Infotech@Aerospace AIAA 2005-7033

26 - 29 September 2005, Arlington, Virginia

EVOLUTION OF THE HERON UAV FAMILY

J.Ernst –RPV Group Leader, Preliminary Design Dept.

S. Tsach – Director Flight Sciences Eng. Div
D. Penn – Preliminary Design Dept.

Israel Aircraft Industries Ltd. (IAI)

I. Abstract
This paper presents an overview of the evolution of the Heron UAV family in IAI, which commenced in 1992
and has continued to evolve until the present time, and is expected to expand well into the future.
Preliminary design of the Heron commenced in the spring of 1993 and a "go ahead" for manufacturing was given
in January 1994 with the first flight taking place in October that year. The Heron-1 entered service in the year 2000
and different versions have been produced for a variety of customers. The Heron has participated in technological
demonstration missions and it is anticipated that the Heron will continue to evolve at least until 2020.
The Heron, weighing 1100 kg, having a piston engine and a wingspan of 17M, has demonstrated remarkable
performance in reaching a continuous flight altitude of 32,000 ft and a long endurance flight of 51 hrs (a world
record for this type of UAV).
The Heron has been successfully demonstrated in a various parts of the world including Canada and Kiruna in
Sweden. An anti-icing kit has been developed for the Heron, which has been successfully tested under icing
conditions. Today the Heron is in full production, and is in service with numerous customers. Recently a new
derivative of the Heron - “Hunter-II”, has been developed within the framework of ERMP; based on a 165 hp diesel
engine. This UAV has a considerably improved performance.
The paper describes the definition process and preliminary design of the various Heron derivatives, including the
application and integration of advanced technologies and design principles. During the conceptual phases of Heron-
1, the twin boom configuration was evaluated with respect to other potential configurations and was finally chosen
based on total system tradeoff. The paper also addresses the important aspects of reliability, safety, operational
costs and growth potential.

II. Introduction

The extensive and successful use of UAV’s in the eighties, prepared the ground for expanding the use of UAV’s
for more diversified tactical and strategic missions such as real time intelligence, Signal Intelligence (SIGINT),
Electronic Warfare (EW), Airborne Early Warning (AEW), as well as for civil missions. Most of these missions are
performed by modified civil or military manned aircraft. Development of new payloads and miniaturization of the
electronic systems now permits the performance of these missions by smaller unmanned platforms.
The primary missions of UAVs are tactical real time surveillance; however, the Israel MOD, the industry and
other users have identified additional potential missions. These missions required heavier payloads in the weight
class of 100-250 kg, greater electrical power capacity, higher altitude, longer endurance and higher systems
reliability. The potential applications include electronic intelligence, communications relay, electronic warfare and
other missions.
IAI (Israel Aircraft Industries) has been involved in UAV development since 1973. After the “YOM KIPPUR”
war, a general philosophy was established in order to spare human lives and to enable high-risk missions. A total of
more than 250,000 flying hours have been logged by IAI UAVs in tactical surveillance missions. Figure 1.
Illustrates the family of existing UAVs (in production) as well as the next generation of IAI UAVs; depicted as
payload weight with respect to takeoff weight
The Heron is the long endurance UAV in IAI’s UAV family, which includes the I-view, Pioneer, Ranger,
Searcher, Hunter JT-UAV and E-Hunter.
The Hunter, E–Hunter (E = Endurance) and the Heron cover a wide range of operational requirements: –
altitude, endurance and payload weight. Figure 2 shows the Heron UAV in flight. The Heron has been flown with
various avionics configurations some are fully interoperable with the U.S. JT-UAV Hunter System, (same ground
station, communication and infrastructure), having being designed with a high degree of commonality.

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Copyright © 2005 by Ernst. Published by the American Institute of Aeronautics and Astronautics, Inc., with permission.
 .

