Abstract

This study investigates the influence of a combination of semicircular, hexagonal, and triangular
dimples on the performance of the NACA0018 airfoil. The objective is to analyze the effect of
these different dimple shapes on aerodynamic characteristics such as lift, drag, and flow
separation. The airfoil models were designed using Solidwork software and analyzed through
computational fluid dynamics (CFD) simulations. The results show that the combination of these
dimples reduces the drag coefficient and delays flow separation, leading to an increase in lift
coefficient. The hexagonal and triangular dimples were found to be more effective in reducing
drag, while the semicircular dimples had a greater impact on delaying flow separation. This study
provides insights into the potential benefits of using a combination of different dimple shapes on
airfoil performance and can be useful in the design of more efficient airfoils for various
applications. However, the semicircular dimples were found to be more effective in delaying flow
separation compared to the other two dimple shapes. This was due to the smooth transition of the
flow around the semicircular dimples.

The study showed that a combination of semicircular, hexagonal, and triangular dimples on the
upper surface of an airfoil can significantly improve its aerodynamic performance. The results
can be useful in the design of more efficient airfoils for various applications, such as aircraft
wings, wind turbine blades, and hydrofoils.

1
 Index
CHAPTER TITLE PG. NO
NO.

1 OVERVIEW OF THE PRESENT WORK 12

1.1 Introduction
1.2 Types of wings
1.2.1 Rectangular Wing
1.2.2 Tapered Wing
1.2.3 Swept Wing
1.2.4 Delta Wing
1.2.6 Variable Geometry Wing
1.3 Airfoil Nomenclature
1.4 Aerodynamic characteristics of wing
1.4.1 Lift
1.4.2 Drag
1.4.3 Stall
1.4.4 Roll Control
1.4.5 Stability
1.4.6 High-speed Performance
1.4.7 Low-speed Performance
1.5 Concept of dimple on golf ball
1.5.1 Smaller Dimples
1.5.2 Larger Dimples
1.5.3 Multiple Dimple Sizes
1.6 Difference between golf ball and regular ball
1.6.1 Plain Ball
1.6.2 Golf Ball

2 LITERATURE REVIEW 14 - 16

3 FORMULATIONS AND CALACULATIONS 18 - 23

3.1 Airfoil Design
3.2 Calculations
3.3 Specification of Wing

4 FABRICATION AND EXPERIMENTAL SETUP

4.1 Geometry Modeling
4.1.1 Wing Dimensions
4.1.2 Dimple Shapes
4.1.3 Dimple Spacing
4.1.4 Merging of Geometry
4.1.5 Exporting the Model
4.2 Meshing Generation
4.2.1 Importing the Geometry Model
4.2.2 Defining the Fluid Domain
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 4.2.3 Mesh Sizing
4.2.4 Mesh Method
4.2.5 Mesh Refinement
4.2.6 Mesh Quality Check
4.2.7 Exporting the Mesh
4.3 Boundary Conditions
4.3.1 Inlet Boundary Conditions
4.3.2 Outlet Boundary Conditions
4.3.3 Wall Boundary Conditions
4.3.4 Symmetry Boundary Conditions
4.3.5 Initialization
4.4 Solver Settings
4.4.1 Turbulance Model
4.4.2 Numerical Scheme
4.4.3 Time Step
4.4.4 Convergence Criteria
4.4.5 Pressure-Velocity Coupling
4.4.6 Boundary Conditions
4.4.7 Solver Options
4.5 Convergence Criteria
4.6 Post-processing
4.6.1 Visualization
4.6.2 Quantitative Analysis
4.6.3 Sensitivity Analysis
4.6.4 Validation
4.6.5 Optimization

5 RESULT AND DISCUSSION

CONCLUSION AND FUTURE

6 SCOPE

7 REFERENCES

1
 LIST OF TABLES

SR.NO TABLE TITLE

NO.
1 1 Force Vs Angle of attack of SHT Dimpled Wing At 10mps.
2 2 Force Vs Angle of attack of SHT Dimpled Wing At 12mps.
3 3 Force Vs Angle of attack of SHT Dimpled Wing At 14mps.
4 4 Force Vs Angle of attack of STH Dimpled Wing At 10mps.
5 5 Force Vs Angle of attack of STH Dimpled Wing At 12mps.
6 6 Force Vs Angle of attack of STH Dimpled Wing At 14mps.
7 7 Force Vs Angle of attack of TSH Dimpled Wing At 10mps.
8 8 Force Vs Angle of attack of TSH Dimpled Wing At 12mps.
9 9 Force Vs Angle of attack of TSH Dimpled Wing At 14mps.
10 10 Force Vs Angle of attack of THS Dimpled Wing At 10mps.
11 11 Force Vs Angle of attack of THS Dimpled Wing At 12mps.
12 12 Force Vs Angle of attack of THS Dimpled Wing At 14mps.
13 13 Force Vs Angle of attack of HTS Dimpled Wing At 10mps.
14 14 Force Vs Angle of attack of HTS Dimpled Wing At 12mps.
15 15 Force Vs Angle of attack of HTS Dimpled Wing At 14mps.
16 16 Force Vs Angle of attack of HST Dimpled Wing At 10mps.
17 17 Force Vs Angle of attack of HST Dimpled Wing At 12mps.
18 18 Force Vs Angle of attack of HST Dimpled Wing At 14mps.
19 19 Force Vs Angle of attack of Plain Wing At 10mps.
20 20 Force Vs Angle of attack of Plain Wing) At 12mps.
21 21 Force Vs Angle of attack of (Plain Wing) At 14mps.

1
 LIST OF FIGURES

SR.NO FIGURE NO. TITLE

Chapter 1 1.1 Rectangular Wing

1.2 Tapered Wing
1.3 Swept Wing
1.4 Delta Wing
1.5 Elliptical Wing
1.6 Variable Sweep Wing
1.7 Golf Ball Aerodynamics
Chapter 3 3.1 Specification of Airfoil
3.2 Dimple Geometry
3.3 3D Model of Design 1 (SHT)
3.4 3D Model of Design 2 (STH)
3.5 3D Model of Design 3 (TSH)
3.6 3D Model of Design 4 (THS)
3.7 3D Model of Design 5 (HTS)

3.8 3D Model of Design 6 (HST)

Chapter 4 4.1 Flow over Plane Wing
4.2 Pressure Distribution on Plain Wing
4.3 Flow over HST Dimpled Wing
4.4 Pressure Distribution on HST Dimpled Wing
4.5 Flow over HTS Dimpled Wing
4.6 Pressure Distribution on HTS Dimpled Wing
4.7 Flow over TSH Dimpled Wing
4.8 Pressure Distribution on TSH Dimpled Wing
4.9 Flow over STH Dimpled Wing
4.10 Pressure Distribution on STH Dimpled Wing
4.11 Flow over SHT Dimpled Wing
4.12 Pressure Distribution on SHT Dimpled Wing

1
 CHAPTER 1

OVERVIEW OF THE PRESENT WORK

1
 1.1 INTRODUCTION
Aircraft wing performance is a critical factor in the design and operation of an aircraft. The
aerodynamic properties of an aircraft wing directly impact the efficiency, stability, and safety of an
aircraft. One of the primary factors affecting wing performance is drag, which can be reduced
through various methods, including surface modifications, such as dimples.
Dimples on aircraft wings have been studied extensively in recent years as a means of improving
aerodynamic performance. Dimples have been shown to alter the flow characteristics of the air
over the wing surface, leading to reduced drag and increased lift. In this study, we aim to
investigate the influence of a combination of semi-spherical, hexagonal, and triangular dimples on
the performance of an aircraft wing with the NACA0018 airfoil.
The NACA0018 airfoil is a widely used airfoil shape, especially in small aircraft and unmanned
aerial vehicles (UAVs). The airfoil shape is characterized by a symmetrical cross-section and a
blunt trailing edge. The NACA0018 airfoil is known for its excellent lift-to-drag ratio and low stall
speed, making it a popular choice for light aircraft.
The objective of this study is to analyze the impact of a combination of semi-spherical, hexagonal,
and triangular dimples on the aerodynamic performance of an aircraft wing with the NACA0018
airfoil. The study will use computational fluid dynamics (CFD) simulations to analyze the
aerodynamic performance of the wing with different dimple configurations. The dimple
configurations will be varied by changing the number, size, and shape of the dimples.
The results of the CFD simulations will be presented in terms of lift and drag coefficients and
pressure coefficient distribution over the wing surface. The results will be compared for different
dimple configurations to identify the most effective combination of dimples for improving the
aerodynamic performance of the wing.
In this study S: Semi-spherical Dimple, H: Hexagonal Dimple, T: Triangular Dimple .
Overall, the findings of this study can be useful in designing more efficient and stable aircraft,
which can have significant implications for the aviation industry.

