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A flexible composite airfoil is an advanced wing design that can physically change its shape depending on the aircraft's angle of attack-the angle between the wing and the oncoming air. Unlike traditional rigid wings, these airfoils are built using lightweight composite materials that can bend and adapt in real... show more

Mechanical Knowledge

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In aeronautics, a spoiler (sometimes called a lift spoiler) is a device which intentionally reduces the lift component of an airfoil in a controlled way. Most often, spoilers are plates on the top surface of a wing that can be extended upward into the airflow to spoil the streamline flow. By so doing, the spoiler creates a controlled stall over the portion of the wing behind it, greatly reducing the lift of that wing section. Spoilers differ from airbrakes in that airbrakes are designed to increase drag without disrupting the lift distribution across the wing span, while spoilers disrupt the lift distribution as well as increasing drag.

In aeronautics, a spoiler (sometimes called a lift spoiler) is a device which intentionally reduces the lift component of an airfoil in a controlled way. Most often, spoilers are plates on the top surface of a wing that can be extended upward into the airflow to spoil the streamline flow. By so doing, the spoiler creates a controlled stall over the portion of the wing behind it, greatly reducing the lift of that wing section. Spoilers differ from airbrakes in that airbrakes are designed to increase drag without disrupting the lift distribution across the wing span, while spoilers disrupt the lift distribution as well as increasing drag.

Aviation

412,897 görüntüleme • 1 yıl önce

$Shockwaves can become visible on an airplane's wing during a turn under certain conditions. Commercial jets cruise in the transonic regime (Mach 0.8–0.85), where airflow accelerates over the wing's curved upper surface, creating local supersonic regions despite the aircraft remaining subsonic. This forms a shockwave as air abruptly decelerates to subsonic speeds. The shockwave appears as a shimmering or wavy distortion due to sudden density changes that alter light refraction, similar to heat haze over a hot road. In a turn, banking increases the angle of attack and wing load factor, further accelerating upper-surface airflow and making local supersonic regions—and thus shockwaves—more pronounced. Passengers often report seeing these "dancing" shockwaves move, split, or intensify during maneuvers. Visibility requires sufficient humidity for condensation or good lighting/contrast for density refraction. In dry air, the shockwave may exist but remain invisible. Video and info via u/knowitokay$

Shockwaves can become visible on an airplane's wing during a turn under certain conditions. Commercial jets cruise in the transonic regime (Mach 0.8–0.85), where airflow accelerates over the wing's curved upper surface, creating local supersonic regions despite the aircraft remaining subsonic. This forms a shockwave as air abruptly decelerates to subsonic speeds. The shockwave appears as a shimmering or wavy distortion due to sudden density changes that alter light refraction, similar to heat haze over a hot road. In a turn, banking increases the angle of attack and wing load factor, further accelerating upper-surface airflow and making local supersonic regions—and thus shockwaves—more pronounced. Passengers often report seeing these "dancing" shockwaves move, split, or intensify during maneuvers. Visibility requires sufficient humidity for condensation or good lighting/contrast for density refraction. In dry air, the shockwave may exist but remain invisible. Video and info via u/knowitokay

Turbine Traveller

441,500 görüntüleme • 8 ay önce

The Airbus A350 is, without question, the most beautiful airliner gracing the skies today. A masterpiece of modern engineering and design, it combines elegance with efficiency. From every angle, the A350 is perfectly proportioned. Its long, graceful fuselage flows seamlessly into a set of gently curved wings that flex in flight like a bird in motion—an iconic silhouette that instantly sets it apart. The wingtips, with their signature upturned ‘sharklets,’ don’t just look stunning—they whisper of aerodynamic excellence and fuel-saving innovation. Its nose profile is distinctive yet refined, with a gentle curvature and a cockpit visor that gives the aircraft a futuristic, almost predatory presence. And unlike many other widebodies, the A350’s fuselage length is in perfect harmony with its wing span and tail height—there’s a visual symmetry that makes it appear poised, balanced, and utterly graceful, whether taxiing on the tarmac or soaring above the clouds. But it’s not just a pretty face. The A350 is a triumph of technology—built from over 50% carbon-fibre-reinforced composite, powered by next-generation Rolls-Royce Trent XWB engines, and brimming with advanced systems that make it one of the most efficient and capable long-haul aircraft ever built. In an age where function often overrides form, the A350 is a rare exception—a true flying work of art that proves beauty and brains can coexist. 📸 by ig/captainchris Not an ad

