the chopper

I bet you have a low penetrating ball flight on your good shots. Cac handed players in my experience have their hands well ahead of the ball at impact (or should have) too. On a dry day your longer club shots must run quite a distance too??. More power for you will be getting your wrists set and a full turn on the back swing like evreyone else but due to where your hands want to be at impact it is much easier for your release to be too early which robs power that was stored. I would move your ball position about between the middle and the right foot and play about (have fun ) and experiment with the results you have. If you are drawing the ball wildly open your set up a little to compensate! though keep the club face straight!. I typically do not advocate compensatory moves but Cac handed players are a special breed. Here is a picture of john gallagher at or very near impact, it is a bad angle but you can still see just how far forwards his hands are. also his ball position looks nearer to middle too. He would be worth contacting if i were you. Shy boys don't get sweeties. Cack handed tour player! http://www.youtube.com/watch?v=E85RAmHGi9Q

Just after impact (full swing) I am feeling like the club wants to fly right out of my hands and towards my target. I am hoping others want to share how they feel the weight of the club head just after impact ?. Also if i had to mark out of 10 just how much i feel the club wants to leave my hands i would say about 7 or 8 which is quite high i think. How would you rate out of 10?. Just out of interest check out the shaft in tigers swing just before impact HOLY MOLLY

I have a video link that may help. I know there is a big respect here in Europe for Padriag Harrington' short game. In fact he has admitted in the past he was happy just getting near any green knowing within himself he would make his up and down in two almost every time that used to be his game. The sound quality is not the best and his accent for some can be difficult too so i will briefly tell you his key points which work big time and stand true with most coaches i know. The main thing is having the Sternum or chest-bone in line with or just ahead of the ball. Why? because typically the lowest point of the arc of a swing is directly in front of the sternum. During the video he demonstrates quite well in what way moving the sternum during chipping causes a variety of bad results and also how the golfer attempts naturally to compensate because the brain realizes some-thin ain't right in this swing. So i suggest trying his little drill and also working hard to ensure your sternum is in the right place throughout the swing Hopefully this really will help.

Hey Eric you are bang out of order, those references about cows aint funny the way you put them, you do not know me and yet you try to mock me. All you have really done is expose a darker side of yourself which may put prospective clients off. clever move!!! It is not easy exposing ones inability to get a concept easily but i aint afraid to learn the hard way and have fun with it. But you were not funny wee man!!!!!!!!!!!!!!!!!!

are you trying to isult me !!!!!!!!!!!!!!!!!!!!!!!1

In regards to talent- i consider talent in golf to be a person, preferably young who, when provided with minimal tuition seems almost instantly able to recreate what has just been seen and described. There are also talented learners, those who have the ability to apply themselves well and achieve success. There are talented teachers who reveal what talents people do have and expand on them. Talent is a wide and varied subject for me. So far in life i have found everyone i have got to know has got some kind of talent. Something they are good at even if it's a negative talent like lying or stealing. One of the most important talents in sport is that of the coach. As they are commissioned to unearth and nurture the talents people do have and hopefully help them bring that into sync with their golf game. All to often coaching involves people wanting quick fixes and expecting miracles from coaches. Likewise too many coaches are so focused on their brand or model that a students talent could slip through their fingers and be lost to golfing dogma. Do normal people have a chance at scratch golf yes!! Can they get there with ease, no. In short i honestly think anyone who is a good pitcher and putter can get to scratch.

Congratulations that is wonderful, golf really is the best multi generation sport. My son Lucas is three, he started swinging a club proper at one and a half. Now he is a bit older we can enjoy our time together even more, he gets so much out of it and so do I--it is the best feeling sharing golfing time with those you love. Obviously there is a point where daddy wants to practice or Lucas wants to play on the zipslide or swings. His first word was golf and even now if he asks for a sweety(candy) then from time to time i ask whats the magic word--- expecting one day he will say please or (bitte) as he speaks german too but no!! he says golf. What golfing father could resist?. Its worth noting that its spending time together and bonding is the best for both of us, but the golf is right up there too!.

Being scratch or better needs good scoring, i have seen guys who are similar to a mid handicap player off the tee but they are tour pro standard from 150 yards--- in. The answer to scratch golf is there. However that begs the question what makes a player so good from 150 yards in? . This quote was my starting point," Golf is a game that is played on a five-inch course - the distance between your ears." Bobby Jones So decision making processes and leaving ego out of it is at the top of my list. Then comes being able and confident to play all the shots one can dream up from 150 into the hole and being able to putt big time. I have played under par rounds most weeks tee to green and walked off the eighteenth 5 and 6 over par due to putting, i am sure statistics on how many putts players make reveal the importance of the art of putting. No doubts dedication and pratice are important but not more than holding the mental side together. I hope that helps. Plus if you set a goal of scratch and yearn and dream of it then already you have made it more realistic to achieve, you must have self confidence and be willing to change. Nothing ever changed for the better without making changes!!!. Be warned though do not be deluded keep it real and apply your entire being especially train your way of thinking. Hit the shot you know you can hit, not the one you think you should. - Bob Rotella Read more at http://www.golftoday.co.uk/noticeboard/quotes/truths.html#sqY4wQrR2036D8Jh.99 . Regards the chopper

Good post, interesting thoughts, It will be interesting to see how things pan out.