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 1.2 TYPES OF WINGS
1.2.1 Rectangular Wing: This is the simplest type of wing, characterized by a straight leading
edge and a straight trailing edge, forming a rectangular shape. It provides low drag and high lift at
low speeds, making it suitable for slow-flying aircraft such as general aviation and some light
transport aircraft.

Fig. 1.1 Rectangular Wing[8]

1.2.2 Tapered Wing: This type of wing has a tapered shape, with the wingtip being narrower than
the root. Tapered wings are commonly used in high-speed aircraft, as they reduce drag and
improve performance at higher speeds.

1
 Fig 1.2 Tapered Wing[8]
1.2.3 Swept Wing: Swept wings have a backward inclination or sweep angle along the leading
edge of the wing. They are commonly used in supersonic and high-speed aircraft, as they help
reduce drag and increase efficiency at high speeds.

Fig 1.3 Swept Wing[8]

1.2.4 Delta Wing: Delta wings are triangular-shaped wings with a large sweep angle. They are
used in high-speed aircraft, such as supersonic and military fighter jets, as they provide high
maneuverability and can withstand high loads.

1
 Fig 1.4 Delta Wing[8]
1.2.5 Elliptical Wing: An elliptical wing has a shape resembling an ellipse, with a rounded leading
edge and a tapered trailing edge. It is known for its efficiency and low drag, and was famously used
in aircraft like the Supermarine Spitfire during World War II.

Fig 1.5 Elliptical Wing[8]

1.2.6 Variable Geometry Wing: Some aircraft, such as military fighters and some advanced
commercial aircraft, feature wings with variable geometry, which can be adjusted during flight to

optimize performance at different speeds and altitudes.

1
 Fig 1.6 Variable Sweep Wing[8]

1.3 AIRFOIL NOMENCLATURE

Airfoil nomenclature refers to the system of naming and identifying different sections or shapes of
airplane wings, which are also known as airfoils. Airfoils are designed to generate lift by exploiting
the differences in air pressure between the upper and lower surfaces of the wing. There are various
methods and conventions for naming airfoils, and the most common system includes a combination
of letters, numbers, and other designations.
The most widely used system for airfoil nomenclature is the NACA (National Advisory Committee
for Aeronautics) system, which was developed by the United States' aerospace research agency in
the early 20th century. The NACA system uses a four-digit code to identify airfoils, where each
digit represents a specific characteristic of the airfoil shape. The first digit indicates the maximum
camber in percentage of the chord (the width of the airfoil from leading edge to trailing edge), the
second digit indicates the location of the maximum camber as a percentage of the chord, and the
last two digits indicate the maximum thickness in percentage of the chord.
For instance, a NACA 2412 airfoil has a maximum chord thickness of 12% and a maximum chord
camber of 2%, both of which are positioned 40% of the chord length from the leading edge.Other
variations of the NACA system, such as the NACA 4-digit modified series and the NACA 5-digit
series, provide additional information about airfoil characteristics such as leading edge radius,

1
 thickness distribution, and more.
In addition to the NACA system, there are other systems used for airfoil nomenclature, such as the
Eppler airfoil designation, which uses letters and numbers to indicate airfoil characteristics, and the
Selig airfoil designation, which uses a combination of letters and numbers to denote airfoil
properties. These systems may have their own conventions and parameters for describing airfoil
shapes.
It's important to note that different organizations and countries may use their own conventions for
airfoil nomenclature, and there are also proprietary airfoil designs that may have their own unique
naming systems. Therefore, it's essential to understand the specific nomenclature being used in a
particular context or application when referring to airfoils.

1
 1.4 AERODYNAMIC CHARACTERISTICS OF WING

1.4.1 Lift: Lift is the force that enables an aircraft to rise and rest airborne. The wing's shape,
known as the airfoil, is designed to generate lift by creating a pressure difference between the upper
and lower surfaces of the wing. The curved upper surface and flatter lower surface of the wing
create a pressure gradient, resulting in lift.

1.4.2 Drag: Drag is the resistance experienced by an aircraft as it moves through the air. Wing
shape, size, and surface roughness can all affect the amount of drag generated by the wing.
Streamlined wing shapes, such as those with a thin leading edge and a thicker trailing edge, are
designed to minimize drag and improve aircraft performance.

1.4.3 Stall: Stall is a condition that occurs when the wing's angle of attack exceeds its critical angle
of attack. This results in a sudden reduction in lift and a loss of control. The wing's shape,
including its thickness, camber, and leading edge design, can impact its stall characteristics, such as
the smoothness of the stall and the effectiveness of control surfaces in recovering from a stall.

1.4.4 Roll Control: The wing's shape and the presence of control surfaces, such as ailerons, can
affect the aircraft's ability to roll, or change its orientation about its longitudinal axis. Ailerons are
typically located near the wingtips and are used to control the rolling motion of the aircraft by
deflecting the airflow over the wing. The wing's shape and aileron design can impact the roll
control effectiveness and maneuverability of the aircraft.

1.4.5 Stability: The wing's shape and placement on the fuselage can affect the stability of the
aircraft. Longitudinal stability, which determines the aircraft's tendency to pitch up or down, can be
influenced by factors such as wing sweep, dihedral angle, and wing placement relative to the center
of gravity. Lateral stability, which determines the aircraft's tendency to roll, can be affected by
wing dihedral angle, sweep, and the presence of winglets or other wingtip devices.

1.4.6 High-Speed Performance: For high-speed aircraft, the wing's shape is designed to minimize
drag and maximize lift at higher speeds. Features such as wing sweep, a thinner airfoil shape, and

1
 leading-edge slats or flaps can be used to improve the wing's performance at high speeds and
reduce drag.

1.4.7 Low-Speed Performance: For aircraft that operate at low speeds, such as during takeoff and
landing, the wing's shape is designed to generate sufficient lift at lower speeds. Features such as a
thicker airfoil shape, leading-edge slats, or flaps can be used to increase the wing's lift capability at
low speeds and reduce the stall speed.
1.5 Concept of dimples on golf ball
The Concept of dimples came from golf balls. Golf balls have inner impressions in form of dimples
on their outer surfaces. These dimples help golf balls to reduce drag. Drag is resisting force from
air. A protest is often dragged along by a liquid that is streaming over it in the direction of the
stream. A question going through a liquid which is stationary there is a propensity to back the
protest off. For a stationary question in a liquid which is streaming there is an inclination to move
the protest in the liquid streaming heading .These propensities of streaming liquid is known as
drag. While traveling through air planes additionally subjected to a few drags. As dimples reduce
drag of golf ball they can be useful on reducing wings drag. Due to this, more researchers are
becoming interested in dimples. The dimpled effect on aeroplane wings has been the subject of
several tests and numerical studies by numerous researchers worldwide.
In recent years, researchers have explored various techniques to enhance the performance of
airfoils. One such technique is the use of surface dimples on the airfoil's surface, which has shown
promising results in reducing drag and increasing lift. Previous studies have mostly focused on the
use of dimples with a single shape, such as circular or triangular.

Fig1.7 Golf Ball Aerodynamics[4]

In this study, we investigate the effect of a combination of semi-spherical hexagonal and triangular
wedge shape dimples on the NACA0018 airfoil. We aim to determine the impact of the dimple
geometry on the airfoil's lift and drag coefficients, as well as its stall behavior. This study is crucial
1
 in understanding the potential benefits of using a combination of dimple shapes on airfoils and can
inform future designs of aircraft components for improved aerodynamic performance.
Specifically, we will examine the effect of different dimple geometries on the airfoil's aerodynamic

characteristics, such as the laminar-turbulent transition, boundary layer behavior, and flow
separation. To accomplish this, we will conduct wind tunnel experiments to measure the lift and
drag coefficients of the airfoil with and without the dimples. We will also use computational fluid
dynamics (CFD) simulations to provide additional insights into the flow behavior and to validate
our experimental results.
Our study is unique in its exploration of a combination of semi-spherical hexagonal and triangular
wedge shape dimples, which has not been previously investigated. By combining these shapes, we
hypothesize that we can achieve a greater reduction in drag and an increase in lift compared to
using a single dimple shape. This could have significant implications for the design of more
efficient and sustainable aircraft in the future.
In conclusion, this study aims to contribute to the understanding of the effects of surface dimples
on airfoil performance and to provide insight into the potential benefits of using a combination of
different dimple shapes. By improving the efficiency of airfoils, we can reduce the environmental
impact of aircraft and contribute to the development of a more sustainable aviation industry.
The physical characteristics of complex dimples play a large role in how the golf ball behaves
aerodynamically. Most commercially manufactured golf balls have dimple numbers ranging from
250 to 500.The dimples vary in sizes, shapes and depths which generate complex aerodynamic
flow pattern around the ball. Each of these new balls has different dimple characteristics. These
balls underwent a variety of speed tests. Golf balls are produced by numerous companies and come
in a wide range of forms. These include the ball's design, the number, and the shape. The airflow
around spherical balls especially golf ball and the oval shaped balls are complex . Due to the
dimples on the golf ball's surface, a golf ball often travels at a high speed where its drag is around
half that of a smooth sphere. In the meantime, dimples on the surface of a golf ball are crucial in
initiating the boundary layer transition from laminar to turbulent flow.
The size of dimples on a golf ball has a significant effect on its performance, including its
trajectory, lift, and overall distance. Golf balls are typically designed with dimples to optimize their
aerodynamics and enhance their performance during flight. Here are the effects of different sizes of
dimples on a golf ball:
1.5.1 Smaller Dimples: Golf balls with smaller dimples tend to generate less lift and have a flatter
trajectory. This results in a lower ball flight with less carry and roll. Golf balls with smaller

1
 dimples are generally more stable in windy conditions as they are less affected by crosswinds.
They also tend to spin less, which can result in less control around the greens.

