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Digesting the Phenomenon

How do we begin to Digest the Phenomenon?

We begin by observation of the phenomenon, this is critical to the understanding of what is happening. Each observation should be noted and explained through logic and reason, one of the key's to success here is details. Detailing the interactions one at a time and identifying the source and result while keeping them separate is also critical.

Once we observe the phenomenon we can obtain its parts and as stated above in detail. Isolate each functioning source part of the phenomenon and classify it as a source or a result. Using positive and negative interactions to assist you in determining what is a source and a result is going to give you the best chance of isolating each functioning component.

When you have finished Digesting your Phenomenon it will serve you well to compare it to others if they exist in the chance you may have missed some information. One of the most critical parts to becoming a good physicist, scientist, doctor or mathematician is to be able to Digest the Phenomenon yourself and create from scratch your own conclusion as this will give you the greatest understanding of what is occurring by permitting your mind to fully define it as it understands it.

Lets begin with a designed function. We will start simple with a plane taking off. I take no credit for this image it is just a instructional piece.

Now that we have observed said phenomenon we can begin to digest it.

We have an obvious lift which occurs from airflow both under and over the wing to provide lift.

We have thrust from the engine which give push to the plane.

We have weight of the plane.

We have gravity from the planet which pulls the plane down and the reason we require thrust and lift.

We have the resistance of airflow which is caused by wind and particles in the air to include just air itself.

Now we have a basic concept to look at:

Velocity + weight requires x amount of lift from x amount of thrust - air resistance with (+or -) wind depending on the direction.

This is a basic breakdown of the observed functions to note. Remember this is a first pass over the phenomenon and you may be lacking information to determine the absolute result, you must continue by comparing what you know now, with what you see and attempting to identify what may be missing.

Here is a video which explains the basics of what is going on: I take no credit for this video.

While we can conclude we have the basics of what is happening we know that there is more going on, we have already included a particle resistance and also the wind variations within our own calculations which so far includes the other functions of airflow noted in the video.

Here is where we begin to really digest the phenomenon:

We have gravity we will call Gr which is a result of positive and negative interactions from electron residue we call weight. This weight requires our plane to need lift to fly.

Gr = gravity

We have Velocity which is achieved from thrust to produce lift using increased airflow under the wing versus over the wing. We also have particle resistance or Air Resistance we will call Ar.




Ar= Air Resistance


This says Lift minus Gravity minus Air Resistance plus Thrust = Velocity

So far so good right?

But how do we calculate Gravity properly.

The plane weighs x amount we will say 14443 pounds so we need to add weight to our formula.


So this says: Lift minus Gravity - Plane Weight - Air Resistance + Thrust = Velocity

As we continue to break down each function within we gain a greater understanding to the conditions that exist.

Now how do we determine Air Resistance?

We have several factors to Air Resistance:

Mass of the plane, this creates a wall of particles that other particles cannot pass through in size based on it's volume. We will give this a factor based on square footage, ill say 23 for simplicity sake but to determine this accurately you would need a wind tunnel and a pressure gauge to compare pressure of resistance.

We also have Air Pressure, as this fluctuates based on the altitude in which the plane operates. The higher the altitude the less resistance we receive and thus begins a siding scale.

We also have Air Density which we will add later in our formula, this density affects multiple functions such as thrust, lift, and resistance. We will define this as Ad later but for now lets keep it simple till we understand what we are doing.

Ar=23 at 0

It will appear on the sliding scale like this:

100 - 0

50 - 11.5

0 - 23

At take off we have maximum Air Resistance and at 50 we have half (just for calculation these are given random values)

Weight from gravity also decreases as we gain higher altitude and will also be placed on a sliding scale. This is caused by the electron residue moving further from the source of the gravity in this case Earth. You will reduce in weight as you get further away from the planet until you obtain weightlessness due to leaving the earths atmosphere and disconnecting the electron residue from it's positive charge. (values are just for calculational purposes)

100 - 0

50 - 13589

0 - 14443

Now if we combine both Ar and Gr sliding scales we will have a good scale to begin understanding how this plane is affected as it gains lift.

Weight Air-Res

100 - 0 - 0

50 - 13589 - 11.5

0 - 14443 - 23

Now thrust loses its potential energy as we increase altitude by the lack of density from the air to provide thrust. so we must increase thrust to match our altitude to maintain the same velocity. Remember that at 100 we have left the atmosphere and the velocity stays the same with 0 thrust due to weightlessness.

Weight Air-Res Thrust

100 - 0 - 0 - 0

50 - 13589 - 11.5 - 220

0 - 14443 - 23 - 180

Now we can input our lift requirements based on our siding scale. As you gain altitude you also lose lift power from the lower density of air particles, this occurs as you have less particles to compress or pass under the wing and push the plane upward. To counter this you must increase thrust. Lets add it to our scale. Lift no longer applies when we leave the Earths atmosphere and remains 0.

Weight Air-Res Thrust Lift

100 - 0 - 0 - 0 - 0

50 - 13589 - 11.5 - 220 - 75

0 - 14443 - 23 - 180 - 100

Now we can Apply our gravity to this scale and get a real good look at what is going on as the altitudes change. Lets do this now.

Weight Air-Res Thrust Lift Gravity

100 - 0 - 0 - 0 - 0 - 0

50 - 13589 - 11.5 - 220 - 75 - 9.761

0 - 14443 - 23 - 180 - 100 - 9.807

Now that we have our gravity lets go ahead and apply some Air Density values. Remember we talked about this before as Ad. Let add this now and see where we are:

Weight Air-Res Thrust Lift Gravity AirDens

100 - 0 - 0 - 0 - 0 - 0 - 0

50 - 13589 - 11.5 - 220 - 75 - 9.761 - 0.001027

0 - 14443 - 23 - 180 - 100 - 9.807 - 1.225

Now something we have not talked about yet is temperature which affects take off speeds and as you gain altitude the colder the air the denser the particles. This gives more lift.

Weight Air-Res Thrust Lift Gravity Air-Dens Temp

100 - 0 - 0 - 0 - 0 - 0 - 0 - -98.4

50 - 13589 - 11.5 - 220 - 75 - 9.761 - 0.001027 - -2.5

0 - 14443 - 23 - 180 - 100 - 9.807 - 1.225 - 15.00

Now as we continue to apply each variable we begin to see a unique breakdown of the phenomenon as it relates to conditions in which it exists. This process is based upon information and observation of source and result using positive and negative interactions. While we must remember that reality does not use algebra, we must be vigilant in our discoveries and detailed in our observations. We can continue to break down the conditions of flight as we incorporate things such as clouds, rain and any other phenomenon that may arise and add its variable to our definition to obtain a highly accurate Digested Phenomenon.

Nothing is outside the scope of this process. You may use any form of structure to do what I have done, this is well articulated in a spherical graph I will most likely add at a later time.

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