CREW: U.S. Coast Guard: Deepwater Contract: AOA Aviation Alternatives Scoring

1.1.
1 Aviation Alternatives
A wide array of Aviation assets have been considered in our Analysis of Alternatives for the Team
Deepwater IDS. These range from the existing Legacy Aviation assets “as is”; modifications, upgrades,
and service life extensions to the Legacy assets that increase effectiveness and/or reduce operating cost; and
new air platforms to replace or complement the Legacy systems in the IDS. New systems have been
restricted to those available “off the shelf” during the IDS acquisition timeframe; included in Team
Deepwater analysis are conventional fixed wing aircraft, rotary wing aircraft (helicopters and tiltrotors),
lighter than air (LTA) aircraft, and unmanned air vehicles (UAVs).
Each Aviation asset is not required to meet each requirement and/or fill every function, just as Aviation
assets are not intended to meet and/or fill each and every requirement/function of the entire SPS. However,
in the aggregate, each requirement must be met and each function fulfilled by the IDS as a whole, with
Aviation assets carrying a fair share of the load. Aviation’s final fair share will be determined in our IDS
Concept Design efforts, as we determine asset mixes that will maximize operational effectiveness while
minimizing life cycle cost. This Analysis of Alternatives effort has narrowed the list of alternatives to
include only those recommended by the Team Deepwater Aviation MPT for consideration in the IDS
Concept Design. Further refinements will be made in the course of development of our Implementation
Plan and Logistics Support Plan.
In the selection of Aviation asset alternatives, it is important to understand the broad SPS requirements and
to identify candidate Aviation solutions that best cover the spectrum of requirements and functions defined
in the SPS. The alternatives that are recommended below, along with the existing state of Legacy Aviation
assets described in the Legacy Assets Baseline 2002 (LAB 2002), identify the pool of alternatives available
to meet IDS SPS requirements and functions. They provide the Aviation building blocks for an IDS
Concept design that mixes the best of these assets with those of Surface, C4ISR, and ILS in the most cost-
effective manner.
1.1.1.1 Legacy Systems

Coast Guard Aviation’s legacy aircraft, three classes of fixed wing and two classes of helicopters, have
potential economic service life projections well into the 21st Century. They represent a significant sunk
cost and their replacement represents a substantial new acquisition cost. Due to the large numbers of
aircraft involved and the extended period of the IDS acquisition phase, additional effectiveness
enhancements and service life extensions have been carefully considered. These will be integrated with our
selected new aviation platform alternatives to find the most cost-effective, time-phased aviation mix for the
Integrated Deepwater System. These platform assets must be correlated with the airborne C4ISR selected
options as well, recognizing that effectiveness and costs are only partially controlled by the air vehicle and
its platform characteristics. Consistency with Surface and ILS alternatives is also essential, to ensure that
Legacy systems and new systems can operate and be logistically supported in the future IDS.
1.1.1.1.1 Fixed Wing

Upgrade and Service Life Extension Programs (SLEPs) for Fixed Wing Aviation Legacy assets have been
considered for purposes of improving effectiveness and reducing life cycle costs, either to retain the asset
through an extended transition period or for the projected extent of the IDS life cycle. Such upgrades and
SLEPs have been considered both individually to address particular shortcomings of the existing asset (i.e.,
maintenance cost drivers, structural life limitations, etc.) and collectively as a total Legacy asset package.
Legacy Fixed Wing Aviation Upgrade/SLEP alternatives have intentionally be limited to the HC-130H and
the HU-25A/B/C; the C-20 Gulfstream, while designated as a USCG Deepwater asset in the MSMP, will
not be considered for upgrades as a Legacy asset in the IDS. Options have been considered that address the
logical combinations of SLEPs and upgrades that could be applied to each of the two selected legacy fixed
wing platforms. These options have then been rank-ordered base on their cost-effectiveness, for
consideration in our IDS Concept Design. The Aviation MPT will closely correlate these recommendations
with those of the C4ISR MPT, to ensure that viable combinations of platform and C4ISR capabilities are
available for the final IDS Concept Design. Likewise, coordination with Surface and ILS MPTs will
ensure compatibility with the total IDS.
1.1.1.1.1.1 HC-130 Hercules Upgrades & SLEP Analysis

Team: Aviation MPT Analysis No.: A-L-HC130H-001
Objective:
Identify and evaluate the cost-effectiveness of HC-130H Hercules Upgrades and Service Life
Extension Programs that have the potential to extend the aircraft’s economic service life and
improve its effectiveness as a part of the IDS. Develop Upgrade/SLEP options for trade study
consideration. Characterize the upgraded aircraft’s performance and relative life cycle cost
changes for each defined option to support IDS Concept Design.
Options: 1. Maintain the current HC-130H in its LAB 2002 configuration that includes completion of
the Long Range Capabilities Preservation Project:
Fuselage improvement program (FIP)
Avionics system improvement
1600 series fuel system improvements
Electrical system upgrades; and
continue to operate the aircraft until replaced in kind or until its missions have been
assumed by other IDS assets.
2. Conduct a Service Life Extension Program to extend the economic service life of the HC-
130H fleet.
3. Upgrade the HC-130H sensors and avionics suites with current state-of-the-art systems
per C4ISR trade studies.
4. Conduct a Service Life Extension Program to extend the economic service life of the HC-
130H fleet; upgrade the HC-130H sensors and avionics suites with current state-of-the-art
systems per C4ISR trade studies.
Assumptions/Rationale
The thirty HC-130H Hercules aircraft in the USCG inventory represent a capable long range
maritime surveillance force that can be sustained and improved with these sensor/avionics
upgrades and a SLEP for the air vehicle.
References:
1. System Performance Specification (SPS) for the Integrated Deepwater System (IDS),
USCG Headquarters, 11 March 1998 (with Applicable Contract Modifications)
2. United States Coast Guard Deepwater Capability Replacement Analysis Modeling and
Simulation Master Plan (MSMP), 21 September 1998
3. United States Coast Guard Deepwater Capability Replacement Analysis Legacy Assets
Baseline – 2002, 12 February 1999
4. Appendix E, Team Deepwater Analysis of Alternatives (AoA) Report, 22 March 1999
5. Supplemental Data to Appendix E, Team Deepwater Analysis of Alternatives (AoA)
Report, 22 March 1999, Team Deepwater IPDE, Team 5.0 Air
6. Team Deepwater Aviation Matrix Product Team (MPT) Database, Team Deepwater
IPDE, Team 5.0 Air
Summary: Raw Risk Overall