1.5.2 Larger Dimples: Golf balls with larger dimples tend to generate more lift and have a higher
trajectory. This can result in a higher ball flight with more carry and roll. Golf balls with larger
dimples are generally less stable in windy conditions as they are more affected by crosswinds.
They also tend to spin more, which can provide more control around the greens.
1.5.3 Multiple Dimple Sizes: Some golf balls have a combination of different dimple sizes on
their surface. This design is intended to optimize the aerodynamics of the ball for different types of
shots, such as drives, approach shots, and putts. The combination of dimple sizes can create
varying lift and spin characteristics, allowing golfers to have more control over their shots.
It's important to note that the optimal size of dimples on a golf ball may vary depending on a
golfer's swing speed, launch angle, and playing conditions. Golf ball manufacturers conduct
extensive research and testing to determine the optimal dimple design for their balls, taking into
consideration various factors such as ball speed, launch angle, and spin rate. Ultimately, the best
golf ball for a golfer will depend on their individual preferences, playing style, and skill level.
1.6 Difference between Golf ball and regular ball
1.6.1 Plain Ball: A plain ball, such as a rubber or plastic ball, typically has a smooth surface and a
relatively simple spherical shape. When thrown or hit, it experiences relatively low air resistance
due to its smooth surface, which allows it to travel through the air with minimal drag. As a result,
plain balls tend to have a relatively simple and predictable flight path with a relatively low
maximum range. They are not optimized for long-distance or highly controlled flight, as they do
not generate much lift or spin.
1.6.2 Golf Ball: A golf ball, on the other hand, has a more complex design and is specifically
engineered for optimal performance in the game of golf. Golf balls have a dimpled surface, which
helps to reduce drag and increase lift during flight. The dimples on a golf ball create turbulence in
the air around the ball, which reduces the air pressure on top of the ball and increases it underneath,
resulting in lift. This lift helps the golf ball to stay airborne longer and travel greater distances. The
backspin generated by the dimples also creates lift, allowing golfers to achieve greater control over
the ball's trajectory.
Additionally, golf balls are designed with different layers, including the core, mantle, and cover,
which affect their overall performance. Modern golf balls may also have advanced dimple patterns
and specialized coatings that further optimize their aerodynamic properties, allowing for longer
1
 distance, higher accuracy, and better performance in different weather conditions.
In summary, aerodynamics play a crucial role in the flight of both plain balls and golf balls. While
plain balls generally have a simple flight path with minimal lift and spin, golf balls are specifically
designed with dimples and other features to optimize their aerodynamic performance, allowing for
longer distances, higher accuracy, and better control during flight.

CHAPTER 2

LITERATURE REVIEW

1
 2.1 Effects of V-shaped dimples on NACA 0012 Airfoil
(Eusebious T. Chullai, Jasdeep Singh, Anshul Chandel, and Umang Singhal)
The potential for improving the aerodynamic efficiency of a NACA 0012 symmetrical airfoil,
particularly in increasing the lift coefficient near stalling angles. The study focuses on a 1-meter
chord length airfoil with a V-shaped dimple located at 80% of the chord length (0.8c) and tested at
a speed of 43.822 m/s (Re-3x106). The analysis involved examining the plain airfoil at various
angles of attack to determine the stall conditions and variations of Cl and Cd with angle of attack.
The same parameters were used to analyze the airfoil with the V-shaped dimple, with the results
tabulated and graphed. The research concludes that the presence of a V-shaped dimple improves
the aerodynamics of the airfoil, leading to better aerodynamic efficiency. The CAD model was
created in SOLIDWORKS 16.2, while meshing and simulation were conducted using
SOLIDWORKS 14.5 and 16.2.

2.2 Experimental Investigation of an Airfoil with Multiple Dimples on the

Upper Surface
(Mohammad Mashud , Dipayan Mondal and Md Enamul Haque)
Surface modifications can significantly improve the aerodynamic performance of a moving body
by reducing drag force and increasing lift force. This study explores the effect of inward dimples
on the aerodynamic characteristics of an airfoil by comparing the lift and drag of a dimpled surface
with a plain surface. Dimples cause flow turbulence, which delays boundary layer separation and
lessens wake, causing pressure drag to drop and lift to increase with angle of attack. The angle of
stall or critical angle of attack, where maximum lift is achieved, is also increased. The NACA-0012
airfoil profile with a uniform cross-section is used in the study for subsonic flows. In a subsonic
wind tunnel (100 x 100 x 100 cm), two wooden models—one with a smooth surface and the other
with a dimpled surface are prepared. The results show that using inward dimples on the upper
surface of the airfoil delays flow separation, with the regular surface experiencing separation at
120° of angle of attack compared to 150° for the dimpled surface. Therefore, the use of dimples on
the airfoil surface successfully controls flow separation and increases lift forces.

2.3 Influence of Spherical and Pyramidical Dimples and Bumps on Airfoil

Performance in Subsonic Flow
(Zahra Mehtar , Afaq Altaf)

1
 The purpose of this research was to examine the effects of surface modifications, specifically
dimples and bumps, on the boundary layer separation of a NACA 0012 airfoil at high angles of
attack. Six modified airfoils with spherical and pyramidal-shaped dimples and bumps were made.
Computational fluid dynamics (CFD) analysis was carried out using the Shear Stress Transport k –
ω turbulence model at subsonic flow and varying angles of attack from 0 to 15°. According to the
findings, all surface alterations prevented flow separation and recirculation, which reduced drag at
15 degrees. Aside from pyramidal protrusions, all designs enhanced the lift-to-drag ratio (L/D)
performance at 15°.It was also found that dimples were more effective than bumps, and spherical
features were more effective than pyramidical ones.

2.4 Experimental Investigation To Examine The Effect Of Shape and Size Of

Dimples At Suction Surface Of Aerofoil
(Diksha Singh, Radheshyam H. Gajghat, Mrinal Kanti Manik)
The aerofoil plays a crucial role in aircraft design, generating lift to keep the aircraft aloft with
minimal drag. While early designs were often compromised by the lack of systematic design
methods, later advances, such as the cambered section developed by the Wright brothers, have
improved performance. Today, NACA provides a formulaic approach to aerofoil design for
optimal performance. This study aimed to enhance the performance of a NACA 4311 aerofoil
through surface modification. Three different shapes, including cambered, flat, and symmetrical,
were experimentally evaluated. Results indicated that the symmetrical aerofoil performed better
than the other two. Dimples of various sizes and shapes were then applied to the suction surface of
the symmetrical aerofoil. Medium semi-cylindrical dimples were found to provide the best
aerodynamic performance compared to other modifications.

2.5 Analysis of Aerodynamic Performance of Aircraft Wing Attached With

Dimple Using CFD
(Karthik AK, Abraham Boniface V, Sriram S, Gokul Raj M)
The focus of this work is to reduce pressure drag in aircraft, which is a mechanical force that acts
in opposition to the motion of a solid object through a fluid. This force decreases the aircraft's
performance and efficiency, leading to higher fuel consumption. The aim of the study is to add
dimple shapes to the wings of the aircraft to reduce pressure drag and improve its performance. By
reducing pressure on the wings' surface, the dimples can decrease the pressure drag force acting on
the aircraft and improve its performance. The study involves modeling the aircraft in CATIA and

1
 analyzing its wings with dimples using SOLIDWORKS FLUENT, a computational fluid dynamics
analysis tool that can accurately simulate airflow and compute results. The goal is to visualize the
idea of using dimples to reduce pressure drag and demonstrate their effectiveness through analysis.

2.6 Analysis of an Airfoil by Changing the Size, Shape and Location of the
Dimple
(Arvind Mukundan)
The insertion of a dimple in an aerofoil has been identified as a method for reducing drag at a
specific AOA. This research project presents the changes in aerodynamic features of an aerofoil
caused by varying the size, shape, and location of dimples on the surface. Different types of
dimples were analyzed, and modifications were made and evaluated at varying angles of attack.
Computational Fluid Dynamics was utilized to conduct the aerodynamic analysis of the aerofoil.
The research concluded that the use of dimples on the aerofoil increased the lift force and stall
Angle of Attack.

