Consortium

Organization Profile

DLR is the Federal Republic of Germany's research centre for aeronautics and space. We conduct research and development activities in the fields of aeronautics, space, energy, transport, security and digitalisation. The German Space Agency at DLR plans and implements the national space programme on behalf of the federal government. Two DLR project management agencies oversee funding programmes and support knowledge transfer. Climate, mobility and technology are changing globally. DLR uses the expertise of its 55 research institutes and facilities to develop solutions to these challenges. Our 10,000 employees (as of February 2021) share a mission – to explore Earth and space and develop technologies for a sustainable future. In doing so, DLR contributes to strengthening Germany's position as a prime location for research and industry.

Role in Project

In SENECA, the activities will be performed by researchers from three different departments:

• “Engine Acoustics”: The department will coordinate the project and technically contribute to two work packages. In WP5 the DLR will apply the advanced engine noise prediction tools to contribute to the tradeoff studies between the noise certification levels and the flight range. Furthermore, the noise emission of supersonic aircraft specific technologies, for instance two-stage fans, will be investigated with a RANS-informed analytical approach. In WP6 the DLR will contribute to the discussions with the certification authorities.
• Department “Engine”: The department Engine will contribute to WP3 with engine cycle trade studies and the iterative design of an engine model for a supersonic airliner in co-operation with the aircraft platform design in WP2. This work will be performed with DLR’s in-house gas turbine simulation and pre-design code GTlab and build on previous experience with supersonic engine performance and emissions modelling in the EU-project HISAC as well as internal work on this topic. Furthermore, an assessment of the engine emissions indices will be provided to WP4, applying DLR’s fuel flow correlation, which has demonstrated its applicability to sub- and supersonic flight conditions in previous work (e.g. in the EU-projects Aero2k, HISAC). Noise relevant parameters will be provided to WP5. The engine department will also contribute to WP6 by feeding results from the project into the discussions on regulation of emissions from supersonic aircraft in ICAO/CAEP working group 3.
• Department “Earth System Modelling”: the department will apply and expand existing models and model atmospheric and climate impacts of super-sonic aviation emissions (T4.5). In recent years, the department has been coordinating and participating in national and European Aeronautics projects (ECATS, QUANTIFY, HISAC, FORUM-AE, REACT4C, ATM4E, SESAR2020 4DATM), as well asl international assessments initiatives (ICAO CAEP, IPCC, WMO). It maintains linkages to European and International stakeholders Symposium and conference series (ANERS, TAC, ECATS).

Organization Profile

Rolls-Royce, one of the world’s largest engine manufacturers, have and had a significant involvement in many National and European technology programmes and supports a global network of 29 University Technology Centres (UTCs), which connect the company’s engineers with the forefront of scientific research. The UTCs at the University of Southampton and Cranfield University join team with Rolls-royce in SENECA. The UTC framework ensures that research is directly relevant to the needs of Rolls-Royce, and technology transfer between the UTCs and Rolls-Royce is rapid and effective. Rolls-Royce Deutschland is part of the Rolls-Royce Aerospace Group and is responsible for the design, development and manufacture of aero-engines in the thrust range from 6,500 to 33,000 lbf. In 2018 the revenue increased to more than 2 billion Euros. This is partly due to the commencement of the final assembly line of the Trent-XWB, were more than 60 engines were manufactured in 2018. The Pearl® 15, the exclusive engine option for Bombardier’s Global 5500 and Global 6500 aircraft, has received its official certification by the Federal Aviation Administration (FAA) and Transport Canada in 2019. The BR725, with a take-off thrust of 16,100 lbf and powers the ultra-long range Gulfstream G650, has been certified by EASA and FAA in 2009 and recently achieved another impressive milestone in 2019 by reaching one million flying hours. The new Pearl®700 is the exclusive engine of the Gulfstream G700. In 2018 more than 200 BR725 and BR710 engines were delivered to the customers. At the end of 2018 more than 4,000 persons were employed by RRD. The BR715 is installed on 155 of Boeing`s B-717. The assembly of the Tay 611 and of the V2500 was discontinued. On 1st October 2019 SIEMENS` eAIRCRAFT business was bought to support the electrification of flight to reduce further the carbon footprint of aviation. RRD is a leading partner in major European research projects as e.g. Clean Sky or LEMCOTEC as well as in national programmes as e.g. German National Aviation Research Programme LuFo supporting the development of future clean and quiet aero engines.