aircraftmaintenancengineer

30,458 görüntüleme • 1 yıl önce

The pilot was unable to recover the aircraft from the roll, and by the time he realized what was happening, he was already too close to the ground. If the jet had a higher thrust-to-weight ratio, it might have had a better chance of recovering. Delta wings rely heavily on high angles of attack to generate lift at low speeds. This results in: High induced drag Significant vortex drag Rapid energy loss during turns Keeping the nose up to maintain a high angle of attack also reduces the pilot’s ability to see the ground, limiting situational awareness. Altitude warnings are then the primary source of awareness, but during airshows pilots often disregard these alerts because they know they will be performing low-altitude maneuvers. This is one reason we saw no ejection from the Tejas. Being at low speed, low altitude, in an under powered jet, operating a delta-wing aircraft under high drag and vortex drag, and having the nose slightly up, thereby reducing forward and downward visibility, means the flawed design of Indian Tejas contributed to the Tejas crash. I have frame freezed in the video where any other jet would have successfully got out of this roll but Tejas crashed. The machine betrayed the man and a pilot was lost. I will place the blame of Tejas crash on politics and designers.

The pilot was unable to recover the aircraft from the roll, and by the time he realized what was happening, he was already too close to the ground. If the jet had a higher thrust-to-weight ratio, it might have had a better chance of recovering. Delta wings rely heavily on high angles of attack to generate lift at low speeds. This results in: High induced drag Significant vortex drag Rapid energy loss during turns Keeping the nose up to maintain a high angle of attack also reduces the pilot’s ability to see the ground, limiting situational awareness. Altitude warnings are then the primary source of awareness, but during airshows pilots often disregard these alerts because they know they will be performing low-altitude maneuvers. This is one reason we saw no ejection from the Tejas. Being at low speed, low altitude, in an under powered jet, operating a delta-wing aircraft under high drag and vortex drag, and having the nose slightly up, thereby reducing forward and downward visibility, means the flawed design of Indian Tejas contributed to the Tejas crash. I have frame freezed in the video where any other jet would have successfully got out of this roll but Tejas crashed. The machine betrayed the man and a pilot was lost. I will place the blame of Tejas crash on politics and designers.

Irves

310,169 görüntüleme • 9 ay önce

In Goma during a working visit to the DRC, we met members of the South African Air Force, who are part of the Air Wing of the Force Intervention Brigade under the UN Peacekeeping Force. We are inspired by their courage and mourn the losses they have endured. Condolences to the friends and families of the lives lost during this peace mission. These brave men and women embody our commitment to peace.

In Goma during a working visit to the DRC, we met members of the South African Air Force, who are part of the Air Wing of the Force Intervention Brigade under the UN Peacekeeping Force. We are inspired by their courage and mourn the losses they have endured. Condolences to the friends and families of the lives lost during this peace mission. These brave men and women embody our commitment to peace.

ANC SECRETARY GENERAL | Fikile Mbalula

85,825 görüntüleme • 1 yıl önce

When an Israeli Air Force F-15 landed safely with only one wing In 1983, during an Israeli Air Force training exercise, an F-15D "Baz" collided with an A-4 Skyhawk and completely lost its right wing; under normal circumstances the aircraft should have crashed instantly, but pilot Zivi Nedivi managed to keep it airborne by using the engines' tremendous thrust with full afterburner and balancing the pitch and roll through differential engine power. He kept the F-15 stable for about 10 miles on a single wing and then landed at nearly 500 knots, raising the nose to compensate for the missing lift. The incident became known in aviation history as the "one-wing landing miracle," showcasing both the F-15's extraordinary design strength and the pilot's remarkable skill.

When an Israeli Air Force F-15 landed safely with only one wing In 1983, during an Israeli Air Force training exercise, an F-15D "Baz" collided with an A-4 Skyhawk and completely lost its right wing; under normal circumstances the aircraft should have crashed instantly, but pilot Zivi Nedivi managed to keep it airborne by using the engines' tremendous thrust with full afterburner and balancing the pitch and roll through differential engine power. He kept the F-15 stable for about 10 miles on a single wing and then landed at nearly 500 knots, raising the nose to compensate for the missing lift. The incident became known in aviation history as the "one-wing landing miracle," showcasing both the F-15's extraordinary design strength and the pilot's remarkable skill.