2.7 Design and Analysis of Vortex Generator and Dimple over an Airfoil
Surface to Improve Aircraft Performance
(Sonia Chalia, Manish Kumar Bharti)
The primary goal of this study is to improve the aerodynamic properties and maneuverability of an
aircraft by reducing drag, increasing lift, and delaying flow separation and stalling. The main
focus is on enhancing lift and reducing drag by incorporating dimples and vortex generators on an
airfoil body. This research also covers the fundamental design of an airfoil with surface
modifications that result in increased lift-to-drag ratio, improved aerodynamic characteristics, and
wing efficiency. Using SOLIDWORKS, airfoil models with dimples and vortex generators were
created and analyzed at various angles of attack. Computational findings demonstrate that dimples
make aircraft wings more efficient by providing a higher lift-to-drag ratio than vortex generators.

2.8 Effect of Circular Shaped Inward Dimple on NACA0012 Airfoil

(T Gopikrishnan Kailas, Professor Reji Mathew)
Various surface modifications are being studied to delay flow separation and improve the
aerodynamic efficiency of aircraft, including the application of dimples on aircraft wings, which
work similarly to vortex generators. This study examines the impact of circular inward dimples on

1
 the flow characteristics of a NACA 0012 symmetric airfoil, by varying the dimple's size and
position along the chord length. Results show that smaller diameters result in vortex shedding,
reducing the drag coefficient, but also causing a marked decrease in the lift coefficient. Increasing
the dimple diameter increases both lift and drag, with an 8mm diameter resulting in a peak in both
lift and drag coefficients. The increase in drag coefficient is attributed to increased turbulent flow
attached to the airfoil, leading to higher viscous drag. Thus, there is a trade-off between lift and
drag, but dimples do affect both coefficients.

2.9 Study on effect of semi-circular dimple on aerodynamic characteristics of

NACA 2412 airfoil
(Sowmyashree, D. I. P. Aishwarya, S. Spurthy Roshan Sah, B. V. Pratik, H. V. Srikanth, and R.
Suthan)
The purpose of this study is to improve the aerodynamic efficiency of the NACA 2412 airfoil at
various angles of attack through surface modifications. Semi-circular outward and inward dimples
were added to the lower surface of the airfoil. Using computational fluid dynamics (CFD)
analysis, the lift and drag coefficients were calculated at angles of attack ranging from 0 to 120
degrees. The NACA 2412 airfoil was modeled in SOLIDWORKS Workbench, and the structured
mesh was generated in ICEM-CFD before running SOLIDWORKS Fluent solver at a Reynolds
number of 2 x 105. The results of the CFD analysis showed that the semicircular dimples reduced
pressure drag and increased lift by delaying flow separation through turbulence generation. The
effects of surface modifications were compared for various angles of attack, and the inward dimple
was found to be the most beneficial.

2.10 A Review on Study of Aerodynamic Characteristics of Dimple Effect on

Wing
(Saarang S. Mahamuni)
The objective of the present study is to investigate the changes in aerodynamic characteristics of an
airfoil by implementing surface modifications in the form of dimples. The study considers both
outward and inward dimples on the wing model, and after selecting the better dimple configuration
based on CFD analysis, different types and shapes of dimples are tested and compared to a plain
airfoil model. The main goal is to compare the lift and drag of modified airfoil models at different
angles of attack (AOA). Dimples are used to reduce pressure drag when the airfoil reaches a certain

1
 angle of attack, as wake formation initiates due to boundary layer separation. The application of
dimples on aircraft wings enhances aerodynamic characteristics and manoeuvrability, including
reduction in drag and stall phenomenon. Dimples create turbulence by creating vortices, which
delays boundary layer separation resulting in decreased pressure drag and an increased angle of
stall. This also leads to a reduction in acoustic emission. This work's main goals are to reduce drag
by applying the dimple effect to the aircraft wing and to postpone the flow separation point at stall
in order to increase aircraft agility.

2.11 Study & Design of Golf Ball like Dimpled Aircraft 2-D Wing and Effects on
Aerodynamic Efficiency
(Awadh Kapoor Jaykrishnan R )
The primary focus of this study is the impact of dimples on the aerodynamics of airfoils. The
concept of flow separation in golf balls is used to propose that applying golf ball dimples to airfoils
could be a useful method for reducing drag. To compare the thickness of the boundary layer, a
NACA series airfoil is selected, and a smooth design is compared to a dimpled one. The mesh is
discretized while maintaining the "Law of wall" for an accurate boundary layer simulation. The
results are compared to experimental data. To achieve improved aerodynamic efficiency,
calculations are conducted to predict the optimal position and curvature of the dimple. There are
rumors that a similar concept is being implemented on the Boeing 787-9 in the form of a hybrid
laminar flow control, but there are no reliable sources to confirm this.

2.12 A Review of Different Shaped Dimple Effects On Aerofoil Surfaces

(Sourav Paul , Aoyon Paul , Farida Ahmed Koly)
When an object has good aerodynamic characteristics, it means it generates more lift force and
less drag force. This also leads to better stall angle behavior. The airfoil is a type of streamlined
body, and if it has dimples on its surface, it can show even greater aerodynamic characteristics
than a plain airfoil. By introducing dimples, turbulence is created in the boundary layer, which
delays separation and results in a decrease in pressure drag and an increase in the stall angle.
Dimples can have different shapes such as semi-spherical, V-shaped, square, rectangular, or
hexagonal. This paper reviews the effects of various dimple shapes on airfoil surfaces in a

1
 sequential manner with respect to different angles of attack.

2.13 Effects of V-shaped dimples on NACA 0012 airfoil

(Eusebious T. Chullai[A], Jasdeep Singh[B], Anshul Chandel[C], and Umang Singhal[D], )
This paper presents an examination of the potential to enhance the lift coefficient near stalling
angles of the NACA 0012 symmetrical airfoil, thereby improving the overall aerodynamic
efficiency. The study involved analyzing a NACA 0012 airfoil with a chord length of 1m, fitted
with a V-shaped dimple located at 80% of the chord length (0.8c) at a velocity of 43.822 m/s (Re –
3x106). Initially, the plain airfoil was assessed at various angles of attack to determine the stall
conditions and variations of Cl and Cd with the angle of attack. Using the same parameters, the
airfoil with the V-shaped dimple was analyzed, and the outcomes were tabulated and plotted on
graphs. The project proves that the V-shaped dimple has a beneficial impact on the airfoils'
aerodynamics, leading to higher aerodynamic efficiency. The CAD model was generated in
SOLIDWORKS 16.2, while the meshing and simulation were conducted in SOLIDWORKS 14.5
and 16.2, respectively.

2.14 Study of Flow by Varying the Position of Maximum Chamber Thickness on

Aerofoil
(Jithendra Sai Raja Chada, Ganesh Nathipam, Sri Ram Deepak Akella, Phani Bhaskar Anusuri,
Received 22 April 2021; Received in revised form 06 May 2021; Accepted 20 August 2021;
Published 27 August 2021)
An aerofoil is a design with a curved exterior that can achieve the best ratio of lift to drag. An
aerofoil that allows for flow over a wide range of angles can have a significant impact on the power
generated by a turbine. In the current study, the design and analysis of the airfoil structure have
been carried out to enhance the flow behavior under favorable conditions by varying the position of
the maximum chamber thickness position and adjusting the angle of attack at 5-degree intervals
from 0-25 degrees. The optimal model has been further analyzed with surface modifications aimed
at increasing flow separation and improving lift efficiency.

2.15 Experimental Investigation of an Airfoil with Multiple Dimples on the

Upper Surface
(Mohammad Mashud1 , Dipayan Mondal and Md Enamul Haque, 18 – 20 December, 2017,
Chittagong, Bangladesh)

1
 Recent observations have demonstrated the significance of modified surfaces in reducing drag
force and increasing lift force on moving bodies. In this study, we investigate changes to the
aerodynamic characteristics of an airfoil through the application of specific surface modifications
in the form of dimples. The modified surface has inward dimples, and the lift and drag of the
dimpled surface are compared with those of a plain surface. Dimples play a role in reducing
pressure drag similar to the way vortex generators do when the airfoil is at a certain angle of attack.
By creating turbulence in the flow, dimples can delay boundary layer separation and reduce wake,
thereby decreasing pressure drag. They also assist in reducing drag and increasing lift with an
increase in angle of attack.

2.16 Experimental Investigation To Examine The Effect Of Shape And Size Of

Dimples At Suction Surface Of Aerofoil
(Diksha Singh, Radheshyam H. Gajghat, Mrinal Kanti Manik, ISSUE 12, DECEMBER 2019)
An aerofoil, the cross-sectional shape of a wing, plays a vital role in any aircraft by generating
sufficient lift to keep the aircraft in the air with minimal drag. However, designing an aerofoil with
desired aerodynamic characteristics has not been easy until recent times. Early designs were
compromised in terms of performance due to the random design testing in a flow section.
However, as time progressed, the Wright brothers (Orville Wright and Wilbur Wright) introduced
the cambered section, which significantly improved performance. Currently, NACA's (National
Advisory Committee for Aeronautics) specification of an aerofoil allows designers to obtain
optimal performance to a large extent using formulas rather than randomising designs. In this
study, we carried out experimental investigations to improve the performance of the NACA 4311
aerofoil through surface modification.