Role in Project

Within SENECA Rolls-Royce will build on an its expertise as an OEM in certification of products for civil aircraft. This involves the application of preliminary design tools to optimise engines for a supersonic aircraft and estimate certifiable noise and emission levels for these.

Organization Profile

ONERA is the French national aerospace research center. It is a public research establishment, with eight major facilities in France and about 2,000 employees, including 1,500 scientists, engineers and technicians. ONERA was originally created by the French government in 1946, and assigned six key missions:

• Direct and conduct aeronautical research
• Support the commercialization of this research by national and European industry
• Construct and operate the associated experimental facilities
• Supply industry with high-level technical analyses and other services
• Perform technical analyses for the government
• Train researchers and engineers

ONERA conducts Application-Oriented Research. Whether the research has short, medium or long-term goals, it is designed to support the competitiveness and creativity of the aerospace and defence industries. ONERA covers all the disciplines and techniques needed to drive progress in aerospace: aerodynamics, flight dynamics, propulsion, structural strength, materials, optics and laser, acoustics, radar and electromagnetism, electronics, systems, robotics, information processing. The research carried out at ONERA results in computation codes, methods, tools, technologies, materials and other products and services which are used to design and manufacture everything to do with aerospace: civil aircraft, military aircraft, helicopters and tiltrotors, propulsion systems, orbital systems, space transport, missile systems, defence systems, networked systems and security systems. ONERA is partially funded by the French government to primarily finance long-term research, which lays the groundwork for future developments. Research contracts finance medium and short-term work, closer to the application. The strategic challenge for ONERA is to organize this broad knowledge stream, ranging from the acquisition of knowledge to transferring it to industry. The research carried out or coordinated by ONERA is designed to meet some of the main challenges facing society today:

• Develop industrial competitiveness
• Protect the environment
• Enhance safety and security

ONERA is working on some of today’s most important issues, including the reduction of noise and emissions, aircraft safety and air traffic management. At the same time, we are continuing our research into increasing the performance and competitiveness of airplanes, helicopters and launch vehicles. ONERA also addresses today’s fast-changing defence needs, such as surveillance and tracking systems, information processing, decision aids and aircraft autonomy. Our researchers cover every link in the defence system chain: see – understand – decide – act.

Role in Project

In SENECA, the activities will be performed by researchers from three different departments:

• DAAA – Aerodynamics, Aeroelasticity and Acoustics Department (DAAA), with participation of three research units:
  • ACI contributes to the development and validation of numerical tools dedicated to the assessment and analysis of external aerodynamics of aircraft configurations (commercial, business, light aviation aircraft, etc.). The unit implements these tools and exploit experimental databases to improve physical understanding of the physical phenomena across the entire flight domain (cruise, high-speed, low-speed, stall, manoeuvres, etc.). ACI contributes to the improvement of the aerodynamic performance of aircraft through the design of optimal aerodynamic shapes and the introduction of disruptives technologies, such as flow control, laminarity or Boundary Layer Ingestion. It also contributes to the design and assessment of innovative aircraft concepts at conceptual level
  • MAXE covers all environmental aspects linked to noise nuisance, from the implementation of metrological techniques for measuring noise up to the inconvenience experienced by local residents, by way of sources identification, detection, and the problems of propagation and environment. The Unit has a strong experience in microphone array methods and their implementation.
  • SN2A covers the development and industrial applications of models and calculation codes for the numerical simulation of aeroacoustics problems. These tools are used to increase the knowledge on noise radiation mechanisms and to develop noise reduction techniques for each aircraft source: jet, fan, landing gear, high lift devices, propeller, rotorcraft and combustion.
• DMPE – Department “MultiPhysics for Energetics”, with participation of one research unit:
  • CMEI performs research in solid propulsion, liquid fuel composition, emissions characterisation and contrail formation as well as ground level emission dispersion (airport air quality) using modelling tools. The contrail formation activity take place in the close scale of the plane using CFD homemade CEDRE code and 0D microphysics code MoMiE. The outputs from those codes are then used for large-scale global climate simulations. The unit is also involved in certification processes for fuel compositions and engines emissions and is able to perform in-situ measurements at the engine exit and over airport platforms.
• DTIS – Information Processing and Systems Department, with participation of one research unit:
  • M2CI is a research team dedicated to MDO methods and integrated vehicle concepts, especially in the field of Overall Aircraft Design (OAD). The team develops its activity along three main axes: development of new MDO methods validated on large scale application cases, OAD studies to explore new concepts and technologies upon relevant TLARs, and development of toolboxes and multidisciplinary design software. Although primarily dedicated to the conceptual design phases, these tools and methods are able to integrate higher fidelity models, especially in close cooperation with the DAAA department. Several researchers have contributed to supersonic (HISAC) and hypersonic aircraft design studies (LAPCAT).