Nice banana, this is a bit of a slippery subject right enough anyhoo i am maybe getting closer to conceptualizing whats going on by imaginig a calm river and hovercraft doing it' full speed of say 50 knots. the next day incredibly the river is flowing smoothly at 50 knots (thus minimizing resistance on the hull). the hovercraft heads upstream no problem but not at 50 knots. Is this similar to what you guys are saying about the nature of thrust with the plane. Where i still struggle is that we are dealing with land and not water or ice. But i think i get it. good puzzle.

In the spirit of fun!!! You guys have asked a few questions, i do not mean to be rude but i may not answer them all, but i am not gonna ignore you, so i am posting!. Plus it would be too easy to pretend "hey you are all correct and i get it". And rest assured i understand what you are all saying.I do not agree with it all. All i am saying is i am not convinced.No proof of this is available. As i have said before i recognize you guys are probably right , i expect this and welcome it. But i would feel pretty stupid and lacking if i concurred with something i cannot perceive and accept as being factually true, I get the plane being able to take off on ice, i get planes taking off from water and i get planes taking off from runways. It would be also fair to say i have very little knowledge about aircraft and flight, these are not my chosen subjects in study(formal or personal) so i do remain respectful of those with greater knowledge. However i cannot insult my intelligence (the teeny weeny amount that i have LOL) by accepting this yet, when i do not. but thanks anyway! Thrust from a planes engine is not applied to the ground , it is applied to the air "yes" but the sum total physical result of that thrust is the plane rolling Need to go now , i will finish off after, bye y'all

Okay I have watched the mythbusters and thought about this for far too long, my answer remains NO until properly conducted scientific study proves me wrong and this is the last I will post on the matter. All you “yes” voters are wrong LOL –I think ??cowering in preparation to take some flak. But honestly I am not convinced and mythbusters crack at it is so, so, so flawed. The biggest flaw is although the tarp is being pulled in the other direction the plane' mass is most definitely in contact with the runway underneath massively negating the forces of the tarp conveyor. I am just happy golfing flight laws are not this mind-boggling. The extracts below are from the company airbus. What I am drawing from them is their use of “the take off roll” its so important here. And in the second extract at the end where they indicate the importance of airflow speed etc. This has been fun and hard work for the grey matter. Extracts highlighted green. V MCG (Velocity of Minimum Control on Ground) During the takeoff roll, it is of utmost importance to know the minimum speed at which the aircraft will remain controllable , in the event of an engine failure on ground. This is because, in such a case, and if the takeoff is continued, only the rudder will be able to counteract the yaw moment that is generated by asymmetric engine(s) thrust. Per regulations, the minimum speed at which an aircraft is defined to be “controllable” (lateral excursion lower than 30 feet) after an engine failure on ground, is referred to as V MCG (Velocity of Minimum Control on Ground). V MCG mainly depends on: − Engine(s) thrust − Pressure altitude. If a failure occurs before reaching V MCG , the takeoff must be interrupted to maintain control of the aircraft. Note : Steering is not used during certification flight tests. However, in real life operations, steering would be helpful in controlling the aircraft. Figure 1 Ground Control after Engine Failure V 1 : Decision Speed V 1 is the maximum speed at which a rejected takeoff can be initiated, in the event of an emergency. Additional information on this “Go/No-Go” decision can be found in the Flight Operations Briefing Note entitled: “ Revisiting the Stop or Go Decision ”. V 1 is also the minimum speed at which a pilot can continue a takeoff after an engine failure. If an engine failure is detected after V 1 , the takeoff must be continued. This implies that the aircraft must be controllable on ground. Therefore, V 1 is always greater than V MCG . Page 2 MY REASONING “IACAS” If a 747 is doing 200kph on a runway then that equates to 18 metres per second. That is 18 metres of ground passing underneath the rolling wheels. If the 747 were on a conveyor belt(that actually supports the weight of an aircraft- not a tarp LOL LOL) matching that same set of conditions then the belt will only be simulating the ground at that same 18 metres per second so the wheels will be spinning at exactly the same rate. Whatever the thrust would be from the 747 on the real runway, will be the same thrust required to make the conveyor travel at 18 metres per second.The mass of the aircraft is important here. As the mass of the 747 provides the resistance the thrust is required to overcome. If the conveyor slowed and eventually stopped then the plane would soon be moving forward proper at 18 metres per second again. When the conveyor would be on, it is impossible for that plane to move forward because the ground is coming towards the plane exactly proportionately to the thrust and hence roll of the plane. The result of the thrust on the aircraft is only rolling along the ground(pre take off). When it is the ground rolling underneath the plane then that plane is going no-where!!!!!. More importantly though the laws of flight and lift require the plane actually moving forward to allow the air to create lift and flight. Otherwise wings would only be the width of the engines. II.1 Control Speeds and associated Takeoff Speeds The efficiency of such aerodynamic surfaces as the wings (for lift), the rudder, the ailerons, and the elevators, depends on adequate airflow speed. This airflow speed determines the minimum takeoff speeds. Page 1 www.airbus.com/fileadmin/media_gallery/files/safety_library_items/AirbusSafetyLib_-FLT_OPS-TOFF_DEP_SEQ07.pdf

thanks that was the video i was looking for

I seen an analysis video but i couldn't find it today, i am not trying to be definite in my description, i am just trying to see what people think about the wear and tear factor of his moves. As far as i am aware this is usually part of his driver swing especially when he is trying to--- knock it into next week!