Figure 1. Payload weight versus takeoff weight for existing and future IAI UAVs

The “Heron” UAV was conceived in response to the above requirements. The sizing was tailored around the new
advanced and mature, general aviation certified Rotax 912/914 engine. This four-stroke engine was a new
generation engine compared to the old existing Lycoming and Teledyne engines, and features a much lower installed
weight and volume for the same power.

Figure 2. Heron 1 demonstrator after its world record flight

The Heron preliminary design started in the spring of 1993 and a “go ahead” for manufacturing was given in
January 1994 with the first flight taking place in October that year. This was a relatively short and low cost
demonstration program. The Heron has a 17-meter span and is in the weight class of 1100 kg. General views of the
Heron are shown in Figure 8.
III. Heron Evolution

The Heron UAV was designed and characterized to carry a wide spectrum of payloads for different missions,
and has become a very significant member in the broad family of IAI UAVs, providing not only new operational
capabilities but also improving the cost effectiveness and affordability.
The Heron was defined following a search for new derivatives of the Hunter family. Once the requirements were
identified, IAI initiated a short development cycle, which is shown in Figure 3. Following the successful test flight
of the Heron, IAI started, together with several customers, the definition stage for various operational systems.

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 92 93 94 95

CONTINUOUS R & D

HUNTER DERIVATIVES

HERON – DEFINITION
DESIGN

HERON – DEMO
FIRST FLIGHT
Figure 3. Heron Development Schedule

Design Approach
The definition of a new aircraft, or any new system is based on a trade-off process: - tailoring the requirements,
choosing available advanced technologies, searching for the preferred configuration, and selecting the solution
which will provide an affordable and cost effective system. This process was also applied to the HERON
development. The definition of requirements for the HERON UAV, which was supported by a continuous dialogue
with potential customers, identified a number of potential military missions: -
• SIGINT: - ELINT, COMINT data gathering
• Communication relay: - UAVs, aircraft and ground forces
• Wide area all-weather reconnaissance
• Maritime surveillance and targets acquisition
• Electronic Warfare (EW)
• Airborne Early Warning (AEW)

The availability of such a system can also provide a solution for many civil applications in the future, assuming
that the certification process for this type of vehicle can be resolved. Potential civil applications are: -
• Communication relay (low cost “satellite”); Cellular phone, Direct broadcast television
• Environmental; Atmospheric sampling, hazardous waste dump surveying and monitoring
• Forest Service; Area surveillance of forest for fire detection
• Border patrol; Border patrols: - survey & control; counter narcotics & illegal alien surveillance
• Weather service; Storm observation; tornado “chaser”
• Monitoring; Infrastructure, crops, fishing, volcanic activity, disaster areas

After evaluating the various and different potential missions, the final requirements were established. These
requirements are: -
• High payload adaptability & flexibility
• External antennas carriage with 360° clean field of view
• Payload capability of 250 kg
• Endurance > 24 hr
• Flight altitude > 25 kft
• High reliability (MTBCF, MTBL)
• High power extraction
• Low operational cost
• Compatibility & interoperability with HUNTER system

In order to meet these requirements, the following advanced technologies have been implemented in the Heron 1: -
• Aerodynamics - Advanced slotted wing resulting in high lift to drag ratio, very high maximum
lift coefficient, and high thickness profile providing large internal volume.
• Structure - Composite materials with integral fuel tanks providing a very high fuel fraction

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• Propulsion - Mature reliable engine, ROTAX 914 Turbocharger, low S.F.C carrying a
variable pitch propeller.
• Systems - Retractable landing gears with brakes, and fluid de-icing system.
• Avionics - State of the art integrated avionics & communication

Aerodynamics
These technologies resulted in an efficient configuration, with a high lift to drag ratio (L/D>25), a high fuel
fraction (>0.35), and a high useful weight fraction. The Heron wing is based on an advanced aerodynamic slotted
airfoil (SA-21) developed by IAI. The Heron 1 has variable camber, mission-adaptive wings for medium/high
altitudes, which results in: -
• Superior aerodynamic performance at high lift coefficients and low Reynolds numbers
• High thickness ratio: -
o Light-weight structure
o High internal fuel
o High rigidity

Propulsion
The ROTAX 914 engine is a derivative of the popular ROTAX 912, equipped with a turbocharger, with a critical
design altitude of 16 kft. The propeller is a variable pitch two-blade propeller. The engine provides 115Hp for take
off, 100 HP maximum continuous power with SFC = 0.45 lb./HP/hr.