Options Score Score Score
1 86.75 0.98 84.67
2 90.65 0.98 88.47
3 91.70 0.96 88.12
4 97.60 0.96 93.79
Conclusion:
Improvements to this legacy aircraft to extend its life, either for the life of the IDS or for some
overlapping transition period as the IDS are developed and acquired, are recommended for the
design of a cost-effective IDS. Recommended improvements are a SLEP to extend airframe
life and incorporation of advanced sensors (high resolution ISAR and FLIR/EO) in
accordance with C4ISR AoA results.
1.1.1.1.1.2 HU-25Guardian Upgrades & SLEP Analysis

Team: Aviation MPT Analysis No.: A-L-HU25-001
Objective:
Identify and evaluate the cost-effectiveness of HU-25 Guardian Upgrades and Service Life
Options: 1. Maintain the current HU-25 in its LAB 2002 configurations (HU-25A, HU-25B, and HU-
25C); continue to operate the aircraft until replaced in kind or until its missions have been
assumed by other IDS assets.
2. Perform a Service Life Extension Program that includes ATF3 engine replacement.
3. Upgrade the HU-25 sensors and avionics suites to a common configuration with current
state-of-the-art systems per C4ISR trade studies.
4. Perform a Service Life Extension Program that that includes ATF3 engine replacement.
Upgrade HU-25 sensors and avionics suites to a common configuration with current
state-of-the-art systems per C4ISR trade studies.
The forty-one HU-25A/B/C Guardian aircraft in the USCG inventory represent a capable
medium range maritime surveillance force.
References:
IPDE, Team 5.0 Air

1 85.00 0.98 82.69
2 84.25 0.97 81.60
3 88.58 0.96 85.12
4 87.90 0.95 83.81
Conclusion:
With no major improvements, the HU-25 is capable of continued service for a limited
overlapping transition period as the new IDS is developed and alternative assets are acquired.
Improvements to this legacy aircraft, to extend its life and/or improve its avionics and sensor
systems beyond the LAB 2002 configuration, have not been favorably considered.
1.1.1.1.2 Rotary Wing

As with the Fixed Wing Legacy Assets, Upgrade and Service Life Extension Programs (SLEPs) for Legacy
Helicopter assets have been considered for purposes of improving effectiveness and reducing life cycle
costs. As with the fixed wing, helicopter upgrades and SLEPs were considered either to retain the asset
through an extended transition period or for the projected extent of the IDS life cycle. Such upgrades and
SLEPs were considered both individually to address a particular shortcoming of the existing asset and
collectively as a total Legacy asset package. The Aviation MPT traded these numerous options down to
provide the most cost-effective alternatives for SIT incorporation into the IDS Concept Design. The
Aviation MPT has closely correlate these trades with those of the C4ISR MPT, to ensure that viable
alternatives of platform and C4ISR capabilities are available for the SIT analyses. Particular coordination
has been required with the Surface MPT to ensure interoperability. ILS MPT coordination has likewise
correlated support functions for Legacy helicopter assets.
1.1.1.1.2.1 HH-60 Jayhawk Upgrades & SLEP Analysis

Team: Aviation MPT Analysis No.: A-L-HH60J-001
Objective:
Identify and evaluate the cost-effectiveness of HH-60J Jayhawk Upgrades and Service Life
Options: 1. Maintain the current HH-60J in its LAB 2002 configuration; continue to operate the
aircraft until replaced in kind or until its missions have been assumed by other IDS assets.
2. Perform a major Service Life Extension Program that extends the airframe service life for
an additional 10,000 flying hours (i.e., “zero-time” critical airframe structural
components.
an additional 10,000 flying hours. Add the Piasecki Aircraft Company Vectored Thrust
Ducted Propeller (VTDP) to increase speed and range performance of the HH-60J.
4. Upgrade the HH-60J sensors and avionics suites with current state-of-the-art systems per
C4ISR trade studies and U.S. Navy H-60 avionics upgrades.
an additional 10,000 flying hours. Upgrade the HH-60J sensors and avionics suites with
current state-of-the-art systems per C4ISR trade studies and U.S. Navy H-60 avionics
upgrades.
an additional 10,000 flying hours. Add the Piasecki Aircraft Company Vectored Thrust
Ducted Propeller (VTDP) to increase speed and range performance of the HH-60J.
Upgrade the HH-60J sensors and avionics suites with current state-of-the-art systems per
C4ISR trade studies and U.S. Navy H-60 avionics upgrades.
The forty-two HH-60J Jayhawk helicopters in the USCG inventory represent a capable
medium range rescue force that can be sustained and improved with selected upgrade and
SLEP efforts.
References:
IPDE, Team 5.0 Air

1 83.63 0.97 80.80
2 88.85 0.96 84.96
3 85.78 0.89 76.21
4 90.68 0.95 86.30
5 95.90 0.95 91.01
6 90.83 0.88 80.02
Conclusion:
Improvements to this legacy HH-60J aircraft, to extend its life and improve its avionics and
sensor systems for an extended transition period as new IDS aircraft assets are acquired, are
recommended. Application of the VTDP was not assessed to significantly improve the MRR
capabilities of the HH-60J; this was judged to be medium risk and not cost-effective.
1.1.1.1.2.2 HH-65 Dolphin Upgrades & SLEP Analysis

Team: Aviation MPT Analysis No.: A-L-HH65-001
Objective:
Identify and evaluate the cost-effectiveness of HH-65 Dolphin Upgrades and Service Life
Options: 1. Maintain the current HH-65 in its LAB 2002 configuration; continue to operate the
aircraft until replaced in kind or until its missions have been assumed by other IDS assets.
2. Perform a major Service Life Extension Program that extends the airframe economic
service life.
3. Perform a major Service Life Extension Program that the airframe economic service life.
Modify the airframe to the Eurocopter EC-155 configuration. Replace the engines and
dynamics with EC-155 components.
4. Upgrade the HH-65 sensors and avionics suites with current state-of-the-art systems per
C4ISR trade studies and, to the extent practical, consistent with U.S. Navy H-60 avionics
upgrades.
service life. Upgrade the HH-65 sensors and avionics suites with current state-of-the-art
systems per C4ISR trade studies and, to the extent practical, consistent with U.S. Navy
H-60 avionics upgrades.
service life. Modify the airframe to the Eurocopter EC-155 configuration. Replace the
engines and dynamics with EC-155 components. Upgrade the HH-65 sensors and
avionics suites with current state-of-the-art systems per C4ISR trade studies and, to the
extent practical, consistent with U.S. Navy H-60 avionics upgrades.
The ninety-three HH-65 Dolphin helicopters in the USCG inventory represent a capable short
range rescue force that can be sustained and improved with selected avionics and sensor
system upgrades. A major replacement of dynamics components, coupled with airframe
modification and refurbishment, could upgrade the HH-65 to the current EC-155
configuration at a lower cost than acquisition of a new EC-155 helicopter.
References:
IPDE, Team 5.0 Air