Organization Profile

The Cranfield team will involve field experts from the School of Aerospace, Transport and Manufacturing (SATM). Specifically, two world-renowned Centres within SATM will participate in the consortium, namely the Centre for Propulsion Engineering and the Centre for Aeronautics:

• Centre for Propulsion Engineering: The capabilities within the ‘Centre for Propulsion Engineering’, headed by Prof. Pericles Pilidis, encompass a comprehensive portfolio of activities including analytical research, large-scale laboratories, and reputed educational programs (such as the MSc in Thermal Power) covering gas turbine technology, turbomachinery and icing research, and engine performance and diagnostics. The Centre has a strong track record in power plant modelling and performance simulation. Research activities in the past 50 years cover virtually every aspect of the field, such as steady-state and transient performance simulation, diagnostics, novel cycles, engine control, advanced simulation methods, power plant integration, engine design for subsonic and supersonic flight, etc. The Centre has established an international reputation for its advanced postgraduate education, extensive research activity, applied continuing professional development and participation in many EU projects. This is strengthened by close links developed with international propulsion industry partners. An example of this is the ‘Rolls-Royce University Technology Centre (UTC) for Aero Systems Design, Integration & Performance’, headed by Prof. Vassilios Pachidis who will act as the Cranfield Point of Contact in SENECA. The Rolls-Royce UTC was founded in Cranfield in 1998. The UTC’s core competence is its ability to undertake detailed studies involving highly integrated, aero-thermal, multi-disciplinary models to improve understanding of power plant and sub-system design, integration, and performance in the context of the product’s life cycle and mission. Research within the UTC has traditionally focused on the aero- thermodynamic performance analysis and optimisation of prime movers. However, for a number of years now, the original kernel of the UTC has been gradually expanding to include many other aspects of the wideroperation of the gas turbine and its various sub-systems (e.g. structural integrity, engine certification, operability, environmental impact including contrails, optimisation, novel cycles, alternative fuels, cooled cooling air, turbine tip clearance control, advanced variable geometry architectures etc.). More recently, focus has been placed on the integration of the power plant with the airframe and its performance analysis from a systems perspective. A lot of the pioneering work conducted within the UTC lies in the investigation of new advanced engine cycles for subsonic and supersonic aero applications as well as the optimisation of today’s technology through interdisciplinary performance modelling and a better understanding of the behaviour of various sub-systems throughout the operating envelope
• Centre for Aeronautics: The Centre is internationally recognised as the first choice for research and education in Aerospace Design and Analysis, Advanced Engineering Methods, and Systems Engineering. The Centre has developed and maintained a strong track record in aircraft design, MDO, aerodynamics, aeroelasticity, flight control and handling qualities through its continued research. The Centre’s Aircraft Design Group is very multidisciplinary in nature and is often described as Cranfield’s own ‘Skunk works’. Its ability to offer expertise in specialist areas and to integrate these technologies to create innovative solutions for the needs of industry and society, is its greatest strength. The teaching activities within the centre include the renowned MSc in Aerospace Vehicle Design, which draws students from all around the world and is very highly regarded within the aerospace industry. Research activities cover a wide range of aerospace systems design and applications, including conceptual design.

Role in Project

Cranfield University leads in SENECA WP2 Specification of Platforms and will also actively contribute to WP 3 Engine Cycle Trade Studies & MDO, WP 4 Emissions and Environmental Impact and WP 6 Exploitation and Dissemination. With extensive experience in collaborative research projects involving European consortia and international partners the team brings the following strengths and capabilities into SENECA:

• Expertise in airframe and propulsion system design, integration and performance evaluation (this relates to WPs 2 and 3)
• Expertise in integrated supersonic aircraft operations, techno-economic assessments and mission/trajectory optimisation (this relates to WP 2)
• Expertise in environmental impact assessments (this relates to WP 4) State-of-the-art computational tool suites, incorporating physics-based modelling techniques (this relates to WPs 2 and 3)
• Integrated multi-disciplinary optimization frameworks (this relates to WPs 2 and 3)

