to concurrently operate vendor
  provided: Electro-Optical (EO) sensor, Infra-Red (IR) sensor, AIS, VHF/UHF
  communications relay, aeronautical transponder, and non-visible IR marker for
  the required flight endurance. (I found no minimum payload weight.)

There are some interesting specifications that may reflect how the systems are used.

• The UA must provide a non-visible, near-IR marker or FDA approved illuminator to
  aid manned assets using NVDs for target acquisition at night
• The UAS must be capable of operations in light icing conditions defined as
  accumulation of ¼ inch of ice in 15-20 minutes (Objective)(so not a minimum requirement–Chuck)
• 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.
• In addition to other sensor requirements identified in this document, when such a
  system is commercially available, the UA must be capable of incorporating a
  collision avoidance system (i.e. Detect and avoid (DAA) or Sense and avoid (SAA)
  systems) to extend the UA’s range beyond the host cutter’s air search radar
  envelope while maintaining compliance with international due regard. (Objective) (Not a minimum requirement. Meaning we will likely be operating these systems without a sense and avoid system, so will have to operate within the range of the cutter’s air-search radar. Also precludes operating these systems on vessels without an air-search until such a system is installed–Chuck)
• At an operating altitude of 3,000 feet when the UAS is directly overhead of the target of interest (no slant range), the UA must be acoustically non–detectable per MIL STD-1474 (series), Level 1, requirements (quiet rural area with the closest heavily used highway and community noises at least 2.5 miles away)
• The Contractor provided Datalinks must be capable of operating, with
  unobstructed Line of Sight (LOS), at a minimum range of 40 nautical mile
  (NM) (threshold) / 100 NM (Objective).

This sounds very much like a continuation of the Scan Eagle operations already being conducted on National Security Cutters (here, here, here, here, and here). Forgive me if I point out that I recommended we try this system back in 2011, five years before we actually did.

Coast Guard releases request for proposal for maritime unmanned aircraft system services