1 87.28 .98 85.18
2 88.75 .96 85.11
3 88.33 .92 81.55
4 92.25 .96 88.33
5 95.60 .94 89.91
6 92.70 .94 86.72
Conclusion:
Improvements to the HH-65 legacy aircraft, including an airframe SLEP and modest
improvements to its avionics and sensor systems, to extend its life for the transition period as
new IDS Aviation assets are acquired, are recommended. While a major upgrade to the EC-
155 dynamics and airframe produces a performance improvement in the SRR role, it is not as
cost effective an alternative as new helicopter and tiltrotor options.
1.1.1.2 Proposed Systems
1.1.1.2.1 Fixed Wing

New fixed wing aircraft alternatives have been investigated, all with the potential to complement or replace
Legacy Aviation assets in the IDS. Candidate alternatives were evaluated to reduce operating costs,
improve mission performance, and expand upon Legacy fixed wing multi-mission capabilities. Both
turboprop and jet aircraft were considered. Most likely candidates are recommended for further analysis at
the SIT level for incorporation into the IDS Concept Design. Coordination is required with C4ISR MPT
for payloads and ILS MPT for supportability.
1.1.1.2.1.1 Evaluate New Fixed Wing Alternatives

Team: Aviation MPT Analysis No.: A-P-FW-001
Objective:
Identify and characterize New Fixed Wing Aircraft Alternatives to fill IDS mission
requirements. Develop a database of new fixed wing alternatives to replace or complement
legacy assets. Collect configuration, air vehicle performance, operational characteristic,
crewing (flight and ground), supportability, and cost data from fixed wing aircraft
manufacturers, Aviation MPT resources, and public domain data to provide a comprehensive
database for Aviation MPT, C4ISR MPT, and SIT Analysis of Alternatives. Recommend best
asset alternatives for inclusion in the IDS Concept Design Aviation Mix.
Options: The initial list of new fixed wing aircraft to be considered for IDS application included:
Aero International Avro RJx and ATR-72
Airbus Industrie GIE A-320 and Corporate Jet
The Boeing Company 737, 757, and Business Jet
Bombadier Aerospace Regional Jet 200, Challenger, Corporate Jet, Global Express,
and Dash 8, SD360, Lear 45, and Lear 60
British Aerospace HS 748
Cessna Aircraft Co (Textron) Citation 7, and Citation 10
CASA Aircraft USA C-212, CN-235 , and C-295
Dassault Aviation Falcon 50, Falcon 900, and Falcon 2000
Empresa Brasieliera de Aeronautica (Embrarer) RJ145 and EMB-120
Fairchild, Dornier Expediter/Merlin/Metro and Do 328
Gulfstream Aerospace Corp G V and G V
Israel Aircraft Industries Ltd. IAI 202 and Galaxy
Lockheed Martin L-100-30 (C-130J) and C-27J
Raytheon Aircraft Co. Beech 1900, Beechjet 400) and Hawker800
SAAB AB SAAB 340 and SAAB 2000
Following Requests for Information (RFIs) to the manufacturers of these aircraft and
preliminary analysis of the responses to these RFIs, several of the above alternatives were
eliminated as unsuitable, incapable, or too far out of the box for realistic consideration; in
some cases the manufacturers suggested we drop particular models. Several aircraft on our
list were found to be out of production. Additional platforms were also identified (generally
through manufacturer’s information in response to the RFI) that had not been on the original
list. Our final alternatives, sixteen fixed wing aircraft options, were divided into Long Range
Surveillance (LRS) and Medium Range Surveillance (MRS) categories as follows:
The Long Range Surveillance (LRS) Options are:
1. Lockheed Martin C-130J With Internal Fuel
2. Lockheed Martin C-130J With Internal and External Fuel
The Medium Range Surveillance (MRS) Options are:

1. Lockheed Martin - Alenia C-27J
2. Construcciones Aeronauticas SA (CASA) C-295
3. Construcciones Aeronauticas SA (CASA) C-212-400
4. Construcciones Aeronauticas SA (CASA) C-235-300
5. Cessna Aircraft Company Citation X
6. Cessna Aircraft Company Citation Excel
7. Gulfstream Aerospace Corp. G III
8. Gulfstream Aerospace Corp. G IV-SP
9. Gulfstream Aerospace Corp. G V
10. Fairchild Aerospace- Dornier 328JET
11. Raytheon Aircraft Company Hawker 800XP
12. Dassault Aviation Falcon 50EX
13. Dassault Aviation Falcon 900EX
14. Dassault Aviation Falcon 2000
Current Legacy long and medium range maritime surveillance aircraft are aging and
becoming more expensive to operate. While these aircraft could be sustained and possibly
upgraded to meet IDS requirements and functions, they could also be complemented or
replaced by modern fixed wing aircraft that could be more cost-effective over the 40 year
projected life cycle of the IDS. Only aircraft expected to be in production and available to
support the IDS acquisition timeframe were considered.
References:
IPDE, Team 5.0 Air