Organization Profile

The Manchester Metropolitan University (MMU) is amongst the largest campus-based universities in the UK. The recent UK Research Excellence Framework (REF) assessment ranked 85% of MMU’s research impact as being of world leading or internationally excellent quality. MMU has experience of participating in and managing a range of European funded research projects including a number supported by Horizon 2020 and previous Framework Programmes. The SENECA project will be conducted by researchers from the Centre for Aviation, Transport and the Environment (CATE). CATE is part of the Ecology and Environment Research Centre (EERC) and is the UK’s leading aviation impacts research centre, investigating the effects of aircraft on the environment, from local impacts to global climate change. CATE members have contributed towards the Intergovernmental Panel for Climate Change (IPCC) Special Report on Aviation, the Fourth and Fifth Assessment Reports and the EU transportation assessment project, ATTICA, and provide both leadership of, and input to ICAO- CAEP Impacts & Science Group (ISG) and Working Group 3, input to the Modelling and Database Group (MDG) and has con-tributed towards the Alternative Fuels Task Force (AFTF) and Global Market based measures Task Force (GMTF). The Centre has strong links with aviation stakeholders from across Europe, is the current chair of the ECATS International Association, and regularly delivers training at locations across the globe on behalf of Airports Council International.

Role in Project

• Leadership/Co-leadership of WP4.1, 4.3
• Participation in WP2, 4.

Organization Profile

The University of Southampton is one of the UK’s leading aerospace universities. Aeroacoustic research is concentrated within the Institute of Sound and Vibration Research (ISVR) which, since its foundation in 1963, has become widely acknowledged as one of the world’s foremost centres for the study of sound and vibration phenomena. The ISVR is unique in its ability to offer undergraduate and postgraduate degree programmes and continuing professional development in a comprehensive range of subjects related to sound and vibration. Short courses are offered to industry on a regular basis, with tailor-made options available on request. The ISVR is a centre for postgraduate and postdoctoral research in most areas related to sound and vibration. It has a number of research groups covering an extensive range of subjects, including acoustics, structural dynamics, human sciences, audiology, fluid dynamics, vehicle dynamics, signal processing, active noise and vibration control and instrumentation. The ISVR is renowned for its contributions to both reducing aircraft noise and understanding how humans respond to it, so that its effect on communities near airports can be assessed.

Role in Project

Organization Profile

MTU Aero Engines AG is Germany's leading engine manufacturer. The company is a technological leader in low-pressure turbines, high-pressure compressors, turbine center frames as well as manufacturing processes and repair techniques. In the commercial OEM business, the company plays a key role in the development, manufacturing and marketing of high-tech components together with international partners. Some 30 percent of today’s active aircraft in service worldwide have MTU components on board. In the commercial maintenance sector the company ranks among the top service providers for commercial aircraft engines and industrial gas turbines. The activities are combined under the roof of MTU Maintenance. In the military arena, MTU Aero Engines is Germany's industrial lead company for practically all engines operated by the country's military. MTU operates a network of locations around the globe; Munich is home to its corporate headquarters. In fiscal 2019, the company had a workforce of more than 10,000 employees and posted consolidated sales of more than 4.6 billion euros.

Role in Project

Noise is one of the limiting factors for air traffic growth in Europe today. Despite the proven rising demand for air travel, the expansion of airports is, amongst others, limited by the expected increase in noise pollution, in particular for supersonic aircrafts. Supersonic aircrafts will be an enabler for fast global transportation. However, the noise from such an aircraft is expected to be substantially higher than from a conventional turbofan engine. It is therefore necessary to study the different noise sources of engines for supersonics aircrafts in order to further improve the knowledge about the dominant noise mechanisms and to increase the confidence in noise prediction tools. In the end, this will allow an integrated engine design with consideration of the noise foot print from the start of the engine design on. An essential part in the noise prediction is to study sensitivities towards different ambient and boundary conditions: Fan noise from an engine on a quiet day will differ strongly from the same engine being operated on a harsh and windy day. Hence MTU will improve their fan noise prediction tools and apply these tools to study fan noise from an engine for a supersonic aircraft under different ambient conditions. The findings will then be used to investigate the impact of different ambient conditions on the noise certification values. Furthermore, MTU will investigate the effect of noise shielding for different engine positions. Based on this study, a trade-off between an engine position optimized for SFC compared with a position optimized for noise is developed. As work package leader, MTU will oversee all activities in the work package dedicated to noise. MTU Aero Engines is member of the national German aerospace association BDLI co-chairing the board of the association. Furthermore, MTU is national representative in the European Aerospace and security association ASD. MTU representatives are also working in the Research and Technology commission, as well as in the civil aviation business unit. Within the research and technology commission MTU is represented in the subgroups Task force 2020 (TF2020), industry management group 4 (IMG4) and the engine industry management group EIMG. MTU Aero Engines participate in the Advisory Council for Aeronautics Research in Europe (ACARE) General Assembly and in sub working groups.