2.17 Influence of Spherical and Pyramidical Dimples and Bumps on Airfoil

Performance in Subsonic Flow
(Zahra Mehtar, Afaq Altaf,)
This study investigates the impact of surface features such as dimples and bumps on boundary
layer separation on a NACA 0012 airfoil, particularly at high angles of attack. Six modified airfoils
were designed with spherical and pyramidal dimples and bumps on the surface. Computational
fluid dynamics (CFD) analysis was performed using SolidWorks Fluent on these models at
subsonic flow conditions. The analysis used the Shear Stress Transport k-ω turbulence model, with
the angle of attack (AOA) ranging from 0 to 15°.

1
 2.18 Numerical Analysis of Dimple Effect on Airfoils for varied AoA
(Saravanan, Sharu Sri., Sundareswaran., Vyshnavi Krishnamoorthy, Sri Balaji , Issue 10S October
2020)
The primary goal of aircraft aerodynamics is to improve the aircraft's aerodynamic performance
and maneuverability, which involves reducing drag and minimizing the stall phenomenon. One
approach to reducing drag is to modify the airfoil by introducing dimples, which can produce less
drag than a plain airfoil. An aeroplane wing's dimples create turbulence and vortices that delay
boundary layer separation, reducing pressure drag and raising the angle of stall. Furthermore,
reducing the wake can reduce acoustic emissions.

2.19 Numerical Analysis of the Shape of Dimple on the Aerodynamic Efficiency

of NACA 0012 Airfoil
(Zheng Pei Soh , Abdulkareem Shafiq Mahdi Al-Obaidi, 2016)
Aerodynamic efficiency can be improved by adding dimples, vortex generators, suction effects on
the boundary layer, and more. Research has shown that adding dimples on the airfoil
improves aerodynamic efficiency by delaying the separation of the flow. The purpose of this paper
is to investigate whether adding dimples to the surface of the standard NACA0012 airfoil will
improve aerodynamic efficiency, as well as to determine the impact on aerodynamic efficiency
when the geometry of the dimple changes. The main goal of this research is to identify the best
dimple geometry that provides the highest aerodynamic efficiency.

2.20 Article Numerical Investigation of Winglet Aerodynamics and Dimple

Effect of NACA 0017 Airfoil for a Freight Aircraft
(Matthew Thomas Lewthwaite , and Chiemela Victor Amaechi , Received: 11 December 2021
Accepted: 21 February 2022 Published: 7 March 2022)
"Reducing drag is a constant challenge in aeronautical engineering. This paper presents two major
modifications to wings: the addition of a winglet on a freighter aircraft and the introduction of
dimples on NACA 0017 aerofoils. The effects of nine different dimpled aerofoil geometries were
investigated and compared to a control aerofoil with no dimples. Computational fluid dynamics
(CFD) analysis was performed using two commercial CFD platforms. This paper also introduces
two novel aircraft optimization solutions to mitigate the effects of drag and leading-edge pressure
while increasing lift."

1
 2.21 A Review on Study of Aerodynamic Characteristics of Dimple Effect on
Wing
(Saarang S. Mahamuni, July 2015)
"This study provides an overall review of the change in aerodynamic characteristics of an airfoil
through the application of surface modifications in the form of dimples. The surface modifications
considered in this study are outward and inward dimples on the wing model. After selecting the
better dimpled configuration based on the results of CFD analysis of both, different shaped dimples
are tested and compared to the plain airfoil model. This CFD analysis is conducted in 3-D by
taking a segment of the airfoil with one dimple on it."

2.22 Study on effect of semi-circular dimple on aerodynamic characteristics of

NACA 2412 airfoil
(Y. Sowmyashree 1, D. I. P. Aishwarya 1, S. Spurthy , Roshan Sah, B. V. Pratik , H. V. Srikanth ,
R. Suthan, 10 January 2020 )
The purpose of this study was to enhance the aerodynamic efficiency of NACA 2412 airfoil by
introducing surface modifications in the form of semi-circular inward and outward dimples on the
lower surface. Computational fluid dynamics (CFD) analysis was used to determine the lift and
drag coefficients of the modified airfoil at different angles of attack ranging from 0° to 12°.
SOLIDWORKS Workbench was used to model the NACA2412 airfoil, structured mesh was
generated in ICEM-CFD, and SOLIDWORKS Fluent solver was used to analyze the flows at a
Reynolds number of 2 x 10^5. The results showed that the surface modifications reduced pressure
drag and increased lift by delaying flow separation due to turbulence created by the semicircular
dimples. The effects of surface modifications were compared for different angles of attack, and the
inward dimple was found to be more beneficial in improving the aerodynamic efficiency of the
airfoil.

2.23 Study & Design of Golf Ball like Dimpled Aircraft 2-D Wing and Effects on
Aerodynamic Efficiency
(Awadh Kapoor, Jaykrishnan R., January 2018)
The focus of this investigation is to study the effects of dimples on an airfoil. The concept of
applying golf ball dimples on airfoils for drag reduction is explored. A NACA series airfoil is
selected for a comparative study of boundary layer thickness between a dimpled and a smooth

1
 design. Mesh discretization is carried out while maintaining the "Law of Wall" for accurate
simulation of the boundary layer, and the results are compared with available experimental data.
Calculations are performed to predict the optimal location and curvature of the dimple to achieve a
change in aerodynamic efficiency. There are rumours that a hybrid laminar flow control using a
similar principle is being used on the Boeing 787-9, but there are no reputable sources to
corroborate this.

1
 CHAPTER 3

FORMULATIONS AND CALACULATIONS

1
 3.1 AIRFOIL DESIGN
The NACA0018 airfoil is a symmetrical airfoil shape. The NACA0018 airfoil has a maximum
thickness of 18% of the chord length, which is the distance between the leading edge and the
trailing edge of the airfoil. The camber, or curvature of the upper and lower surfaces of the airfoil,
is symmetric about the chord line. This means that the airfoil produces lift equally well when
oriented in either direction, making it useful for certain applications such as symmetrical rotor
blades.

The NACA0018 airfoil has several desirable characteristics, including a low drag coefficient and
good lift-to-drag ratio. It is also relatively easy to manufacture and maintain, which makes it a
popular choice for many applications.

Fig 3.1 Specification of airfoil

3.2 CALCULATIONS

a. Chord length = 5.8cm

b. Thickness = 1.044cm
c. Wing span = 35cm

 Wing area = Span × Chord length (1)

= 35 × 5.8
= 203cm2

1
 2
(span)
 Aspect ratio ¿ (2)
Area

= ¿¿

= 6.0344

d. Taper ratio = 1 (For Rectangular Wing)

2
ρV A
 Lift = CL × (3)
2
2
ρV A
 Drag = CD × (4)
2
e. Where,
f. V= Airspeed
g. D = Characteristic Dimension (like chord length)
h. ρ = Air Density (1.29 kg.m-3)
i. A = Wing Area

j. Reynolds Number

ρVD
 Re = (5)
μ

Where,
V= Airspeed
D = Characteristic Dimension (like chord length)
ρ = Air Density (1.29 kg.m-3)
μ = Air Viscosity (1.81 × 10-5 kg / (m. s)

1.29× 10× 0.058

At 10m/s = −5
1.81× 10

b = 41337.0167

1
 1.29× 12× 0.058
At 12m/s = −5
1.81× 10

= 49604.41

1.29× 14 ×0.058
At 14m/s = −5
1.81 ×10

= 57871.82

k. Mach Number

V
 M= (6)
a

Where,
V = Airspeed
a = Speed of sound (343m/s)

10
At 10m/s =
343

= 0.029

12
At 12m/s =
343

= 0.030

14
At 14m/s =
343

= 0.040

1
 3.3 SPECIFICATION OF WING
(S: Semi-spherical Dimple
H: Hexagonal Dimple
T: Triangular Dimple)

Fig 3.2 Geometric Specification of Dimpled Wing

 Design 1

1
 Fig 3.3: 3D model of design 1 (SHT)
Design 1 is a dimpled spherical ,Hexagonal and Triangular pattern with three rows of dimples at
10, 20 and 30% of chord

 Design 2

Fig 3.4: 3D model of design 2 (STH)

Design 2 is a dimpled spherical , Triangular and Hexagonal pattern with three rows of dimples at
10, 20 and 30% of chord.

 Design 3

1
 Fig 3.5: 3D model of design 3 (TSH)
Design 3 is a dimpled Triangular, spherical and Hexagonal pattern with three rows of dimples at
10, 20 and 30% of chord.