Configuration study
In parallel to the requirements definition and available technologies evaluation, a configuration study was
performed in order to determine the best solution.

Figure 4. Heron configurations Figure 5. Heron configurations

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 The main tradeoffs included: -
• Engine location – front versus rear engine
• Air vehicle configuration – long versus short fuselage with two booms
• Main landing gear integration

The configurations were examined and compared in terms of their performance and compliance to the
requirements. The various configurations evaluated are as follows: -
Conf. A - Aft engine (Fig. 4)
Conf. B - Aft engine with shaft (Fig. 4)
Conf. C - Twin boom (Fig. 5)
Conf. D - “Tower” (Fig. 5)
Conf. E - Front engine (Fig. 5)
Conf. F - Canard configuration

The different configurations were evaluated with emphasis on the ability to perform various missions. Figure 6
compares qualitatively, the different configurations according to the main criteria.

A B C D E F
AFT
AFT TWIN FRONT
Criteria ENGINE “TOWER” CANARD
ENGINE BOOM ENGINE
SHAFT
FLEXIBILITY TO CHANGES - - + - - -
L/D + + + - - -
WETTED AREA + + + - + +
PAYLOAD INSTALLATION FLEXIBILITY - + + + - -
C.G. TRAVEL RANGE - + + + + -
IAI – EXPERIENCE - - + - - -
IAI- INNOVATIVITY + + - + + +
DEVELOPMENT SCOPE + - + + + -
Figure 6. Configurations Comparison

The high wing and high tail configuration provides better compatibility with the requirement of a 360° clean
field of view. The traditional IAI, twin booms, rear engine configuration was finally selected, primarily because it
offers the highest mission flexibility and growth potential.

Landing Gear Tradeoff

FUSELAGE WING BOOMS

− INTERNAL FUSELAGE VOLUME - + +
− DRAG + + -
− STRUCTURAL CONTINUITY - - +
− MECHANICAL COMPLEXITY - + +
− WING FUEL + - +
− IMPACT ON FLAP + - +
− CLEAN FUSELAGE BELLY - + +

Figure 7. Comparison of options for landing gear installation

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 One of the major issues in aircraft design is the landing gear concept. Following the selection of the twin-boom
basic configuration, different landing gear options were evaluated: fuselage, wing, and booms installation. Figure 7
compares the different solutions.
The installation of the main landing gear in the booms was chosen, primarily because it provides a clean fuselage
belly for payload installation.

IV. Heron Characteristics

The basic characteristics of the Heron are: - 500 lb payload weight, 25-30 kft operational ceiling, more than 48
hours endurance time, and the flexibility to accommodate any type of payload especially those with large antennae.
The final Heron aircraft configuration is illustrated in Figure 8.

Figure 8. Heron 1

The general characteristics are summarized in Figure 9.

Nominal take off weight [kg] 1100 Length [m] 8.58

Max.Useful load (fuel & [kg] 500 Wing span [m] 16.6
payload)
Max fuel weight [kg] 400 Wing area [m2] 13
Max. Payload weight [kg] 250 Aspect ratio [m] 21
2
Basic empty weight [kg] 600 Wing loading (W/S) [kg/m ] 84.6
Power @ s.l.s [hp] 100/115
Power loading (w/p) [kg/hp] 10.8

Figure 9. Heron 1 - general characteristics

The flight performance of the Heron has been proven in flight tests and in operation. Typical flight performance
is indicated below

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Heron 1 Performance
• Max. weight – 1100 Kg (2420 lb.).
• Operational ceiling – 30,000 feet.
• Max endurance – 40 hr.
• Total fuel capacity – 700 liter.
• Max. payload weight – 250 Kg. (550 lb.)
• Max airspeed – 120 knots.
• Take-off run - 300 m
• Landing run - 200 m
• Excellent flying qualities

In March 1995, the Heron weighing 1100 kg, having a piston engine and a wingspan of 17M, demonstrated
remarkable performance in reaching a continuous flight altitude of 32,000 ft and a long endurance flight of 51 hrs (a
world record for this type of UAV).