LRS
1. C-130J 102.39 0.96 98.39
2. C-130J Ext. Fuel 100.73 0.96 96.80
MRS
1. C-27J 99.30 0.96 95.05
2. CASA C-295 102.48 0.96 98.09
3. CASA C-212 92.00 0.96 88.39
4. CASA C-235 103.78 0.96 99.34
5. Citation X 100.61 0.96 96.68
6. Citation Excel 101.95 0.96 98.20
7. Gulfstream G III 87.90 0.96 84.67
8. Gulfstream G IV 90.55 0.96 87.22
9. Gulfstream G V 94.03 0.96 90.57
10. 328JET 101.29 0.96 97.56
11. Hawker 800XP 98.51 0.96 94.88
12. Falcon 50EX 95.47 0.96 91.72
13. Falcon 900EX 97.55 0.96 93.72
14. Falcon 2000 96.68 0.96 92.88
Conclusion:
Long Range Surveillance (LRS): The C-130 is clearly the best platform for the LRS role; in
addition to superior range and endurance capabilities, the C-130 has an unparalleled cargo lift
capability. Its rear ramp facilitates palletized cargo, oversized cargo, and vehicles, as well as
passengers. Similar sized turbofan aircraft from the initial list of alternatives were dropped
from consideration due to very poor performance in conducting low altitude, long endurance
search operations. While these jets have very good speed and range characteristics at altitude,
they do not perform well in a 1500 ft MSL search mode. The Aviation MPT recommends to
the SIT that the C-130J, in concert with the upgrades to the legacy HC-130H recommended
above, be considered for the IDS Concept Design.
Medium Range Surveillance (MRS): The MRS field was packed with worthy alternatives,
as evidenced by the narrow range of scores among the fourteen alternative options. The top
scoring turboprops were both CASAs, the C-235 and the C-295. Both of these candidates
merit IDS Concept Design consideration. The next two ranked options, also the top two
turbofan options, the Cessna Excel and the Fairchild Dornier 328JET, also merit IDS Concept
Design consideration; while they do not have the low-cost, low-altitude endurance and the
payload/cargo hauling capabilities of the two recommended turboprops, they have the speed
necessary for air intercept and rapid SAR response. These four MRS aircraft are
recommended for IDS Concept Design consideration.
1.1.1.2.2 Rotary Wing
New rotary wing aircraft alternatives have been investigated, all with the potential to complement or
replace Legacy Aviation assets in the IDS. Candidate alternatives were evaluated to reduce operating costs,
improve mission performance, and expand upon Legacy helicopter multi-mission capabilities. Both
helicopters and tiltrotor aircraft were considered. Most likely candidates are recommended for further
analysis at the SIT level. Coordination is required with C4ISR MPT for payloads, Surface MPT for
shipboard operations and interoperability, and ILS MPT for supportability.
1.1.1.2.2.1 Evaluate New Helicopter Alternatives

Team: Aviation MPT Analysis No.: A-P-RW-001
Objective: Identify and characterize New Helicopter Alternatives to fill IDS mission requirements.
Develop a database of new helicopter alternatives to replace or complement legacy assets.
Collect configuration, air vehicle performance, operational characteristic, shipboard
constraint, crewing (flight and ground/shipboard), supportability, and cost data from
helicopter manufacturers, Aviation MPT resources, and public domain data to provide a
comprehensive database for Aviation MPT, C4ISR MPT, Surface MPT, and SIT Analysis
of Alternatives. Recommend best asset alternatives for inclusion in the IDS Concept Design
Aviation Mix.
Options: New helicopters that were considered for IDS application include:
Agusta A109K (~6,300 lb.), EH-101 (~32,188 lb.)
Bell Helicopter Textron Inc 412 (Canadian CH-147) (~11,900 lb.), 427 (~7,500 lb.)
and 430 (~9,000 lb.)
Sikorsky Aircraft Corporation HH-60R (~23,500 lb.), S-76C+ (~11,700 lb.) and S-92
(~24,100 lb.)
Eurocopter AS 365 N3 (~9,369 lb.), AS 565 (~9,370 lb.), AS 332 L2 (~20,172 lb.),
AS 532 U2 (~21,500 lb.), NH-90 (~22,000 lb.) and MBB-BK 117C1 (~7,385 lb.)
GKN Westland Inc. Super Lynx (~11,300 lb.)
Kaman Aerospace KMAX (~12,000 lb.) and SH2G (~13,500 lb.)
Sokol W-3A (~14,110 lb.)
Boeing MD 902 (~6,250 lb.)
For Analysis of Alternatives purposes, these helicopters were classified as Short Range
Recovery (SRR) alternatives or Medium Range Recovery (MRR) alternatives. Since Team
Deepwater’s CONOPS have not been fully developed, these do not represent primary classes
of rotorcraft in our IDS. However, it does allow the comparison of helicopters with similar
characteristics to reduce the number of new helicopter options selected for inclusion in our
IDS Concept Design.
Several helicopters were eliminated due to early assessment that they were unsuited for either
SRR or MRR roles. These include the K-MAX, the Sokol W-3A, the Agusta A109K, the Bell
427, the Eurocopter MBB-BK 117C1, and the MD 902. Additionally, the Eurocopter AS 365
N3 and AS 565 were not considered as independent alternatives, due to their overlap with the
Legacy HH-65 and its associated upgrade alternatives, and the AS 532 U2 was dropped in
favor of the AS 332 L2. The rationale for early retirement of these alternatives is provided in
the Supplemental Data to Appendix E.
The Short Range Recovery (SRR) Options are:

1. Bell Helicopter Textron Inc 412 (Canadian CH-147)
2. Bell Helicopter Textron Inc 430
3. Sikorsky S-76C+
4. GKN Westland Inc. Super Lynx
5. Kaman Aerospace SH2G
The Medium Range Recovery Options are:

1. Agusta Westland EH-101
2. Eurocopter AS 332 L2
3. Eurocopter NH-90
4. Sikorsky Aircraft Corporation HH-60R
5. Sikorsky Aircraft Corporation S-92
Current Legacy medium and short range recovery helicopters are aging and becoming more
expensive to operate. While these aircraft can be sustained and upgraded to meet IDS
requirements and functions, they could also be complemented or replaced by modern
helicopters that could be more cost-effective over the 40 year projected life cycle of the IDS.
Only aircraft expected to be in production and available to support the IDS acquisition
timeframe were considered.
References:
IPDE, Team 5.0 Air

