[DOCW3]

Originally Posted by DOCW3

Various terminology is used in several sections of the book to describe "Planes" including 2F, 6-B-3-0-1, 7-6 , 7-7, 7-13 and 10-13. For an individual student who desires not to make a plane shift, would you comment on any differences in the following "Planes" in terms of their location or angle of inclination relative to the Plane Line. -Plane of motion -Right wrist bend plane -Clubshaft address angle of inclination plane -Right shoulder turn plane -Preselected downstroke clubshaft plane Thanks. DRW

DRW

The Plane of motion is the inclined plane on which all motion occurs. Although the plane may shift a number of times during the swing, you desire to have Zero Shift. Therefore, your club (and your Hands) will begin and remain on the Clubshaft angle of inclination at Address. It is both your predetermined backstroke plane and your Preselected downstroke clubshaft plane. This angle is not necessarily the manufacturer’s lie angle specification for the club. It is whatever angle you set the club at address.

The Golfing Machine classifies Plane Angles with reference to the body. There are only 5 listed in the book, one of which is the Turned Shoulder Plane. This refers to the position of the rear (trail) shoulder after your backstroke shoulder turn. Thus, for a Zero Shift pattern (10-7-A) on the Turned Shoulder Plane (10-2-B), you would set the clubshaft on the Turned Shoulder Plane angle and make your motion on that plane, only.

The Right Wrist Bend Plane mentioned in 6-B-3-0-1 (The Flying Wedges) refers to the Right Forearm Flying Wedge and the fact that the Right Forearm and Clubshaft are in the same horizontal plane, even though the Right Wrist is Bent – i.e., they occupy the plane of the Right Wrist Bend.

rwh~

Your descriptions are very helpful, eliminate my uncertainties and are appreciated. If the amount of time I have spent studying this area is any indicator, they should be beneficial to others as well.

One of the factors anchoring me to TGM is the possibility of avoiding the coordinated move necessary to accommodate a change in backstroke and downstroke shaft plane angles. Mr Kelley touches on this in 10-6-B in referring to the hazards of plane angle shifts and many of his photos have been encouraging. I do hope to learn more about some of his comments in 7-7 Plane Angle Variations.

DRW