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Context.The Extreme Ultraviolet Imager (EUI) is part of the remote sensing instrument package of the ESA/NASA Solar Orbiter mission that will explore the inner heliosphere and observe the Sun from vantage points close to the Sun and out of the ecliptic. Solar Orbiter will advance the “connection science” between solar activity and the heliosphere.Aims.With EUI we aim to improve our understanding of the structure and dynamics of the solar atmosphere, globally as well as at high resolution, and from high solar latitude perspectives.Methods.The EUI consists of three telescopes, the Full Sun Imager and two High Resolution Imagers, which are optimised to image in Lyman-αand EUV (17.4 nm, 30.4 nm) to provide a coverage from chromosphere up to corona. The EUI is designed to cope with the strong constraints imposed by the Solar Orbiter mission characteristics. Limited telemetry availability is compensated by state-of-the-art image compression, onboard image processing, and event selection. The imposed power limitations and potentially harsh radiation environment necessitate the use of novel CMOS sensors. As the unobstructed field of view of the telescopes needs to protrude through the spacecraft’s heat shield, the apertures have been kept as small as possible, without compromising optical performance. This led to a systematic effort to optimise the throughput of every optical element and the reduction of noise levels in the sensor.Results.In this paper we review the design of the two elements of the EUI instrument: the Optical Bench System and the Common Electronic Box. Particular attention is also given to the onboard software, the intended operations, the ground software, and the foreseen data products.Conclusions.The EUI will bring unique science opportunities thanks to its specific design, its viewpoint, and to the planned synergies with the other Solar Orbiter instruments. In particular, we highlight science opportunities brought by the out-of-ecliptic vantage point of the solar poles, the high-resolution imaging of the high chromosphere and corona, and the connection to the outer corona as observed by coronagraphs.

Space weather phenomena can effect many areas of commercial airline operations including avionics, communications and GPS navigation systems. Of particular importance at present is the recently introduced EU legislation requiring the monitoring of aircrew radiation exposure, including any variations at aircraft altitudes due to solar activity. With the introduction of new ultra-long-haul “over-the-pole” routes, “more-electric” aircraft in the future, and the increasing use of satellites in the operation, the need for a better understanding of the space weather impacts on future airline operations becomes all the more compelling. This paper will present the various space weather effects, some provisional results of an ongoing 3-year study to monitor cosmic radiation in aircraft, and conclude by summarising some of the identified key operational issues, which must be addressed, with the help of the science community, if the airlines want to benefit from the availability of space weather services.

The collaborative project involving the Mullard Space Science Laboratory (MSSL), Virgin Atlantic Airways (VAA), the UK Civil Aviation Authority (CAA) and the UK National Physical Laboratory (NPL) has been performing tissue-equivalent proportional counter measurements of cosmic ray doses in commercial aircraft since January 2000. In that time data have been recorded on over 700 flights, including over 150 flights with Air New Zealand (ANZ). This substantial set of data from the southern hemisphere is an ideal complement to the London-based measurements performed primarily on VAA flights. Although some ANZ data remains to be analysed, dose information from 111 flights has been compared with the CARI and EPCARD computer codes. Overall, the agreement between the measurements and EPCARD was excellent (within 1% for the total ambient dose equivalent), and the difference in the total effective doses predicted by EPCARD and CARI was

A recent EC directive has called for all member states to introduce legislation covering the assessment and restriction of air crew exposure to cosmic radiation. In the UK the Civil Aviation Authority, in conjunction with the Department of the Environment. Transport and the Regions issued guidelines suggesting the use of a predictive code such as CARI for this purpose. In order to validate the use of calculated route doses, an extensive programme of measurements is being carried out on long haul routes in conjunction with Virgin Atlantic Airways, using a prototype HAWK TEPC developed by Far West Technology. This programme began in January 2000 and by the end of February 2001 had resulted in the accumulation of data from 74 flights. In this paper the instrument design is discussed, together with the calibration programme. An overview of the in-flight results is also presented, including comparisons between measurements and calculations, which indicates that CARI under-predicts the route doses by approximately 20%.

January 2000 saw the start of a collaborative study involving the Mullard Space Science Laboratory, Virgin Atlantic Airways, the Civil Aviation Authority and the National Physical Laboratory in a program to investigate the cosmic radiation exposure to aircrew. The study has been undertaken in view of EU Directive 96/291 (May 2000) which requires the assessment of the level of radiation exposure to aircrew. The project's aims include validation of radiation dose models and evaluation of space weather effects on atmospheric cosmic radiation levels, in particular those effects not accounted for by the models. Ground level measurements are often used as a proxy for variations in cosmic radiation dose levels at aircraft altitudes, especially during Forbush Decreases (FDs) and Solar Energetic Particle (SEP) events. Is this estimation realistic and does the ground level data accurately represent what is happening at altitude? We have investigated the effect of a FD during a flight from Hong Kong to London Heathrow on the 15th July 2000 and compared count rate and dose measurements with simultaneous variations measured at ground level. We have also compared the results with model outputs.

[1] We investigate the circumstances required for aircrew and passengers to experience an increased radiation exposure rate from a solar energetic particle (SEP) event occurring during a flight. The effects of the 14 July 2000 National Oceanic and Atmospheric Administration S3 class SEP event are examined using ground-based and satellite measurements together with coincident measurements made using a tissue equivalent proportional counter (TEPC) on board a Virgin Atlantic Airways flight from London Heathrow to Hong Kong. In this paper we present the first measurements made during a SEP event using a TEPC at flight altitudes. Our results indicate that there were no increased radiation levels detected during the flight due to the SEPs, but the measurements agreed well with the CARI-6 model calculations made using a heliocentric potential value derived immediately prior to the SEP event. In addition, a prolonged increase in the >85 MeV particle flux is observed for up to 2 days after the SEP onset by the SAMPEX spacecraft at latitudes >55°.