SRR
1. Bell 412 105.10 0.96 101.00
2. Bell 430 110.68 0.96 106.36
3. S-76C+ 106.82 0.96 102.65
4. Super Lynx 96.25 0.96 92.11
5. SH-2G 98.45 0.96 94.61
MRR
1. EH-101 87.88 0.96 84.45
2. AS 332 L2 99.76 0.96 95.86
3. NH-90 102.50 0.96 97.81
4. HH-60R 102.83 0.96 98.81
5. S-92 102.93 0.96 98.91
Conclusion:
Short Range Recovery (SRR): All five SRR category helicopters were assessed to be more
effective in functional performance in the SRR role than the current HH-65; all but the Super
Lynx were more effective than upgrade of the HH-65 to the EC-155 configuration. The most
cost-effective SRR helicopter alternative is the Bell 430, providing the optimal balance of
increased SRR performance and reduction in AC&I and OE costs of any new SRR helicopter
considered; this helicopter is recommended for consideration in the IDS Concept Design to
fill roles similar to the current SRR helicopter, including both shore-based and cutter based
employment.
Medium Range Recovery (MRR): Two MRR helicopters (EH-101 and S-92) surpassed the
upper limit for anticipated shipboard operations (based on deck strength and rotor clearance);
while these helicopters were rated superior in the MMR role and showed potential for
extended multi-mission performance in SAR and Maritime Patrol, their lack of
interoperability with the surface assets is seen as a potential limitation. The most cost-
effective alternative MRR helicopter alternative is the Sikorsky S-92, providing the optimal
balance of increased MRR performance and reduction in AC&I and OE costs of any new
MRR helicopter considered; this helicopter is recommended for consideration in the IDS
Concept Design to fill roles similar to the current MRR helicopter, excluding cutter based
employment due to its high gross weight incompatibility with cutter deck ratings. The second
ranked MRR helicopter is the Sikorsky HH-60R Naval variant; while not quite as capable as
the S-92, the HH-60R is compatible with cutter flight decks. Should there be a firm
requirement for shipboard operation, the HH-60R would replace the S-92 as the MRR
helicopter of choice.
1.1.1.2.2.2 Evaluate New Tiltrotor Alternatives

Team: Aviation MPT Analysis No.: A-P-RW-002
Objective:
Identify and characterize New Tiltrotor Aircraft Alternatives to fill IDS mission requirements.
Develop a database of new tiltrotor aircraft alternatives to replace or complement legacy
assets. Collect configuration, air vehicle performance, operational characteristic, shipboard
constraint, crewing (flight and ground/shipboard), supportability, and cost data from Aviation
MPT resources to provide a comprehensive database for Aviation MPT, C4ISR MPT, Surface
MPT, and SIT Analysis of Alternatives. Recommend best asset alternatives for inclusion in
the IDS Concept Design Aviation Mix.
Options: New tiltrotor aircraft Options that were considered for IDS application are:
1. Bell Boeing HV-22 Osprey Tiltrotor (Navy Rescue Configuration)
2. Bell Agusta Aerospace HV-609 Tiltrotor
Current Legacy long and medium range maritime surveillance aircraft and Legacy medium
and short range recovery helicopters are aging and becoming more expensive to operate.
While these aircraft can be sustained and upgraded to meet IDS requirements and functions,
modern tiltrotor aircraft are more cost-effective over the 40 year projected life cycle of the
IDS. Tiltrotor benefits over helicopters include speed, range, and mission productivity, all
factors favorably influencing cost-effectiveness. Only tiltrotor aircraft expected to be in
production and available to support the IDS acquisition timeframe were considered.
References:
IPDE, Team 5.0 Air

1. HV-22 98.68 0.96 94.83
2. HV-609 112.75 0.96 108.21
Conclusion:
The HV-609 is recommended as a potential candidate to fill both Short Range Recovery
(SRR) and Medium Range Recovery (MRR) mission roles; it can additionally provide
Medium Range Surveillance capabilities when configured with the appropriate sensor suites.
The HV-22 is a high-end asset that could be used selectively to complement the fixed wing
fleet for Medium to Long Range Surveillance (MRS, LRS) missions, as well as providing
vertical lift logistics support capabilities. Both of these tiltrotor candidates are recommended
for consideration in the Team Deepwater IDS Concept Design.
1.1.1.2.3 Lighter Than Air (LTA)

New LTA aircraft alternatives have been investigated, all with the potential to complement or replace
Legacy Aviation assets in the IDS. Candidate alternatives were considered with the intention of reducing
operating costs, improving mission performance, and expanding upon Legacy Aviation multi-mission
capabilities. Both manned and unmanned LTA aircraft were considered. The best of these candidates will
be recommended for further analysis at the SIT level for incorporation into the IDS Concept Design.
Coordination is required with C4ISR MPT for payloads, Surface MPT for shipboard operations and
interoperability, and ILS MPT for supportability.
1.1.1.2.3.1 Evaluate New Manned LTA Alternatives

Team: Aviation MPT Analysis No.: A-P-LTA-001
Objective: Identify and characterize New Manned Lighter Than Air (LTA) Platforms to fill IDS
mission requirements. Develop a database of manned LTA alternatives to replace or
complement legacy/new IDS assets. Collect configuration, air vehicle performance,
operational characteristic, crewing (flight and ground), supportability, and cost data from
LTA aircraft manufacturers and public domain data to provide a comprehensive database
for Aviation MPT, C4ISR MPT, and SIT Analysis of Alternatives. Recommend best asset
alternatives for inclusion in the IDS Concept Design Aviation Mix.
Options: Manned airship alternatives were solicited by a Request for Information from the following
LTA technology firms:
Advanced Hybrid Aircraft
Airship Technologies Inc.
American Blimp Corp
Bosch Aerospace
Cargolifter AG
Global Skyship Industries, Inc
The Hamilton Airship Company
Interface Airships Inc
Pan Atlantic/Nord-Am/
Westdeutsche Luftwerbung GmbH (WDL)
Worldwide Aeros Corporation
Zeppelin Luftschifftechnik GmbH
Based on the responses from these RFIs, the following candidate manned LTA alternatives
were considered:
1. Av-Intel Airship
2. Airship Technologies AT-04
3. Airship Technologies AT-06
4. Global Skyship 500HL
5. Global Skyship 600HL
6. Global Sentinel 1000
While these aircraft could be sustained and possibly upgraded to meet IDS requirements and
functions, they could also be complemented or replaced by modern LTA aircraft that could be
more cost-effective over the 40 year projected life cycle of the IDS. Only airships expected to
be in production and available to support the IDS acquisition timeframe were considered.
References:
IPDE, Team 5.0 Air