Eagle 1 performance
The Eagle 1 is a Heron 1 with a longer nose housing a SATCOM communication system and a heavier takeoff
weight. Eagle 1 performance is shown in figure 10.

OPERATIONAL PERFORMANCE OF Eagle 1 UAV

(Mission equipment with the SAR & E/O sensor onboard)
I. Mission weight status
Payload weight 225 kg
Basic operational weight 657 kg
Fuel weight 268 kg
Take-off weight 1,150 kg
Maximum altitude > 25,000 ft
Endurance time (at 550 N.M., 15,000 feet) 12 hours
Total flight time 30 hours
Maximum UAV speed (at 15,000 feet) 112 KTAS

Figure10. Eagle 1 performance

Figure 11 illustrates the Heron 1 sub-systems. The fuselage is quite roomy and has enough spare volume for
future growth potential.

Figure 11. Heron 1 with SATCOM - main sub systems

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 V. Heron Structure

The rules that were used in the analysis and design of the Heron UAV were based on: -
1. FAR 23
2. MIL-A-88608 (AS) Airplane strength and rigidity
3. MIL-M-88568 Missiles, Guided Structural Integrity
4. 20 years experience in design, analysis, and manufacture of UAVs.
The Heron 1 underwent full structural testing. Figure 12 below shows testing of the fuselage, wings and booms.

Figure 12. Structural testing of the fuselage and the flying surfaces.

Anti Icing System

The Heron utilizes a liquid anti-icing system for the wing leading edges as well as the horizontal and vertical
tails. The system is activated by an icing sensor, with the fluid reservoir capable of 3 hours flight in moderate icing
conditions.

Figure 13. Climb @ 70 KCAS 650 ft cloud max. cont. F = 0.65 original panel

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 Figure 14. Cruise @ 90 KCAS MC (21 microns droplet diameter) extended upper and
reduced lower surfaces and 1.5 original liquid flow

The duration of flight in icing conditions depends on the de-icing liquid flow rate and reservoir capacity. The
Heron deicing system has been tested in an icing wind tunnel as shown in figures 13 and 14. The Heron UAV has
been flown in Canada in icing conditions.
Crashworthiness
During service, some hard landings occurred. The fact that the thin sandwich composite is brittle was beneficial
and contributed to the fact that damage was localized and therefore very easy to repair.
Reliability
Figure 15 below shows the correlation between MTBL and the size of the aircraft, based on existing data for
typical IAI UAVs.

Figure 15. MTBL versus takeoff weight for various UAVs

The MTBL levels of about 6,500 hours, reached today by HUNTER-A, is remarkable. The MTBL target design for
Heron is 10,000 hours.
VI. Heron Key Features

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 The key features of the Heron configuration concerning payload integration are summarized below: -
• Large internal payload capacity
• “Clean” fuselage belly with large ground clearance for external payloads installation.
• High wing and retractable landing gear providing full, unobstructed 360° view/coverage.
• Large margins for location of center of gravity, for payload installation flexibility.
• High electrical power extraction capability for payloads.
• Low performance sensitivity to external payload installation and power extraction.
• Superior maintenance and accessibility.
• Twin boom configuration provides place for many antennae.

Avionics
The Heron avionic system enables the UAV to fly autonomously and perform automatic take-off and landing.
The critical flight systems are fully redundant thus resulting in high reliability for long endurance operation, and
excellent glide capability for emergency landing. Short take off and landing performance is provided by the efficient
aerodynamics of the high lift devices.
The avionics and communication of the HERON are installed together with the electrical system on modular
replaceable trays for easy maintainability.
The flight of the Heron1 is completely automatic including taxiing, take-off and landing and there is no manual
backup. All that is required is to define the flight plan. All emergency decisions are handled by the system without
operator intervention.