 Design 4

Fig 3.6: 3D model of design 4 (THS)

Design 4 is a dimpled, Triangular , Hexagonal and spherical pattern with three rows of dimples at
10, 20 and 30% of chord.

 Design 5

1
 Fig 3.7: 3D model of design 5 (HTS)

Design 5 is a dimpled Hexagonal, Triangular and spherical pattern with three rows of dimples at
10, 20 and 30% of chord.

 Design 6

Fig 3.8: 3D model of design 6 (HST)

Design 6 is a dimpled Hexagonal ,spherical and Triangular pattern with three rows of dimples at

1
 10, 20 and 30% of chord.

1
 CHAPTER 4

FABRICATION AND EXPERIMENTAL

SETUP

1
 For this study involves the use of Solidworks software for the CFD simulations. The following
steps were taken to set up the simulation:

4.1 Geometry modeling:

Geometry modeling is the process of creating a digital representation of the physical object or
system being studied in a simulation. In the context of this thesis, the geometry modeling involved
creating a 3D model of the wing with the NACA0018 airfoil profile and adding the dimples in a
combination of semi-circular, hexagonal, and triangular shapes.
The modeling was done using SolidWorks software, which is a computer-aided design (CAD)
software that allows for the creation of precise 3D models. The following steps were taken to
create the geometry model:
NACA0018 airfoil profile: The NACA0018 airfoil profile was used as the basis for the wing
geometry. This airfoil is a standard airfoil shape used in many aircraft designs and is characterized
by its camber, thickness, and maximum thickness position.

4.1.1 Wing dimensions: The wing dimensions, including the chord length and span, were
specified based on the design requirements.

4.1.2 Dimple shapes: The dimples were created as depressions on the wing surface with a depth of
0.058cm and a diameter of 0.116cm. The semi-circular dimples were created by sweeping a circle
along a path on the wing surface, while the hexagonal and triangular dimples were created using
the extrude cut feature and the polygon tool, respectively.

4.1.3 Dimple spacing: The spacing between the dimples was also specified based on the design
requirements. The dimples were placed in a staggered arrangement, with the semi-circular dimples
in rows and the hexagonal and triangular dimples in columns.

4.1.4 Merging of geometry: The wing geometry and dimples were merged into a single solid body
using the combine feature in SolidWorks.

1
 4.1.5 Exporting the model: The final geometry model was exported in the IGES (Initial Graphics
Exchange Specification) file format, which is a neutral file format that can be imported into other
software, including SolidWorks, for further analysis.

The geometry modeling process is critical to the accuracy of the CFD simulation results. A well-
defined geometry model ensures that the flow behavior around the dimples is accurately captured
in the simulation, allowing for accurate predictions of the aerodynamic performance of the wing.

4.2 Mesh generation:

Mesh generation is the process of dividing the geometry model into small discrete elements or
cells, in preparation for a computational fluid dynamics (CFD) simulation. In this thesis, the mesh
generation involved dividing the 3D geometry model of the wing with the dimples into a finite
number of small cells that represent the fluid domain in which the air flow will be simulated.
The mesh generation process was done using the SolidWorks Meshing software, which is a
powerful tool for generating high-quality meshes for CFD simulations. The following steps were
taken to generate the mesh:

4.2.1 Importing the geometry model: The 3D geometry model of the wing with the dimples,
which was created in SolidWorks, was imported into SolidWorks Meshing.

4.2.2 Defining the fluid domain: The fluid domain was defined by enclosing the wing with a
bounding box that extended beyond the wing's leading and trailing edges, top and bottom surfaces,
and the sides.

4.2.3 Mesh sizing: The mesh sizing was specified based on the design requirements. The size of
the mesh elements was determined by the maximum allowable cell size and the minimum number
of cells required to accurately resolve the flow features around the dimples. In general, smaller cell
sizes are required in regions of high flow gradients, such as around the dimples.

4.2.4 Mesh method: The mesh method was specified based on the type of simulation to be
performed. In this case, the mesh was generated using the tetrahedral method, which is well-suited
for unstructured meshes with complex geometries.

1
 4.2.5 Mesh refinement: The mesh was refined using the curvature-based mesh refinement method,
which increases the number of mesh elements in regions of high curvature, such as around the
dimples. This helps to improve the accuracy of the simulation results.

4.2.6 Mesh quality check: The quality of the mesh was checked to ensure that it met the required
standards for accuracy and stability. The mesh quality metrics used for the check include skewness,
aspect ratio, and orthogonality.

4.2.7 Exporting the mesh: The final mesh was exported in the SolidWorks mesh file format,
which is a format that can be read by SolidWorks for use in the CFD simulation.

The mesh generation process is critical to the accuracy of the CFD simulation results. A high-
quality mesh ensures that the flow features around the dimples are accurately resolved in the
simulation, allowing for accurate predictions of the aerodynamic performance of the wing.

4.3 Boundary conditions:

Boundary conditions are the set of constraints that are applied to the fluid flow at the boundaries of
the computational domain in a computational fluid dynamics (CFD) simulation. The boundary
conditions specify the behavior of the fluid at the boundaries, and they are critical to the accuracy
and reliability of the simulation results. In this thesis, the following boundary conditions were
applied to the wing with the dimples:

4.3.1 Inlet boundary condition: The inlet boundary condition was set to be a uniform velocity
profile, with a magnitude of 50 m/s. This value was chosen based on the design requirements. The
inlet boundary was located at the leading edge of the wing and extended beyond the wing surface
to ensure that the flow was fully developed.

4.3.2 Outlet boundary condition: The outlet boundary condition was set to be a pressure outlet
with a zero gauge pressure. This boundary condition assumes that the flow is fully developed and
has reached a steady state by the time it reaches the outlet.

4.3.3 Wall boundary condition: The wall boundary condition was applied to the surfaces of the
wing and the dimples. This boundary condition assumes that the fluid velocity at the surface is zero
1
 and that there is no slip between the fluid and the surface. This boundary condition is also known
as a no-slip boundary condition.

4.3.4 Symmetry boundary condition: The symmetry boundary condition was applied to the
symmetry plane of the wing. This boundary condition assumes that the flow properties at the
symmetry plane are the same as the properties on the other side of the plane.

4.3.5 Initialization: The initial conditions for the simulation were set to a uniform velocity and
pressure profile, with a magnitude of 50 m/s and a pressure of 0 Pa, respectively.

The choice of boundary conditions is critical to the accuracy and reliability of the simulation
results. The boundary conditions should be chosen based on the physics of the problem being
studied and the design requirements. The appropriate boundary conditions help to ensure that the
simulation results are accurate and reliable, and that they are representative of the physical system
being modeled.

4.4 Solver settings:

The solver settings are the parameters and options that are set in the computational fluid dynamics
(CFD) solver to perform the numerical simulation of the fluid flow in the domain of interest. In this
thesis, the CFD solver used was SolidWorks. The solver settings used in the simulation of the
combination of semi-circular hexagonal and triangular dimples on an airfoil NACA0018 are
described below:

4.4.1 Turbulence model: The turbulence model used in the simulation was the Spalart-Allmaras
(SA) model. This model is suitable for low to moderate Reynolds number flows and is capable of
accurately predicting the boundary layer behavior.

4.4.2 Numerical scheme: The numerical scheme used for the discretization of the governing
equations was the second-order upwind scheme. This scheme is known for its accuracy and
stability.

1
 4.4.3 Time step: The time step size used in the simulation was 0.001 seconds. The time step size
was chosen to ensure that the simulation was stable and accurate, while also being computationally
efficient.

4.4.4 Convergence criteria: The convergence criteria were set such that the residuals of the
governing equations reached a value of 10^-6 or lower. This criterion ensures that the solution is
sufficiently accurate.

4.4.5 Pressure-velocity coupling: The pressure-velocity coupling used in the simulation was the
coupled solver. This solver uses a combination of pressure-based and density-based techniques to
solve the governing equations, which helps to ensure accuracy and stability.

4.4.6 Boundary conditions: The boundary conditions used in the simulation were as described in
the previous section.

4.4.7 Solver options: The solver options used in the simulation included options for initializing the
simulation, setting the maximum number of iterations, and specifying the solver type. These
options were chosen based on the physics of the problem being studied and the design
requirements.
The solver settings are critical to the accuracy and reliability of the simulation results. The
appropriate solver settings must be chosen to ensure that the simulation is stable, accurate, and
computationally efficient. In this thesis, the solver settings were chosen based on the physics of the
problem being studied and the design requirements, and they were adjusted as necessary to achieve
a stable and accurate solution.