1. Av-Intel 91.85 0.86 79.04
2. AT-04 90.93 0.93 84.36
3. AT-06 98.60 0.93 91.48
4. Skyship 500HL 101.25 0.93 93.93
5. Skyship 600HL 102.20 0.93 94.65
6. Sentinel 1000 103.20 0.94 97.16
Conclusion:
While slow compared to all other aviation alternatives, these manned LTA platforms are
relatively inexpensive, inexpensive to operate, and have superior endurance for keeping
sensors aloft. The most cost effective of the six manned LTA alternatives is the Global
Sentinel 1000. The Aviation MPT recommends that the Sentinel 1000 be considered as a
high endurance sensor platform to complement other Surface and Aviation assets in the IDS
Concept Design.
1.1.1.2.3.2 Evaluate New Unmanned LTA Alternatives

Team: Aviation MPT Analysis No.: A-P-LTA-002
Objective:
Identify and characterize New Unmanned (Tethered) Lighter Than Air (LTA) Platforms to fill
IDS mission requirements. Develop a database of unmanned LTA aircraft alternatives to
replace or complement legacy/new IDS assets. Collect configuration, air vehicle
performance, operational characteristic, shipboard constraint, ground/shipboard crewing,
supportability, and cost data from LTA vehicle manufacturers and public domain data to
provide a comprehensive database for Aviation MPT, C4ISR MPT, Surface MPT, and SIT
Analysis of Alternatives. Recommend best asset alternatives for inclusion in the IDS Concept
Design Aviation Mix.
Options: Unmanned airship alternatives were solicited by a Request for Information from the following
LTA technology firms:
Advanced Hybrid Aircraft
Airship Technologies Inc.
American Blimp Corp
Bosch Aerospace
Cargolifter AG
Global Skyship Industries, Inc
The Hamilton Airship Company
Interface Airships Inc
Pan Atlantic/Nord-Am/
Westdeutsche Luftwerbung GmbH (WDL)
Worldwide Aeros Corporation
Zeppelin Luftschifftechnik GmbH
Based on the responses from these RFIs, the following candidate unmanned LTA alternatives
were considered:
1. 15 Meter TetherCam Aerostat
2. 19 Meter TetherCam Aerostat
3. Bosch SASS
Current cutter sensor assets are limited by line-of-sight (LOS) from apertures located on the
ship’s superstructure. Tethered LTA platforms, deployed aboard cutters or other surface
platforms, have the potential to provide a solution to short-range radar horizon limitations of
LOS radar systems. A demonstration of such an approach to maritime surveillance was
conducted by the USCG several years ago, proving it to be feasible. This approach merits
investigation for applicability to the IDS as an alternative to over-the-horizon radar systems.
References:
IPDE, Team 5.0 Air

1. 15M TetherCam 96.25 0.93 89.18
2. 19M TetherCam 96.78 0.93 89.66
3. Bosch SASS 91.53 0.94 85.58
Conclusion:
Either the 15 Meter or 19 Meter TetherCam Aerostat can provide an elevated sensor platform
for shore-based or surface-based applications. These systems are readily transportable, to
include the mooring and anchoring equipment. They would be suitable for rapid deployment
to coastal or island locations for temporary establishment of surveillance. They could also be
employed aboard ship, but this is not recommended for standard cutter ops. The Aviation
MPT recommends that the TetherCam Aerostats be considered for the appropriate niche
applications in the IDS Concept Design.
1.1.1.2.4 Unmanned Aerial Vehicles (UAV)

UAV alternatives have been investigated, all with the potential to complement Aviation and Surface assets
in the IDS. Candidate alternatives Have been considered that will reduce operating costs, improve mission
performance, and expand upon Legacy Aviation multi-mission capabilities. Both Vertical Take Off and
Landing (VTOL) UAV (either ship or shore based) and conventional UAV (also ship or shore based)
aircraft have been included in the AoA. Most likely candidates are recommended for further analysis at the
SIT level for incorporation into the IDS Concept Design. Coordination is required with C4ISR MPT for
payloads, Surface MPT for shipboard operations and interoperability, and ILS MPT for supportability.
1.1.1.2.4.1 Evaluate New VTOL UAV Alternatives

Team: Aviation MPT Analysis No.: A-P-UAV-001
Objective: Identify and characterize VTOL Unmanned Air Vehicles (UAVs) to fill IDS mission
requirements. Develop a database of VTOL UAV alternatives to replace or complement
legacy/new IDS assets. Investigate operation in controlled versus uncontrolled airspace.
Collect configuration, air vehicle performance, operational characteristic, shipboard
constraint, ground/shipboard crewing, supportability, and cost data from VTOL UAV
manufacturers, Aviation MPT resources, and public domain data to provide a
comprehensive database for Aviation MPT, C4ISR MPT, Surface MPT, and SIT Analysis
of Alternatives. Recommend best asset alternatives for inclusion in the IDS Concept Design
Aviation Mix.
Options: The following VTOL UAVs were included for consideration in this Analysis of Alternatives:
Bell Helicopter Textron Inc. Eagle Eye Tiltrotor UAV (~2,250 lb.)
Boeing Canard Rotor/Wing (~1,785 lb.), Heliwing (~1,256 lb.)
Bombardier CL-327 Guardian (~770 lb.), CL-427 (~750 lb.)
CAC Systemes Heliot (~992 lb.)
Deutsche Aerospace (Dornier) SEAMOS (~2,337 lb.)
Orion Aviation Sea Bat Model 706 (~200 lb.)
The Boeing Canard Rotor/Wing and Heliwing alternatives were assessed to be immature
technologies that would not be available “off-the-shelf” for IDS application. The
Bombardier CL-427 was assessed to be superior in all characteristics to the CL-327;
accordingly, the CL-427 was included in the AoA and the CL-327 was dropped. The Orion
Sea Bat was assessed to have insufficient payload and range capability to be a viable
alternative; accordingly, it was dropped from AoA consideration. The remaining four
Options are:
1. Bell Helicopter Textron Inc. TR911B Eagle Eye Tiltrotor UAV
2. Bombardier CL-427 Guardian
3. CAC Systemes Heliot
4. Dornier SEAMOS
Assumptions/Rationale Helicopter assets are routinely operated from or deployed upon cutters to provide extension of
the cutter’s sensors and eyeball classification/identification of TOIs. However, due to
limitations in programmed flying hours of the two classes of helicopter and allocation of the
majority of helicopter flying hours to non-Deepwater missions, insufficient helicopter assets
are available/affordable to provide each cutter with full time Aviation capabilities. When
deployed or operating from cutters, maintenance and crew rest requirements preclude
sustaining more than two to three operational helicopter missions per day, further limiting the
percentage of the time that the cutter benefits from the helicopter. Only UAVs expected to be
in production and available to support the IDS acquisition timeframe were considered.
References:
IPDE, Team 5.0 Air