Turbine Traveller

178,489 görüntüleme • 11 ay önce

The making of the Airbus A380 - building the world's largest passenger aircraft The Airbus A380 was designed to move more passengers farther and quieter than any aircraft before it. Its development brought together engineering teams from across Europe to create a true aviation giant. Major sections of the A380 are manufactured in different countries. The wings are built in the United Kingdom, the fuselage sections in Germany and France, the cockpit and nose in France, and the horizontal tail plane in Spain. These massive components are transported by Beluga aircraft, ships, and special road convoys to the final assembly line in Toulouse, France ملم The A380 uses advanced aluminum alloys and composite materials to handle extreme structural loads while keeping weight under control. Its wings are the largest ever fitted to a passenger aircraft, designed to flex several meters upward in flight without damage. Inside, the aircraft features a full-length double-deck cabin, advanced fly-by-wire systems, and one of the most complex electrical and hydraulic architectures ever installed on a civil airliner After assembly, each A380 undergoes extensive ground tests, system checks, and flight testing to certify performance, safety, and reliability before entering airline service

The making of the Airbus A380 - building the world's largest passenger aircraft The Airbus A380 was designed to move more passengers farther and quieter than any aircraft before it. Its development brought together engineering teams from across Europe to create a true aviation giant. Major sections of the A380 are manufactured in different countries. The wings are built in the United Kingdom, the fuselage sections in Germany and France, the cockpit and nose in France, and the horizontal tail plane in Spain. These massive components are transported by Beluga aircraft, ships, and special road convoys to the final assembly line in Toulouse, France ملم The A380 uses advanced aluminum alloys and composite materials to handle extreme structural loads while keeping weight under control. Its wings are the largest ever fitted to a passenger aircraft, designed to flex several meters upward in flight without damage. Inside, the aircraft features a full-length double-deck cabin, advanced fly-by-wire systems, and one of the most complex electrical and hydraulic architectures ever installed on a civil airliner After assembly, each A380 undergoes extensive ground tests, system checks, and flight testing to certify performance, safety, and reliability before entering airline service

Mechanical Knowledge

123,910 görüntüleme • 4 ay önce

To presume that there is an inherent flaw in the RBR Macarena wing design due to the rotation of its flap leading to Max’s issues is fundamentally flawed because Hadjar hasn’t had an issue with it yet. It’s not mental gymnastics folks…it’s engagement bait…. And it doesn’t make sense from an aerodynamic standpoint…either. 😁 Simple thought exercise. Pressure is force acting on an area. Pressure builds as air molecules crash onto an aero surface e. Force acts perpendicular to the surface and can be resolved in drag force and downforce (or lift) force components. Where is the pressure on the RBR wing just before it closes? Don’t believe me? Also my mate Balaskó Dominik did an excellent CFD simulation on his LinkedIn page showing this exactly.

To presume that there is an inherent flaw in the RBR Macarena wing design due to the rotation of its flap leading to Max’s issues is fundamentally flawed because Hadjar hasn’t had an issue with it yet. It’s not mental gymnastics folks…it’s engagement bait…. And it doesn’t make sense from an aerodynamic standpoint…either. 😁 Simple thought exercise. Pressure is force acting on an area. Pressure builds as air molecules crash onto an aero surface e. Force acts perpendicular to the surface and can be resolved in drag force and downforce (or lift) force components. Where is the pressure on the RBR wing just before it closes? Don’t believe me? Also my mate Balaskó Dominik did an excellent CFD simulation on his LinkedIn page showing this exactly.

Dr Obbs

141,665 görüntüleme • 1 ay önce

Our aero kit for the 2024+ Model 3 Performance is designed using CFD to enhance performance while preserving Tesla’s renowned efficiency. Shown here is the exploded view of the aero kit parts to show how we accomplish our goal: to work with the Model 3 Performance foundation without disturbing it. The kit now delivers 1896N of downforce, shifting the car from net lift to substantial downforce with a minimal drag increase of just 1.93%. This is achieved through advanced aerodynamic techniques, such as splitter tunnels that enhance front ground effect—features rarely seen on street-legal vehicles. The kit enhances downforce in areas that already have high-pressure air, such as above the grille, over the side inlets, and on top of the front splitter, but also introduces entirely new shapes like the front undertray. Airflow management around the wheels and side skirts is critical for reducing drag and offsetting the added drag from downforce-generating surfaces. Additionally, placing a wing that is highly optimized to minimally disturb Tesla’s refined wake is crucial for maintaining efficiency. While we’re working out a few more final touches with our production run, we are just as excited to reach out to those who have patiently waited and look forward to providing order updates soon!