4.5 Convergence criteria:

Convergence criteria are the conditions used to determine when a computational fluid dynamics
(CFD) simulation has converged to a solution that is sufficiently accurate for the desired level of
precision. In this thesis, the convergence criteria used were based on the residuals of the governing
equations, which are a measure of the error in the numerical solution.
The residuals of the governing equations, such as the continuity equation and the Navier-Stokes
equations, are typically monitored during a CFD simulation. The residuals are the difference

1
 between the calculated value and the exact solution of the governing equations, and they should
ideally approach zero as the solution converges to a steady-state solution.
The convergence criteria used in this thesis were set such that the residuals of the governing
equations reached a value of 10^-6 or lower. This criterion is commonly used in CFD simulations
and ensures that the solution is sufficiently accurate for most engineering applications. When the
residuals reached this value, the simulation was considered to have converged.
To achieve convergence, the simulation was typically run for a certain number of iterations, and
the residuals were monitored after each iteration. If the residuals did not reach the desired value
after a specified number of iterations, the solver settings were adjusted, and the simulation was
restarted. This process was repeated until the desired level of convergence was achieved.

It is important to note that the convergence criteria used in a CFD simulation should be chosen
based on the physics of the problem being studied and the desired level of accuracy. If the
convergence criteria are set too low, the simulation may take longer to converge, and it may not be
necessary for the application. Conversely, if the convergence criteria are set too high, the
simulation may converge quickly, but the results may not be accurate enough for the desired level
of precision.

4.6 Post-processing:
Post-processing refers to the analysis of the results obtained from a computational fluid dynamics
(CFD) simulation, with the aim of extracting useful information about the fluid flow behavior in
the domain of interest. In this thesis, the post-processing of the simulation results involved the
following steps:

4.6.1 Visualization: The first step in post-processing was to visualize the results using the post-
processing tools available in SolidWorks. This involved creating plots of the flow field variables,
such as velocity, pressure, and turbulence intensity, on different sections of the airfoil and dimpled
surfaces. The plots were used to gain insight into the flow behavior, such as the location and size of
the recirculation zones, separation bubbles, and vortex structures.

4.6.2 Quantitative analysis: The next step was to perform a quantitative analysis of the results.
This involved computing various flow parameters, such as lift and drag coefficients, pressure
distribution, and skin friction coefficient, from the simulation data. These parameters were used to
1
 evaluate the performance of the airfoil with the dimpled surfaces and to compare it with the
performance of a smooth airfoil.

4.6.3 Sensitivity analysis: A sensitivity analysis was performed to determine the effect of the
dimple shape and geometry on the flow behavior and airfoil performance. This involved changing
the dimple shape and size and re-running the simulation to evaluate their effect on the flow
parameters.

4.6.4 Validation: The simulation results were validated against experimental data, where available,
to assess the accuracy of the simulation. This involved comparing the computed flow parameters
with the measured data and evaluating the level of agreement.

4.6.5 Optimization: Finally, the results were used to optimize the dimple geometry and shape to
improve the airfoil performance. This involved using an optimization algorithm to iteratively
change the dimple geometry and re-run the simulation to evaluate the resulting performance.
The post-processing of the simulation results is critical to extracting useful information from the
simulation and evaluating the performance of the airfoil with the dimpled surfaces. The
visualization, quantitative analysis, sensitivity analysis, validation, and optimization steps used in
this thesis are common in CFD simulations and are essential to understanding the behavior of fluid
flows and optimizing the performance of engineering systems.

1
 Fig 4.1 Flow over plane wing

Fig 4.2 Pressure Distribution on Plane Wing

Fig 4.3 Flow over HST Dimpled wing

1
 Fig 4.4 Pressure Distribution on HST Dimpled Wing

Fig 4.5 Flow over HTS Dimpled Wing

1
 Fig 4.6 Pressure Distribution on HTS Dimpled Wing

Fig 4.7 Flow over TSH Dimpled wing

1
 Fig 4.8 Pressure Distribution on TSH Dimpled Wing

Fig 4.9 Flow over STH Dimpled wing

1
 Fig 4.10 Pressure Distribution on STH Dimpled Wing

Fig 4.11 Flow over SHT Dimpled Wing

1
 Fig 4.12 Pressure Distribution on SHT Dimpled Wing

CHAPTER 5
1
 RESULT AND DISCISSION

Observation:
The following observation table refers to analysis of different combination of dimpled wing
and plain wing from computational fluid dynamics (CFD) simulation in Solid Works.

Combination Velocity AOA Drag Lift Lift to Drag Ratio

Combination 1 -4 0.061 -0.198 -3.246
-2 0.055 -0.049 -0.891
(SHT)
10mps 0 0.039 0.0006386 0.016
2 0.056 0.018 0.321
4 0.061 0.225 3.689
12mps -4 0.084 -0.296 -3.524
-2 0.078 -0.076 -0.974
0 0.054 0.001 0.019
2 0.078 0.027 0.346
1
 4 0.086 0.327 3.802
-4 0.114 -0.395 -3.465
-2 0.102 -0.108 -1.059
14mps 0 0.071 0.003 0.042
2 0.104 0.041 0.394
4 0.119 0.374 3.143
-4 -2.07 0.06 -0.029
-2 0.053 -0.042 -0.792
10mps 0 0.043 -0.007 -0.163
2 0.061 0.047 0.770
4 0.065 0.117 1.800
-4 0.097 -0.24 -2.474
-2 0.074 -0.077 -1.041
Combination 2 12mps -0.01 0.6
0 -60
(STH) 2 0.078 0.029 0.372
4 0.083 0.329 3.964
-4 0.112 -0.407 -3.634
-2 0.1 -0.085 -0.850
14mps 0 0.067 0.001 0.015
2 0.104 0.017 0.163
4 0.111 0.45 4.054
-4 0.056 -0.149 -2.661
-2 0.054 -0.054 -1
10mps 0 0.04 -0.009 -0.225
2 0.056 0.016 0.286
4 0.054 0.192 3.556
-4 0.077 -0.226 -2.935
-2 0.076 -0.06 -0.789
Combination 3 12mps 0.053 -0.011
0 -0.208
(TSH) 2 0.077 0.027 0.351
4 0.075 0.284 3.787
-4 0.105 -0.297 -2.829
-2 0.102 -0.095 -0.931
14mps 0 0.071 -0.014 -0.197
2 0.103 0.038 0.369
4 0.099 0.381 3.848
-4 0.045 -0.137 -3.044
Combination 4 10mps
-2 0.051 -0.061 -1.196
(THS) 0 0.042 0.025 0.595
2 0.048 0.053 1.104
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 4 0.044 0.161 3.659
-4 0.069 -0.284 -4.116
-2 0.068 -0.135 -1.985
12mps 0 0.047 0.003 0.064
2 0.071 0.067 0.944
4 0.051 0.289 5.667
-4 0.084 -0.336 -4
-2 0.088 -0.05 -0.568
14mps 0 0.06 -0.008 -0.133
2 0.083 0.252 3.036
4 0.025 9.46E-04 0.038
-4 0.055 -0.145 -2.636
-2 0.057 -0.058 -1.018
10mps 0 0.039 -3.23E-04 -0.008
2 0.054 0.07 1.296
4 0.049 0.212 4.327
-4 0.076 -0.223 -2.934
-2 0.077 -0.088 -1.143
Combination 5 12mps 0.053 -0.004
0 -0.075
(HTS) 2 0.076 0.082 1.079
4 0.068 0.307 4.515
-4 0.101 -0.303 -3
-2 0.098 -0.113 -1.153
14mps 0 0.07 -0.007 -0.100
2 0.102 0.104 1.020
4 0.091 0.091 1
-4 0.055 -0.152 -2.764
-2 0.057 -0.067 -1.175
10mps 0 0.039 -0.003 -0.077
2 0.056 0.039 0.696
4 0.053 0.189 3.566
-4 0.077 -0.213 -2.766
-2 0.076 -0.107 -1.408
Combination 6 12mps 0 0.055 -0.005 -0.091
(HST) 2 0.078 0.048 0.615
4 0.073 0.298 4.082
-4 0.104 -0.297 -2.856
14mps -2 0.101 -0.125 -1.238
0 0.071 -0.006 -0.085

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 2 0.105 0.062 0.590
4 0.098 0.393 4.010
-4 0.04 -0.214 -5.350
-2 0.047 0.094 2
10mps 0 0.044 0.011 0.250
2 0.047 0.094 2
4 0.04 0.218 5.450
-4 0.077 -0.227 -2.948
-2 0.064 -0.068 -1.063
Combination 7 12mps 0.056 0.024
0 0.429
(PLAIN WING) 2 0.074 0.045 0.608
4 0.078 0.055 0.705
-4 0.11 -0.403 -3.664
-2 0.099 -0.044 -0.444
14mps 0 0.067 0.009 0.134
2 0.101 0.046 0.455
4 0.109 0.483 4.431

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 Graph :

Table 1. Force Vs Angle of attack of SHT Wing At 10mps.

Table 2. Force Vs Angle of attack of SHT Wing At 12mps.

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 Table 3. Force Vs Angle of attack of SHT Wing At 14mps

Table 4. Force Vs Angle of attack of STH Wing At 10mps.

