Impact of the South Atlantic Anomaly on radiation exposure at flight altitudes during solar minimum.

The South Atlantic Anomaly (SAA) is a geographical region over the South Atlantic Ocean where the inner Van Allen radiation belt extends down particularly close to Earth. This leads to highly increased levels of ionizing radiation and related impacts on spacecraft in Low Earth Orbits, e.g., correspondingly increased radiation exposure of astronauts and electronic components on the International Space Station. According to an urban legend, the SAA is also supposed to affect the radiation field in the atmosphere even down to the altitudes of civil aviation. In order to identify and quantify any additional contributions to the omnipresent radiation exposure due to the Galactic Cosmic Radiation at flight altitudes, comprehensive measurements were performed crossing the geographical region of the SAA at an altitude of 13 km in a unique flight mission-Atlantic Kiss. No indication of increased radiation exposure was found.

New operational dose quantity ambient doseH* in the context of galactic cosmic radiation in aviation.

The International Commission on Radiation Units and Measurements recently proposed new operational quantities for external radiation exposure. Among those, the ambient dose is intended to replace the ambient dose equivalent as estimator for the effective dose. Following its definition, the measurement of the ambient dose requires a much more detailed knowledge about the radiation field than the ambient dose equivalent. The implications for radiation protection in aviation concerning galactic cosmic radiation that would follow the adoption of the ambient dose as operational quantity at flight altitudes were investigated in this work using model calculations. It was found that the ambient dose is about 10% higher than the ambient dose equivalent for conditions relevant in commercial aviation and overestimates the effective dose by about 30%.

Validation of a radiative transfer model with measurements of UV radiation inside a commercial aircraft.

A radiative transfer model for the determination of UV radiation on arbitrarily oriented surfaces is validated by spectral measurements taken directly on the inner surface of a cockpit window of an Airbus A321-231 during a flight from Frankfurt, Germany to Málaga, Spain on 23 August 2018. The simulations consider the UV spectral range from 290 to 400 nm and take into account both the measured spectral transmittance of a cockpit window as well as its construction-related orientation. Comparisons are performed for selected route segments with largely cloud-free conditions. The cruising level of the Airbus on these segments was nearly constant between 11.27 and 11.29 km. UV irradiance measurements at the cockpit window give values within a range of 19 and 26 W m-2. The comparison of modelled and measured irradiances show a very good agreement, i.e. the relative differences between simulated and measured values range from -2.1% to +4.3%. In addition, horizontally and vertically oriented sensors are simulated for the same flight. The validation results generally underpin the application potential of the model. As an example of this, UV irradiances incident on differently oriented surfaces, as could occur inside and outside of a future flying taxi on a short-haul flight between Munich and Augsburg at low cruising level, are shown.

Measurement of UV radiation in commercial aircraft.

Ultraviolet radiation (UVR) is significantly higher at aviation altitudes with respect to sea level. Cockpit windshields protect pilots from UV-B radiation but studies have shown that this is not necessarily the case for UV-A radiation. This work investigates the spectral properties of several windshields under flight conditions. Only one of the investigated windshields showed good UV-A attenuation. Furthermore, the altitude dependence of UV-A irradiance behind a windshield was measured with high spatial resolution. Measurements of the maximal UV irradiance behind the windshield surfaces and at the pilot's position are compared to the recommendations by the International Commission on Non-Ionising Radiation Protection. Some recommended limits were exceeded at the surface of the windshields with direct sunlight and a large field of view. At the pilot's position, with a more realistic field of view, the unweighted recommended level could have been exceeded within tens of minutes by looking in the direction of the Sun without visor or other protective measures. The weighted recommended maximal UVR exposure was not exceeded, neither with the use of the visor at the pilot's position nor without it. The use of the visor for filtering direct sunlight was very effective in terms of UV-A reduction.