Our aero kit for the 2024+ Model 3 Performance is designed using CFD to enhance performance while preserving Tesla’s renowned efficiency. Shown here is the exploded view of the aero kit parts to show how we accomplish our goal: to work with the Model 3 Performance foundation without disturbing it. The kit now delivers 1896N of downforce, shifting the car from net lift to substantial downforce with a minimal drag increase of just 1.93%. This is achieved through advanced aerodynamic techniques, such as splitter tunnels that enhance front ground effect—features rarely seen on street-legal vehicles. The kit enhances downforce in areas that already have high-pressure air, such as above the grille, over the side inlets, and on top of the front splitter, but also introduces entirely new shapes like the front undertray. Airflow management around the wheels and side skirts is critical for reducing drag and offsetting the added drag from downforce-generating surfaces. Additionally, placing a wing that is highly optimized to minimally disturb Tesla’s refined wake is crucial for maintaining efficiency. While we’re working out a few more final touches with our production run, we are just as excited to reach out to those who have patiently waited and look forward to providing order updates soon!

UP

31,938 görüntüleme • 1 yıl önce

#PLA #China #Japan #Korea #Guam #India #Hypersonic The Chinese 6th generation fighter is a high-quality reverse engineering of the American 6th generation fighter project from Lockheed Martin as part of the NGAD (Next-Generation Air Dominance) program. The Chinese Air Force has begun flight tests of a 6th-generation stealth fighter designed using a "flying wing"/"tailless" configuration without the usual vertical and horizontal all-moving tail fins typical of 4th and 5th generation aircraft. The machine is stabilized in flight thanks to an advanced computerized fly-by-wire control system with multiple backup systems, which controls the wing mechanization on the trailing edge. The design has a huge resemblance to that of the Lockheed project under the NGAD program. It is worth noting that the visible length of the glider can vary from 22.5 to 25 - 27 m, while the wingspan reaches an incredible 18 - 19 m. Obviously, the normal takeoff weight of such a machine can reach 33 - 37 tons, the maximum - 43 - 47 tons. The payload in the internal weapons compartments is up to 10 - 12 tons. The estimated volume of the fuel system can reach 17-18 tons, and the combat radius of action up to 2500-2700 km. The effective reflective surface of this machine can vary from 0.05 to 0.15 sq. m The configuration of the onboard radar of the Chinese 5th generation fighter is almost identical to that of the Russian Su-57. On the side forming the nose of the fuselage, one can pay attention to 2 X-band side-looking AESA modules, similar to the N036B-1-01L and N036B-1-01B modules of the Belka onboard radar system. These canvases provide radar reconnaissance in SAR mode at distances of up to 150-200 km, as well as the ability to detect air targets in the lateral and rear hemisphere Evgeniy Damantsev

#PLA #China #Japan #Korea #Guam #India #Hypersonic The Chinese 6th generation fighter is a high-quality reverse engineering of the American 6th generation fighter project from Lockheed Martin as part of the NGAD (Next-Generation Air Dominance) program. The Chinese Air Force has begun flight tests of a 6th-generation stealth fighter designed using a "flying wing"/"tailless" configuration without the usual vertical and horizontal all-moving tail fins typical of 4th and 5th generation aircraft. The machine is stabilized in flight thanks to an advanced computerized fly-by-wire control system with multiple backup systems, which controls the wing mechanization on the trailing edge. The design has a huge resemblance to that of the Lockheed project under the NGAD program. It is worth noting that the visible length of the glider can vary from 22.5 to 25 - 27 m, while the wingspan reaches an incredible 18 - 19 m. Obviously, the normal takeoff weight of such a machine can reach 33 - 37 tons, the maximum - 43 - 47 tons. The payload in the internal weapons compartments is up to 10 - 12 tons. The estimated volume of the fuel system can reach 17-18 tons, and the combat radius of action up to 2500-2700 km. The effective reflective surface of this machine can vary from 0.05 to 0.15 sq. m The configuration of the onboard radar of the Chinese 5th generation fighter is almost identical to that of the Russian Su-57. On the side forming the nose of the fuselage, one can pay attention to 2 X-band side-looking AESA modules, similar to the N036B-1-01L and N036B-1-01B modules of the Belka onboard radar system. These canvases provide radar reconnaissance in SAR mode at distances of up to 150-200 km, as well as the ability to detect air targets in the lateral and rear hemisphere Evgeniy Damantsev

Koba

40,339 görüntüleme • 1 yıl önce

When the Boeing 787 operates on autopilot, its sophisticated flight control system manages the flaperons to maintain stable flight, particularly during turbulence. The system continuously receives data from various sensors, including airspeed indicators, inertial navigation systems, and accelerometers. When turbulence is detected, the autopilot system automatically adjusts the position of the flaperons to counteract any rolling motions caused by gusts or disturbances in the airflow. These adjustments are made in real-time to ensure the aircraft remains on its intended flight path and passengers experience minimal discomfort.