Organization Profile

The National Aviation University (NAU) is one of the leading universities in Ukraine and is a huge centre for the research, education and training of specialists in civil aviation. There are over than 25 thousands students are studying in the University at the moment, including all necessary specialties for airports, airlines, air traffic management, design offices and other aviation organisations. There are over 4 thousands employees, near to 200 professors among them. As a full-curriculum university with 5 institutes and 10 faculties it offers 60 specializations, more than 400 various upgrading courses, seminars and probation classes and covers a wide research spectrum. Investigations are being carried out on: improvements on aircraft operational processes, on air traffic control, on flight and maintenance provision and on safety, environment protection. The University conducted and supports close collaboration with leading scientific organizations in design and maintenance of aviation techniques including Aviation Design Offices of Antonov (aircraft), Ivchenko- Progress and ZaporozhSich (aircraft engines), airports and aircraft repair plants, UkraAeroRukh (Air Traffic Management State enterprise in Ukraine), etc. The NAU emphasises international cooperation, and encourages its students to participate early on in both teaching and research. The NAU has partnerships with more than 100 universities worldwide, leading their aviation consortiums like ALICANTO under the umbrella of ICAO and the similar in Europe - PEGASUS. Over the 20 years the NAU is participating in EU research programs, historically beginning from FP6. Research in fundamental and applied aviation acoustics, airport air pollution and third party risk are conducted at the Centre of Environmental Problems of the Airports (CEPA) of the Faculty of Environmental Safety, Engineering and Technology (FASET) of the University in close collaboration with leading scientific organizations of National Academy of Science, State Civil Aviation Authority (CAA), Ministry of Environment Protection of Ukraine. Main purpose of the CEPA – to define the protection zones around the civil aviation airports and aerodromes for the dominant environmental factors: noise, air pollution, electromagnetic fields and third party risk. The task is obligatory due to the requirements of current Ukrainian rules for aerodrome certification. CEPA is obliged by Ukrainian CAA for development of national calculation methods on aircraft noise, air pollution and third party risk around the airports. Till today CEPA provided the zones and descriptions to them for over than 30 airports in Ukraine, Russian Federation and Lithuania.

Role in Project

The contribution to WP5 will consist of whole aircraft noise calculations for a supersonic airliner that is designed to cruise at a Mach number of 1.8 and 2.2 (open platforms). In Task 5.5 NAU will work on the assessment of noise reduction related to SST specific technologies. at the NAU since 1978 at various positions, mostly in research, currently is an official expert of Ukrainian CAA in environmental safety of the civil aviation. Beginning from the 2009 till 2020 – a nominated member of ICAO Committee on Aviation and Environment Protection (CAEP) from Ukraine. His experience in EU projects covers the participation from 1998, including FP-6 Silence® Project (sound propagation and engine noise installation effects modelling and assessment, 2001-2004), X-Noise (FP5-Horison 2020, 2000-2020), Tool Suite for Environmental and Economic Aviation Modelling for Policy Analysis (TEAM_Play, EU FP-7 project, 2010-2012), Aviation Noise Impact Management through Novel Approaches (ANIMA, H2020-MG- 2017-SingleStage-INEA, 2017-2021)

Organization Profile

Advanced Engineering Design Solutions (AEDS) is an SME based in Switzerland, specialised in design solutions for the aerospace and energy sectors. It is a spin-off of EPFL, Ecole Polytechnique Fédérale de Lausanne, with whom they have a longstanding collaboration, in particular with the Group of Thermal Turbomachinery (GTT, GR-SCI-PO), the Tribology and Interfacial Chemistry Group (TIC, GR-SVI-SM), the Laboratory of Electromagnetics and Acoustics (LEMA) (Dr. Hervé Lissek) and the combustion chemistry group at UPV (Universitat Politècnica de València, Spain). The members are specialists of flight physics, design, systems engineering, acoustic predictions, aero- acoustics, multi-disciplinary optimisation, optimisation under uncertainties, fluid dynamics, thermal physics, non-equilibrium plasmas and plasma actuators, as well as advanced material response and heat transfer. AEDS members have participated in European projects (CLEANSKY, CLEANSKY2, HISAC - FP6, PLASMAERO and UMRIDA-FP7, H2020-ARTEM), as well as national projects (aero-acoustic interactions for propeller blade design, nuclear waste deposit atmospheric impact and storage particulate and species diffusion studies), and direct collaboration with European Industry (for example: Automotive engine performance enhancement, Atmospheric impact of space debris by-products).