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 Table 5. Force Vs Angle of attack of STH Wing At 12mps.

Table 6. Force Vs Angle of attack of STH Wing At 14mps.

Table7. Force Vs Angle of attack of TSH Wing At 10mps.

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 Table 8. Force Vs Angle of attack of TSH Wing At 12mps.

Table 9. Force Vs Angle of attack of TSH Wing At 14mps.

Table 10. Force Vs Angle of attack of THS Wing At 10mps.

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 Table 11. Force Vs Angle of attack of THS Wing At 12mps.

Table 12. Force Vs Angle of attack of THS Wing At 14mps.

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 Table 13. Force Vs Angle of attack of HTS Wing At 10mps.

Table 14. Force Vs Angle of attack of HTS Wing At 12mps.

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 Table 15. Force Vs Angle of attack of HTS Wing At 14mps.

Table 16. Force Vs Angle of attack of HST Wing At 10mps.

Table 17. Force Vs Angle of attack of HST Wing At 12mps

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 Table 18. Force Vs Angle of attack of HST Wing At 14mps.

Table 19. Force Vs Angle of attack of Plain Wing At 10mps.

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 Table 20. Force Vs Angle of attack of Plain Wing At 12mps.

Table 21. Force Vs Angle of attack of Plain Wing At 14mps.

RESULT :

According to above observatios the maximum lift to drag ratio is found from THS
combination dimpled wing. Comparision is carried out air speed of 12mps at 4 degree angle of
attack for both plain and dimpled wing.
1) In Trangular Hexagonal Semicircular (THS) combination dimpled wing gives values of Lift is
0.289N, Drag is 0.051N, and L/D is 5.667.
2) In plain wing values of lift and drag are 0.055N and 0.078N respectively. The value of L/D for
plain wing is 0.705.
3) Comparing above values of lift, drag and L/D ratio we conclude that drag is reduced by approx.
35% than plain wing, lift is increased by approx. 80% than plain wing and the ratio of lift to drag is
increased 87% for air speed of 12mps at 4 degree angle of attack.
This shows that the surface with dimples effectively manages the flow separation and boosts an
airfoil's lift force. By increasing surface turbulence and decreasing wake production, dimples delay
boundary layer separation. Most importantly, this has a good deal of versatility in terms of attack
angles and can significantly alter stall angles. In aerodynamics and aviation, a stall is a situation
where the angle of attack goes over a specific point and the lift starts to decline. It is seen from
figures dimples change the angle of stall. This in turn reduces drag drastically. The surface pressure
distribution for both regular and dimpled is shown below at various angle of attack.

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1
 CHAPTER 6
CONCLUSION AND FUTURE SCOPE

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 6.1 Conclusion:

In conclusion, the study of triangular, semi-spherical, and hexagonal dimples on

aircraft wings has shed light on their effects and potential advantages. Numerous
important findings have emerged from extensive research and experimentation:

Comparing the values of lift, drag and L/D ratio of THS and plain wing we conclude
that drag is reduced by approx. 35% than plain wing, lift is increased by approx. 80%
than plain wing and the ratio of lift to drag is increased 87% for air speed of 12mps at
4 degree angle of attack.

First, the use of dimples on the surface of an aircraft wing has shown significant
promise for enhancing aerodynamic performance. Dimples cause localized
turbulence to delay the separation of the boundary layers, resulting in less drag and
more lift. This impact can possibly upgrade eco-friendliness and by and large
airplane execution.

Second, the dimples' aerodynamic performance is heavily influenced by their shape.

Each of the three types of dimples—semi-spherical, hexagonal, and triangular—has
its own distinct flow characteristics, according to the analysis. Better flow attachment
and delay separation are provided by the semi-spherical dimples, which improve lift
and reduce drag. On the other hand, hexagonal dimples produce smaller vortices that
further delay separation, whereas triangular dimples produce larger vortices that have
the potential to enhance lift generation. The significance of selecting the best dimple
shape for a given aerodynamic requirement is made clear by these variations in flow
behavior.

Additionally, the effectiveness of the dimples on the wing surface is influenced by

their location and distribution. Research has demonstrated the way that an advanced
course of action of dimples can amplify their streamlined advantages. The overall
performance of a wing can be improved through strategic placement, which can
improve flow control, reduce turbulent regions, and minimize pressure losses.

Additionally, it is essential to take into account the practical repercussions of

including dimples in the design of aircraft wings. Dimples have produced promising
outcomes in controlled experiments and research, but applying them on a larger scale

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 presents challenges. To guarantee the practicality and long-term viability of dimple
implementation, factors like manufacturing feasibility, structural integrity, and
maintenance requirements must be carefully considered.

All in all, the examination of semi-circular, hexagonal, and three-sided dimples on

airplane wings has shown their capability to work on streamlined execution. The
shape, position, and conveyance of dimples essentially impact their viability in
diminishing drag and expanding lift. However, in order to overcome the practical
difficulties associated with their implementation, additional research and
development are required. The aviation industry has the potential to utilize the
advantages of dimples to enhance aircraft efficiency, decrease fuel consumption, and
contribute to a greener and more sustainable future by addressing these obstacles.

6.2 Future Scope :

The analysis of dimples on aircraft wings offers several future scopes and potential
applications. Here are a few areas where such analysis could be beneficial:
1. Aerodynamic Performance Optimization: Dimple analysis can help optimize the
aerodynamic performance of aircraft wings. By studying the flow patterns around
dimples, researchers can design wing surfaces that reduce drag and improve lift-to-
drag ratios. This can lead to increased fuel efficiency and improved flight
performance.
2. Noise Reduction: Dimples on wing surfaces can help reduce aerodynamic noise
generated during flight. Analyzing the effects of dimple geometry and arrangement
on noise production can contribute to the development of quieter aircraft. This is
particularly relevant in the context of environmental concerns and the need to
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 mitigate aircraft noise pollution.
3. Icing Mitigation: Icing can be a significant hazard for aircraft, leading to reduced
performance and safety risks. Research on dimples' impact on ice formation and
accretion patterns can help develop anti-icing strategies. Dimple analysis can
contribute to the design of surfaces that delay or minimize ice formation, improving
flight safety and reducing the need for de-icing systems.
4. Boundary Layer Control: Dimples can modify the boundary layer characteristics
on the wing surface, influencing the separation of airflow and reducing flow
instabilities. By studying the effects of dimple shape, size, and arrangement,
researchers can develop control mechanisms to enhance boundary layer stability and
control airflow separation. This can improve overall wing performance and
maneuverability.
5. Structural Integrity: Dimple analysis is not limited to aerodynamics; it can also
have implications for the structural integrity of aircraft wings. Studying the stress
distribution and fatigue behavior around dimples can help optimize wing designs,
leading to lighter, more efficient structures while maintaining safety and durability.
6. Biomimicry and Nature-inspired Designs: Dimple analysis can draw inspiration
from nature, such as the dimples on the skin of sharks or golf balls, which offer
aerodynamic advantages. Researchers can explore bio-inspired dimple designs for
aircraft wings, improving performance and efficiency through biomimicry.
It's worth noting that the above scopes are based on the current understanding and
ongoing research in the field. As technology advances and more knowledge is
gained, new applications and possibilities for dimple analysis on aircraft wings may
emerge.

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 CHAPTER 6
REFERENCES

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 REFERENCES:
1. Zahra Mehtar et al. (2021), Influence of Spherical and Pyramidical Dimples and Bumps
on Airfoil Performance in Subsonic Flow
https://doi.org/10.1590/jatm.v13.1219

2. Firoz Alam et al. (2010), 3th Asian Congress of Fluid Mechanics

17-21

3. Vishal Kaushik et al. Analysis of Dimpled Wing of an Aircraft

4. Sourav Paul et al. (2019), A REVIEW OF DIFFERENT SHAPED DIMPLE

EFFECTS ON AEROFOIL SURFACES, International Conference on Mechanical
Engineering and Renewable Energy 2019 (ICMERE2019) 11–13 December, 2019,
Chittagong, Bangladesh

5. Eusebious T. Chullai et al.

Effects of V-shaped dimples on NACA 0012 airfoil.

6. Mohammad Mashud et al. (2017), Experimental Investigation of an Airfoil with

Multiple Dimples on the Upper Surface, International Conference on Mechanical
Engineering and Renewable Energy 2017 (ICMERE2017) 18 – 20 December, 2017,
Chittagong, Bangladesh.

7. Karthik AK et al. ANALYSIS OF AERODYNAMIC PERFORMANCE OF

AIRCRAFT WING ATTACHED WITH DIMPLE USING CFD
8.
https://eng.libretexts.org/Bookshelves/Aerospace_Engineering/Fundamentals_of_Aer

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 ospace_Engineering_%28Arnedo%29/02%3A_Generalities/
2.02%3A_Parts_of_the_aircraft/2.2.02%3A_Wing