When the Boeing 787 operates on autopilot, its sophisticated flight control system manages the flaperons to maintain stable flight, particularly during turbulence. The system continuously receives data from various sensors, including airspeed indicators, inertial navigation systems, and accelerometers. When turbulence is detected, the autopilot system automatically adjusts the position of the flaperons to counteract any rolling motions caused by gusts or disturbances in the airflow. These adjustments are made in real-time to ensure the aircraft remains on its intended flight path and passengers experience minimal discomfort.

Aviation

409,060 görüntüleme • 5 ay önce

This is what the Bedrock Operator sees on a job site. The camera feed shows what a human operator would see. The LiDAR point cloud shows what the machine knows, the full geometry of the environment, rendered in real time, down to millimeter precision. The excavator's position, the bucket's angle, the shape of the cut: all of it mapped and updated continuously. This is the sensing foundation that makes autonomous operation possible. Before a machine can act safely and accurately, it has to understand its environment completely.

This is what the Bedrock Operator sees on a job site. The camera feed shows what a human operator would see. The LiDAR point cloud shows what the machine knows, the full geometry of the environment, rendered in real time, down to millimeter precision. The excavator's position, the bucket's angle, the shape of the cut: all of it mapped and updated continuously. This is the sensing foundation that makes autonomous operation possible. Before a machine can act safely and accurately, it has to understand its environment completely.

Bedrock Robotics

48,128 görüntüleme • 3 ay önce

Tessa Dunlop on #C4News "In the last month the British press has profoundly let itself down with the hounding of Jason Arday" "A reminder that it is never acceptable to single out an individual and hound them" "And I very much hope that for this initial part of their - Harry and Megan's - new start in Britain, the right wing press particularly, behave themselves"

Tessa Dunlop on #C4News "In the last month the British press has profoundly let itself down with the hounding of Jason Arday" "A reminder that it is never acceptable to single out an individual and hound them" "And I very much hope that for this initial part of their - Harry and Megan's - new start in Britain, the right wing press particularly, behave themselves"

Farrukh

19,813 görüntüleme • 15 saat önce

🚨 Comunicazione inviata a tutti gli accreditati FIA Hi all, please find below a statement regarding rear wing deflection tests: "As has been previously communicated, between the end of the 2024 season and the start of the 2025 season, the FIA exercised the authority it is granted under Article 3.15.1 of the Technical Regulations to introduce either new or more challenging load-deflection tests for the front wing (from Race 9, Spanish Grand Prix), the upper rear wing, and the beam rear wing. In addition, the FIA requested to the teams to use cameras in Free Practice Sessions to monitor the on-track deformations exhibited by the cars during the Australian Grand Prix. Having analysed footage from the rear wing deformations combined to the static deflections measured inside the FIA garage in Melbourne, the FIA has concluded that sufficient grounds exist for a tougher test to be introduced from the forthcoming Chinese Grand Prix on the upper rear wing. More specifically, Article 3.15.17, introduced in 2025, states that if 75Kg of vertical load is applied on either extremity of the rear wing mainplane, the distance between the mainplane and the flap (also known as “slot gap”) must not vary by more than 2mm. From the forthcoming Grand Prix in Shanghai, this limit will be reduced to 0.5mm. Due to the short notice for Shanghai only a tolerance of 0.25mm will be added to this new limit. The Teams were informed of this revised test early Monday 17th of March. The FIA wishes to further confirm that during the Melbourne event all cars tested against the requirements of Article 3.15.17 and found to comply, therefore all cars raced in Melbourne were deemed to be legal.". Che esclusiva ! 🤣 #F1 #FIA #Statement