1. TR 911B 102.55 0.96 98.22
2. CL-427 94.33 0.97 91.05
3. Heliot 70.48 0.91 64.16
4. SEAMOS 87.18 0.95 83.16
Conclusion:
UAV technology proved itself to be of great value in the Persian Gulf conflict of the early
1990s. While a number of non-VTOL UAVs have been applied in naval environments, there
currently is a move underway by the U.S. Navy to acquire a VTOL UAV capable of operation
from small ships without extensive shipboard equipment to support launch and recovery. The
top two alternatives of this IDS analysis, the TR911B and the CL-427, are also the principle
contenders in the U.S. Navy development. Of these the TR911B Eagle Eye is recommended
for the IDS Concept Design. It has superior payload/range characteristics and its speed
advantage was seen in our modeling efforts to provide a significant surveillance coverage
edge over the CL-427 when carrying identical payloads. Incorporation of this UAV as a part
of the cutter’s basic equipment will both increase the cutter’s ability to detect TOIs, classify
them rapidly and positively identify them in minimum time. It will accomplish this role in a
cost-effective manner, providing continuous support for the surface assets and freeing manned
aircraft for other missions.
An inherent assumption in consideration of UAVs is their ability to safely operate in airspace
with manned aircraft, either uncontrolled or under FAA control. Team Deepwater has
assumed that issues with the FAA will be resolved before the operation of any USCG UAV
inside FAA jurisdiction, and appropriate “see and avoid” provisions will be enabled before
these craft can be operational assets inside or outside of FAA control. Team Deepwater is
currently addressing these issues with the appropriate FAA representatives.
1.1.1.2.4.2 Evaluate New non-VTOL UAV Alternatives

Team: Aviation Analysis No.: A-P-UAV-002
Objective: Identify and characterize shipboard-capable, non-VTOL Unmanned Air Vehicles (UAVs) to
fill IDS mission requirements. Develop a database of shipboard-capable, non-VTOL UAV
alternatives to replace or complement legacy/new IDS assets. Investigate operation in
controlled versus uncontrolled airspace. Collect configuration, air vehicle performance,
operational characteristic, shipboard constraint, ground/shipboard crewing, supportability,
and cost data from UAV manufacturers, Aviation MPT resources, and public domain data to
provide a comprehensive database for Aviation MPT, C4ISR MPT, Surface MPT, and SIT
Analysis of Alternatives. Recommend best asset alternatives for inclusion in the IDS
Concept Design Aviation Mix.
Options: The following non-VTOL UAVs were included for consideration in this alternative:
CAC Systemes Fox AT1/2 (~254 lb.) (Catapult/Parachute)
Altec Industries SA MART Mk II (~243 lb.) (Catapult/Parachute)
S-MART (~317 lb.) (Catapult/Parachute)
Meteor CAE MIRACH 26 (~440 lb.) (Rocket Boost, parachute)
MIRACH 150 (~750 lb.) (Turbojet; Rocket Boost,
parachute)
GEC Marconi Sensors Ltd., Phoenix (~386 lb.) (Catapult/Parachute)
Pioneer UAV, Inc. Pioneer (~450 lb.) (Catapult/Net)
AAI Corporation, USA Shadow 2000 (~230 lb.) (Catapult/Parachute or Net)
Lear Astonics Corporation SKYEYE (~1,250 lb.) (Catapult/Parachute)
Meggit Target Systems SPECRE (~220 lb.) (Catapult/Parachute)
Freewing Aircraft Scorpion (~321 lb.) ESTOL
IAT HIT(~198 lb.) and MK 105 Flash (~203 lb.) (Catapult/Parachute)
General Atomics Prowler (~350 lb.) (Catapult/Parachute)
INTA (Spain) SIVA (~638 lb.) (Catapult/Parachute)
Silver Arrow LP Sniper (~330 lb.) (Catapult/Parachute)
ATE Vulture (~276 lb.) (Catapult/Parachute)
These Non-VTOL UAVs were evaluated for potential application. Evaluation of the launch
profiles of these UAVs led to the conclusion that, with the proper shipboard equipment, all
but the Freewing Aircraft Scorpion could be readily be launched from a cutter at sea.
However, all of the options would prove most difficult to recover. The Scorpion is an
Extremely Short Takeoff and Landing (ESTOL) UAV, but “extremely short” is much in
excess of the space available on any current or projected class of cutter; for this reason, the
Scorpion was ruled out for Deepwater application. The remaining UAVs required either a
parachute recovery or controlled flight of the air vehicle into an arresting net affixed to the
ship. Parachute recovery options were deemed to be unsatisfactory due to the adverse impact
on cutter operation to accomplish a recovery and the exposure of the air vehicle and its
relatively expensive sensor payload to sea water damage or loss. While most of these UAVs
have or could have the net recovery capability as an option, the attrition rate for such recovery
systems is quite high. The lower cost of many of these platforms might allow for a high
attrition rate or damage rate of the air vehicle itself, but the loss of sensor systems and the
potential damage to ship systems from a miss into the net was accessed to be unacceptable.
None of the manufacturers of these UAVs, with the single exception of Freewing Aircraft,
elected to respond to Team Deepwater’s Request for Information; if any had an alternative
recovery means other than parachute or net, it was not included in the open sources available
to our Team. Accordingly, none of these Non-VTOL UAVs have been favorably considered
for IDS application.
The support equipment required for recovery of non-VTOL UAVs, coupled with the
anticipated high attrition rates of airframes and avionics/sensors, prohibits this class of
unmanned air vehicle from being a cost-effective option for operations from a small ship.
Only UAVs expected to be in production and available to support the IDS acquisition
timeframe were considered.
References:
IPDE, Team 5.0 Air

- No Options Scored - No Options Scored
Conclusion:
The support equipment required for recovery of non-VTOL UAVs, coupled with the
anticipated high attrition rates of airframes and avionics/sensors, prohibits this class of
unmanned air vehicle from being a cost-effective option for operations from a small ship.
None of the UAVs considered in this analysis have sufficient payload or range to be
considered viable for shore-based USCG IDS application.
1.1.1.2.4.3 Evaluate New Fixed Wing UAV Alternatives