The avionics main hardware features are: -

• Dual Control Systems (AV1 and AV2) for the Flight and Mission Control.
• Triple integrated flight control (x3) and dual navigation (×2) sensors.
• I/O for external mission sensors.
• Modular architecture.
• No forced air-cooling.
• Flexible I/O.
• Full redundancy.

The avionics main software features are: -

• Flight control module performs all flight control duties including emergency procedures.
• The mission control software module performs all operations required for normal UAV functioning and
mission implementation:
• The Data Link system control module supervises the connection between the MCPA, the ADT, and the
SATCOM or ADR in the Relay UAV.
• The payloads command and control module, commands payload operation and integrates payload reports
into the downlink
• The sub-system control module controls the main sub systems.
• The BIT module automatically tests the Heron UAV system operation and takes corrective action when
necessary.

The Flight Control System is based on the same state of the art avionics system.
The main features of the flight control systems are: -
• Triple redundant flight critical sensors
• Dual redundant digital computer
• Dual redundant ATOL and navigation sensors (DGPS)
• Split control surfaces for redundancy

The Advanced Flight Control System includes: -

• Enhanced flying qualities (especially for Automatic Take Off & Landing).
• Adaptive gains.
• Inter axis cross feed.

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 • Continuous voting and monitoring of the flight critical elements.
• Automatic reconfiguration in case of failures.

Payloads
The Heron 1 has a large payload compartment, which has been designed to simultaneously carry multiple
payloads. The upper wing minimizes payload obstruction. The booms and wings provide ample space for multiple
antennae with large spacing between them. The electrical power is 6 to 10 kW depending on generator
configuration.
Figure 16 below shows the Heron 1 with a large maritime radar (MPR) and EO/IR /LD payloads.

Figure 16. Heron 1 with a large maritime radar

Figure 17 illustrates the Heron 1 carrying four payloads: MPR, ELINT, COMINT, EO/IR/LD. This
configuration is operational. Figure 18 shows the TAMAM MOSP EO/IR/LD payload, which has become very
common in UAVs. Various models exist including versions with very long optics.

Maritime Control Station Land Based

Figure 17. Typical Heron 1 multiple payloads configuration (4 payloads)

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 Figure 19 shows a typical Synthetic Aperture Radar (SAR) produced by IAI’s ELTA division, which is used on
the Heron 1 UAV.

Figure 18. MOSP - FLIR-TV Figure 19 Typical SAR payload

Payload

VII. Ground Control Station and Communication

Ground control station

The Advanced Ground Control Station (AGCS) shelter is the latest Ground Control Station (GCS). The AGCS
is the heart and primary item of the UAV system and incorporates the accumulative experience gained from
manufacturing and operating GCSs for more than two decades. The AGCS comprises state-of-the-art computers,
video and graphics, coupled with advanced and modular software. Its design makes it suitable for a wide range of
military, para-military and civilian applications. The AGCS/ALRS shelter’s exterior dimensions and mechanical
characteristics are based on S-280C/G standard. A typical mobile AGCS is shown in figure 20 and the consoles
interior is shown in figure 21.
The AGCS design incorporates the following features: -
a. Modularity in hardware and software
b. Back-up of flight and mission critical subsystems
c. Use of Commercial-Off-The-Shelf (COTS) equipment, wherever possible
d. Open architecture to enable easy expansion or downsizing to the desired application for cost-
effectiveness
e. Enhanced Reliability
f. Improved Maintainability
g. Transportability
h. Decrease of Life Cycle Cost (LCC)
i. Efficiency and simplicity of operation for the operating crew
j. Growth potential.

System Objective
The AGCS contains the hardware and software required to support the UAV mission, throughout the entire
flight. The primary AGCS functions are: -
a. Mission planning, flying the UAV and inflight monitoring of its subsystems
b. Mission performance
c. Control and monitor of preflight tests, take off and landing.