Role in Project

Research and Development activities relevant to the present project include firstly the impact of operating regime on aviation engine emissions with the past experience of the establishment of emission limits and certification for future supersonic aircraft, (HISAC-FP6),[1, 2, 5], thermochemical / kinetic modelling of emissions, [3]. Secondly the use of aero-acoustic prediction tools, simulation techniques based on Hybrid RANS-LES, or RANS preconditioned Computational Aeroacoustics methods (CAA). They have worked in particular on numerical aeroacoustic comparison between propeller blade models, carried out with an initial quasi-steady state RANS solution in a rotating frame and finalised with a time dependant Hybrid RANS/LES computation. In SENECA will work on aero-acoustic prediction of jet noise and shielding with combined RANS-CAA that will give a sensitivity evaluation of nozzle design on noise levels.

Organization Profile

The Royal Netherlands Aerospace Centre (NLR) is the independent knowledge enterprise in the Netherlands on aerospace. The overall mission is making air transport and space exploration safer, more sustainable and more efficient. NLR’s multidisciplinary approach focuses on developing new and cost effective technologies for aviation and space, from design support to production technology and MRO (Maintenance, Repair and Overhaul). With its unique expertise and state of the art facilities NLR is bridging the gap between research and application. NLR covers the whole RDT&E (Research Development Test & Evaluation) range, including all the essential phases in research, from validation, verification and qualification to evaluation. By doing so, NLR contributes to the innovative and competitive strength of government and industry, in the Netherlands and abroad. NLR employs a staff of approximately 650 people at offices in Amsterdam, Marknesse, Schiphol and Noordwijk. Over two-thirds of the staff are graduates from universities or technical colleges. The company realizes an annual turnover of approximately 92 million euro. Within NLR, the Vertical Flight and Aeroacoustics department (AVVA) has a long tradition and distinct track record in the areas of experimental Aerodynamics and Aero-acoustics. This track record matches with the main task of NLR in SENECA: the adaptation and application of a noise prediction tool for supersonic aircraft.

Role in Project

The contribution to WP5 will consist of LTO (landing and take-off) noise simulations by application of NLR’s inhouse noise prediction tool ENOISE, based on the airframe platform characteristics to be received from WP2 and engine characteristics from WP3. The dominant part of the noise prediction is based on a semi-empirical method for the (dual stream) jet noise. This part will be adapted for application to specific nozzles in SENECA, and is supported by small-scale experiments in NLR’s upgraded anechoic wind tunnel AWT.

Organization Profile

CIRA is the Italian Aerospace Research Center, a limited not-for-profit consortium company, founded in July 1984, which develops and implements national aerospace research programs. The main shareholders of CIRA are the Italian Space Agency (ASI), which owns the most part of the shares, and the National Research Council (CNR). CIRA operates according to the guidelines provided by the Ministry of Education, University and Research (MIUR). The Italian government has entrusted CIRA to manage the PRORA (Italian Aerospace Research Program). CIRA mission is defined by the Italian Aerospace Research Programme (PRO.R.A.) and is summarized as:

• to be the national focal point in aerospace research and technology;
• to identify scientific objectives and develop basic research in synergy with the national and international scientific community;
• to build, operate, maintain, and upgrade large scale facilities and laboratories;
• to support the industry in applied research both in the development phase and in the technology validation phase;
• to act as a partner of the scientific community and industry;
• to participate to national and international programs.

Staffed by more than 350 people (more than 250 researchers), CIRA facilities are located in Capua. As a member of EREA, CIRA works in close co-operation with European aerospace research establishments but also as mission as support to industries at national and international level.

Role in Project

CIRA will participate in the project through six laboratories, whose relevant expertise and skills result applicable to the topics of the project: Computational Acoustics It has the main goal of developing and applying CAA tools for fixed and rotary wing aero-vibro-acoustics applications. These tools are usually applied for new configurations assessments and technological developments.