Team: Aviation MPT Analysis No.: A-P-UAV-003
Objective:
Identify and characterize Fixed Wing (Shore-Based) Unmanned Air Vehicles (UAVs) to fill
IDS mission requirements. Develop a database of conventional, shore based UAV
alternatives to replace or complement legacy/new IDS assets. Investigate operation in
controlled versus uncontrolled airspace. Collect configuration, air vehicle performance,
operational characteristic, ground crewing, supportability, and cost data from UAV
manufacturers and public domain data to provide a comprehensive database for Aviation
MPT, C4ISR MPT, and SIT Analysis of Alternatives. Recommend best asset alternatives for
inclusion in the IDS Concept Design Aviation Mix.
Options: In addition to the Alternatives considered in Analyses A-P-UAV-001 and A-P-UAV-002, the
following longer-range UAVs were considered for shore-based IDS application:
Alliant Techsystems, Inc. Outrider (~500 lb.)
General Atomics Predator (~2,300 lb.)
Lockheed Martin/Boeing Dark Star (~8,600 lb.)
Teledyne Ryan Aeronautical Global Hawk (~25,600 lb.)
All the options from A-P-UAV-001 were considered viable for this trade; the top two Options
have been included for shore-based consideration. None of the alternatives from A-P-UAV-
002 were considered viable here, for the same reasons they were deemed unacceptable in that
trade. The Lockheed Martin/Boeing Dark Star Program was cancelled by DOD, eliminating
this alternative as an affordable, off-the-shelf candidate. The following Options were
considered:
1. Bell Helicopter Textron Inc. TR911B Eagle Eye Tiltrotor UAV
2. Bombardier CL-427 Guardian
3. Alliant Techsystems Outrider
4. General Atomics Predator
5. Teledyne Ryan Global Hawk
While these aircraft could be sustained, upgraded, or replaced to meet IDS requirements and
functions, they could also be complemented by shore-based, long-range UAV aircraft that
could be more cost-effective over the 40 year projected life cycle of the IDS. Shore basing
eliminates most of the UAVs of Analysis A-P-UAV-001 and all of the UAVs of Analysis A-
P-UAV-002, due the distance required to transit to the Deepwater area of operations. Only
the TR911B and CL-427 are capable of transiting 50 to 200 NM with sufficient remaining
endurance for meaningful mission accomplishment. Additionally, only UAVs expected to be
in production and available to support the IDS acquisition timeframe were considered.
An inherent assumption in consideration of shore-based UAVs is their ability to operate in
FAA controlled airspace. Team Deepwater has assumed that issues with the FAA will be
resolved before the operation of any USCG UAV inside FAA jurisdiction, and appropriate
“see and avoid” provisions will be enabled before these craft can be operational assets.
References:
IPDE, Team 5.0 Air

1. TR 911B 96.55 0.96 92.41
2. CL-427 91.33 0.97 88.15
3. Outrider 92.58 0.97 89.47
4. Predator 98.48 0.97 95.05
5. Global Hawk 100.58 0.97 97.08
Conclusion:
The conclusion of our shore-based UAV AoA is that either the Global Hawk or the Predator
would be most acceptable candidates for this role. Global Hawk is more effective and more
cost-effective, but also more expensive. Neither UAV is a mature, fielded system. Both
should be considered for implementation later in the IDS acquisition cycle. While not as
effective as these two fixed wing UAVs, the TR911B could be used in this shore-based
application if it were common to the USCG fleet due to cutter basing. It is surpassed in cost-
effectiveness only by the Global Hawk and Predator, systems that are many times its unit cost.
One concern developed in the course of this AoA is the routine operation of UAVs in
controlled airspace. While to al lesser extent this same problem must be addressed for
operation at sea (with Deepwater generally assumed to be uncontrolled airspace), land based
UAVs will have to traverse controlled airspace outbound and inbound on every Deepwater
mission. There currently are no provisions in the FAA infrastructure to accommodate UAV
traffic. Additionally, none of the UAVs in advanced development or production meet flight
control system requirements for FAA certification. These issues must be addressed to
satisfaction before a land-based UAV can be implemented in our IDS. Team Deepwater is
actively addressing this issue in dialog with the FAA.

CREW: U.S. Coast Guard: Deepwater Contract: AOA Aviation Alternatives Scoring

Uploaded by

Copyright:

Available Formats

You might also like

CREW: U.S. Coast Guard: Deepwater Contract: AOA Aviation Alternatives Scoring

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CREW: U.S. Coast Guard: Deepwater Contract: AOA Aviation Alternatives Scoring

Uploaded by

Copyright:

Available Formats

1.1.

1.1.1.1 Legacy Systems

1.1.1.1.1 Fixed Wing

1.1.1.1.1.1 HC-130 Hercules Upgrades & SLEP Analysis

Summary: Raw Risk Overall

1.1.1.1.1.2 HU-25Guardian Upgrades & SLEP Analysis

Summary: Raw Risk Overall

1.1.1.1.2 Rotary Wing

1.1.1.1.2.1 HH-60 Jayhawk Upgrades & SLEP Analysis

Summary: Raw Risk Overall

1.1.1.1.2.2 HH-65 Dolphin Upgrades & SLEP Analysis

Summary: Raw Risk Overall

1.1.1.2 Proposed Systems

1.1.1.2.1 Fixed Wing

1.1.1.2.1.1 Evaluate New Fixed Wing Alternatives

The Medium Range Surveillance (MRS) Options are:

Summary: Raw Risk Overall

1.1.1.2.2.1 Evaluate New Helicopter Alternatives

The Short Range Recovery (SRR) Options are:

The Medium Range Recovery Options are:

Summary: Raw Risk Overall

1.1.1.2.2.2 Evaluate New Tiltrotor Alternatives

Summary: Raw Risk Overall

1.1.1.2.3 Lighter Than Air (LTA)

1.1.1.2.3.1 Evaluate New Manned LTA Alternatives

Summary: Raw Risk Overall

1.1.1.2.3.2 Evaluate New Unmanned LTA Alternatives

Summary: Raw Risk Overall

1.1.1.2.4 Unmanned Aerial Vehicles (UAV)

1.1.1.2.4.1 Evaluate New VTOL UAV Alternatives

Summary: Raw Risk Overall

1.1.1.2.4.2 Evaluate New non-VTOL UAV Alternatives

Summary: Raw Risk Overall

1.1.1.2.4.3 Evaluate New Fixed Wing UAV Alternatives

Summary: Raw Risk Overall

You might also like