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 The following auxiliary functions are provided: -
d. Mutual back-up/interchangeability of primary bays/consoles
e. Control and monitor of the communication and tracking system
f. Recording and playing back the downlink data and video
g. Capability of incorporating tactical communications (BFE).

The AGCS has been designed with a modular hardware and software architecture in order to enable tailoring by
using a single generic console design that is in itself modular and serves as a building block.

Figure 20. Advanced Ground Control Station Figure 21. Inside a ground control station

The ground data terminal is used to convey data between the UAV and AGCS, A typical ground data terminal is
shown in figure 22.

Figure 22. Ground Data Terminal

Safety
The Heron 1 has an advanced safety methodology. Subsystems are constantly monitored and their behavior is
compared with simulated results. The flight control system detects, identifies and reconfigures itself. The
Monitoring & failures Detection and Backup Logic (MDBL) deals with single failures detected in one of the three
FCS components: -
• FCC /MCC (Flight Control Computer / Mission control computer)

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 • Sensors
• Actuators.
Multiple failures in different systems can be tolerated. The engine is separately monitored; and the flight plan
includes emergency landing strips.

Airworthiness Approach
• Hardware qualification / environmental conditions.
• Software verification & validation methodology.
• Airframe is tailored to standard manned aircraft airworthiness criteria for airframe structure &
design.
• Propulsion system: - FAR33 certified engine.
• Flight termination capability.
• Emergency procedures including autonomous control & pre-programmed course of actions to
safely fly and land in pre-determined landing recovery areas.

Operational aspects
• Operational procedures (normal / abnormal) & limitations,
• Safety tasks identified.

Environmental Testing
The UAV system is designed to meet general environmental conditions. These are subject to handling and
operating procedures that are implemented to protect the system from extreme environmental condition effects. The
UAV system meets the requirements specified in STANAG 2895 categories: - A1, A2, A3, B1, B2, B3, C0, C1.
These categories IAW MIL-STD-810E cover the geographic zones:
• Occidental and Central Europe
• Mediterranean Basin
• Middle East and Persian Gulf
• Africa
The Heron 1 has been tested and is operational in diverse environmental conditions including: - flight in icing
conditions, operation in very cold and very hot climates, and operation from airfields situated more than 10,000 feet
above sea level.

VIII. The Heron and its Derivatives

Heron Derivatives
The Heron has developed in a number of different directions. Figure 23 illustrates the Heron derivatives.
• Smaller - lower footprint UAV – Compact packaging of the wing, clipped wing versions.
900 to 1000 kg gross weight.
• Heavier - more capable UAV – Addition of SATCOM and heavy payloads.
1150 to1250 kg gross weight
• Stronger heavy fuel engine – Capable of improved endurance and heavier payloads.
1450 kg and higher gross weight.
• Increased span of wings
• Ship launch and recovery
• Very short take off and landing.
• Heron wings with hunter fuselage.
• Parafoil recovery

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 Figure 23. Heron 1 derivatives

Eagle 1
Heron 1 derivatives have been utilized for demonstrating the integration of payloads. The Eagle 1 is a derivative
of the Heron 1 with EO/IR and SAR payloads and with new SATCOM communication. The Eagle, with SATCOM
communications, EO and SAR payloads is illustrated in Figures 24, 25 and 26. It flew for the first time at the
beginning of June 2003.

Figure 24. Eagle 1

The EAGLE-1 is designed with automatic take-off and landing, and an anti-icing system enabling flight in icing
conditions. The planned endurance with full mission payload is 26 hours plus reserves.

Figure 25. Eagle 1 Figure 26. Eagle 1

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E-Hunter
The E-Hunter is another member of the JT-UAV family that was obtained by installing Heron wings, booms and
tails on the Hunter fuselage. The first flight of the “E-Hunter” was in March 1996. It is a derivative employing the
Hunter body and systems but replacing the wing, booms and landing gear with that of the Heron UAV, doubling the
endurance and adding more than 5000 ft. altitude. The E-Hunter was designed with the intention to provide
enhanced performance for the Hunter UAV. Figures 27 and 28 illustrate the E-Hunter UAV.
The resulting configuration is significantly improved in terms of performance and operational flexibility.