🚨 Comunicazione inviata a tutti gli accreditati FIA Hi all, please find below a statement regarding rear wing deflection tests: "As has been previously communicated, between the end of the 2024 season and the start of the 2025 season, the FIA exercised the authority it is granted under Article 3.15.1 of the Technical Regulations to introduce either new or more challenging load-deflection tests for the front wing (from Race 9, Spanish Grand Prix), the upper rear wing, and the beam rear wing. In addition, the FIA requested to the teams to use cameras in Free Practice Sessions to monitor the on-track deformations exhibited by the cars during the Australian Grand Prix. Having analysed footage from the rear wing deformations combined to the static deflections measured inside the FIA garage in Melbourne, the FIA has concluded that sufficient grounds exist for a tougher test to be introduced from the forthcoming Chinese Grand Prix on the upper rear wing. More specifically, Article 3.15.17, introduced in 2025, states that if 75Kg of vertical load is applied on either extremity of the rear wing mainplane, the distance between the mainplane and the flap (also known as “slot gap”) must not vary by more than 2mm. From the forthcoming Grand Prix in Shanghai, this limit will be reduced to 0.5mm. Due to the short notice for Shanghai only a tolerance of 0.25mm will be added to this new limit. The Teams were informed of this revised test early Monday 17th of March. The FIA wishes to further confirm that during the Melbourne event all cars tested against the requirements of Article 3.15.17 and found to comply, therefore all cars raced in Melbourne were deemed to be legal.". Che esclusiva ! 🤣 #F1 #FIA #Statement

RobertoF1

14,141 görüntüleme • 1 yıl önce

The long, twisted tails of the Chinese moon moth, Actias ningpoana, are believed to help protect it from bats. Bats hunt at night using echolocation, they send out sound waves and listen for echoes to locate prey. The moth’s long ribbon-like tails can confuse this sonar system. Instead of detecting the moth’s body, a bat may aim for the fluttering tails, allowing the moth a chance to escape. The twisted shape of the tails may make this effect even stronger by scattering and deflecting echoes in many directions. Because the tails constantly change angle during flight, they create messy, misleading echoes that can trick and confuse bats further 📹 ilyas_insects

The long, twisted tails of the Chinese moon moth, Actias ningpoana, are believed to help protect it from bats. Bats hunt at night using echolocation, they send out sound waves and listen for echoes to locate prey. The moth’s long ribbon-like tails can confuse this sonar system. Instead of detecting the moth’s body, a bat may aim for the fluttering tails, allowing the moth a chance to escape. The twisted shape of the tails may make this effect even stronger by scattering and deflecting echoes in many directions. Because the tails constantly change angle during flight, they create messy, misleading echoes that can trick and confuse bats further 📹 ilyas_insects

Science girl

46,099 görüntüleme • 2 ay önce

#sapsHQ [#NationalPoliceDay and #SAPSCareers Expo] The Special Task Force #STF is the SAPS elite unit and for one to serve in this unit, the process entails a strict, rigid and stringent fifteen month programme which ensures members are trained to a high level of skill to only respond to high risk incidents. An #STF Parachute Wing is worn on the left chest and signifies that the member has been trained at a high level of weapon proficiency, hostage release tactics and the ability to deploy operationally by parachute into all territories. NP

#sapsHQ [#NationalPoliceDay and #SAPSCareers Expo] The Special Task Force #STF is the SAPS elite unit and for one to serve in this unit, the process entails a strict, rigid and stringent fifteen month programme which ensures members are trained to a high level of skill to only respond to high risk incidents. An #STF Parachute Wing is worn on the left chest and signifies that the member has been trained at a high level of weapon proficiency, hostage release tactics and the ability to deploy operationally by parachute into all territories. NP

SA Police Service 🇿🇦

15,621 görüntüleme • 6 ay önce

Thoughts on One-Knee Setups: One of the toughest things, with the increase in velocity, is a catcher's ability to make the correct decision and attack angle to receive or block a baseball. This becomes easier and quicker out of a one knee set up, due to the ability to sit lower and have a better visual of the plane of the baseball. This allows for the catcher to wait longer, have confidence in his decision with receiving approach and minimize excessive movement or what umpires call noise. You see this a lot with last minute decisions and jerky movements out of traditional set ups. This concept is also beneficial when blocking and recognizing the height of the pitch sooner, due to the lower set up and increasing blocking efficiency.

Thoughts on One-Knee Setups: One of the toughest things, with the increase in velocity, is a catcher's ability to make the correct decision and attack angle to receive or block a baseball. This becomes easier and quicker out of a one knee set up, due to the ability to sit lower and have a better visual of the plane of the baseball. This allows for the catcher to wait longer, have confidence in his decision with receiving approach and minimize excessive movement or what umpires call noise. You see this a lot with last minute decisions and jerky movements out of traditional set ups. This concept is also beneficial when blocking and recognizing the height of the pitch sooner, due to the lower set up and increasing blocking efficiency.

Tyler Goodro

97,565 görüntüleme • 2 yıl önce