Figure 27. E-Hunter three view Figure 28. E-Hunter in flight

Heron-3
Following the basic philosophy of the Heron UAV family for tactical missions, the Heron-3 derivative with a
shortened span of 11.8 M. instead of 16.7 M. was modified and flight-tested.

Figure 29. Heron 3 in flight

The concept was proven by means of a quick change to the outer part of the wing, and changes to the flight
control gains by means of a simple switch. Figure 29 shows this configuration on its first flight at the end of 1999.

Figure 30. Proposed Heron STOL configuration

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Other configurations
Two 14 meter span Heron configurations were proposed; one with a 165 hp diesel engine, the other with a 200
hp diesel engine with STOL capability (see figure 30).

Shipping
By redesigning the wing partitions so that the wing can be disassembled into three equal length parts, the Heron
can be transported as shown in figure 31. The trailer is designed to be towed by a HMMWV (Hummer).

Figure 31. Heron transportability

Heavy fuel Heron1

The forthcoming Heron 1 heavy fuel model is a 1600 Kg UAV, which is identical in dimensions to the current
Heron1. The 1600 kg MTOW Heron 1 is fitted with a 50% stronger HFE engine, capable of longer endurance due to
the higher efficiency of the diesel engine.

Heavy fuel demonstration

A Heron 1 was re-engined to fly with an HFE Diesel engine, as a demonstrator. The demonstrator is shown in
figure 32 and a view of the new engine in figure 33.

Figure 32. Heron 1 Diesel demonstrator Figure 33. Heron 1 Diesel Engine

Figure 34. ERMP Heron 1 Figure 35. Heron 1 operation from a civilian airport at Kiruna
configuration

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ERMP
For the ERMP, a Heron 1 with SATCOM and diesel engine was proposed. The ERMP configuration is shown in
figure 34.

Kiruna
A Heron demonstration was performed in Kiruna Sweden in June 2002 (see figure 35), where its capabilities
with a SAR radar and electro-optic payload were demonstrated for military applications. This demonstration also
included a civil application demonstration for scientific research on behalf of the Swedish Space Corporation and
other users at the North European Aerospace Test Range. The Heron was flown from the civilian Kiruna airport.
The Swedish military wished to gain experience with MALE systems, while the Swedish Space Corporation
wished to investigate the possibility of employing a UAV as a scientific platform. The Meteorological Institute and
University of Stockholm were interested in certain scientific aspects and the Swedish CAA were interested in ATM
issues, particularly ADS-B technique.
The demonstration comprised of a 3-week campaign with technical flights, military flights with EO/IR + SAR,
and scientific flights. All objectives were accomplished, although one mission was not completed due to
thunderstorms.

Canadian demonstrations
Two demonstrations have been carried out in Canada (Figure 36): - the Tofino Pacific Littoral ISR Experiment
(PLIX) on July 2003. And the second for JUEP: Fallon, US, BATUS, Canada, between August and October 2003.
During the Tofino Pacific Littoral ISR Experiment, the weather was fair and an oil spill was sighted off the coast
of British Columbia. This was reported in some papers.
The second Demo in Canada was successfully carried out in icing conditions and proved the ability of the Heron
1 to handle severe weather including icing.

Figure 36. Heron 1 demonstration in Canada Figure 37. Heron 1 demonstration in Singapore

Singapore Airshow demonstration

During the 2004 Singapore Airshow, demonstration flights were performed for the airshow visitors, (figure 37).
These flights shared common airspace with manned aircraft. This was the only UAV ever allowed to fly in an
international airshow.

Summary
Today the Heron is operational and in serial production for a number of customers. The Heron has participated
and will continue to participate in technological demonstrations and missions with various customers, and will
continue to evolve at least until 2020.

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