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Become A Highly Successful Student Pilot
Are you a pilot in training “trying” to get through your flying exams? Or maybe you are getting through them, but deep down you know that you will most likely not make the 18 month lapse period in time… Here’s some refreshing advice : Hi my name is Januss Engelbrecht and I failed my first ever flying exam with 41%. I ended up finishing all my CPL and ATPL exams within 8 months, without a single fail and a high 90’s average. How did I do it? When I look at the aviation industry today I see these three problems that are widespread and throttling pilots in training: 1. Time available to study: Many pilots in training have very limited time. Their 24 hours is usually split between working, running a business, traveling, spending time with family and sleeping. Whatever is left, usually goes towards studying. If you are working full time, you would be familiar with this scenario! You do not want to be spending your little time available “figuring out”. What you need to study and how you need to study it, should be very clear. All of your time should just be spent on “understanding content”, not on “figuring out”. To get this right, you need a system that can tell you exactly what you need to study and a system that can help you understand the content of each subject a lot faster. There’s no time to stare at a power required curve for 30 minutes to figure out where you can find the minimum drag speed! Let’s look at a very basic formula : Your Understanding Ability / Time = Study Efficiency Imagine you understand 5 flying concepts in 1 hour : 5 / 1 = 5 -> Your study efficiency is 5. (You get a lot done in a short amount of time) Imagine you understand only 1 flying concept in 1 hour : 1 / 1 = 1 -> Your study efficiency is 1. (You spend a lot of time “figuring out!”) Although this seems like very elementary maths, the principle is very clear. You need a way to increase understanding and a way to reduce time taken to understand! 2. Confirmation bias: What do you use as criteria to know that you are ready for your pilot exams? Is it after you have done a certain amount of mock exams? Is it after you have gone through all your notes? Is it when you “feel” ready? Or is it maybe when you have studied for a certain amount of time? You don’t know until you are proven wrong. Over the years I have seen hundreds of students who “think” they are ready to write their flying exams, but the criteria they use is completely wrong. They step right into the trap of confirmation bias - believing that they are ready for the exam because of past experiences or biases that make them think so. Maybe a friend or instructor told you that you should aim for 90% in your mock exams and then you are ready... that then becomes your bias. The outcome? Mostly negative. You need a proven criteria to give you an indication of “when” you are ready. Although each of us are individuals with different learning abilities, there is a proven formula that can show you if you are ready, based on statistics. This system tells you when you are ready to attempt the exam, because it is based on past experiments and proven statistics that have been tested on hundreds of individuals that have gone through their flying exams. Proven statistics is the “Am I ready?” criteria you should use, not when you keep getting 90% or above for your mock exams! 3. Not understanding how to iterate failed outcomes. What do you change after you had a failed attempt in a flying exam? Do you use different notes? Do you use the internet more often? Do you do more questions? Do you get help from friends? Do you change nothing and just try again? What do you do after you had a second failed attempt at the same exam? Chances are high you won’t even know what to change anymore. Chances are even higher that you feel like you’ll just “give it another try next time”. After failing, most student pilots go out and change their notes, get help from friends, use the internet more often, do
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Argentina was able to borrow from international investors with no repayment required for a century. Three years on, that bond is worth a fraction of its issue price as the country heads for its ninth default. By contrast, oil-rich Angola, which hasn’t defaulted since 2002, was charged a higher rate for its shorter-dated debt last year. It’s just one example of the added risk presumed by investors that penalises African governments and companies with higher borrowing rates. And, despite the continent’s relatively exemplary record in tackling the COVID-19 pandemic, presumed risk of default is also the lens through which creditors are entering talks on debt relief. Join our latest webinar where our expert panelists will probe this topic to ask the inevitable question: is prejudice infecting capital markets? Register here: https://bit.ly/3frEyzn
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Are you a pilot in training “trying” to get through your flying exams? Or maybe you are getting through them, but deep down you know that you will most likely not make the 18 month lapse period in time… Here’s some refreshing advice : Hi my name is Januss Engelbrecht and I failed my first ever flying exam with 41%. I ended up finishing all my CPL and ATPL exams within 8 months, without a single fail and a high 90’s average. How did I do it? When I look at the aviation industry today I see these three problems that are widespread and throttling pilots in training: 1. Time available to study: Many pilots in training have very limited time. Their 24 hours is usually split between working, running a business, traveling, spending time with family and sleeping. Whatever is left, usually goes towards studying. If you are working full time, you would be familiar with this scenario! You do not want to be spending your little time available “figuring out”. What you need to study and how you need to study it, should be very clear. All of your time should just be spent on “understanding content”, not on “figuring out”. To get this right, you need a system that can tell you exactly what you need to study and a system that can help you understand the content of each subject a lot faster. There’s no time to stare at a power required curve for 30 minutes to figure out where you can find the minimum drag speed! Let’s look at a very basic formula : Your Understanding Ability / Time = Study Efficiency Imagine you understand 5 flying concepts in 1 hour : 5 / 1 = 5 -> Your study efficiency is 5. (You get a lot done in a short amount of time) Imagine you understand only 1 flying concept in 1 hour : 1 / 1 = 1 -> Your study efficiency is 1. (You spend a lot of time “figuring out!”) Although this seems like very elementary maths, the principle is very clear. You need a way to increase understanding and a way to reduce time taken to understand! 2. Confirmation bias: What do you use as criteria to know that you are ready for your pilot exams? Is it after you have done a certain amount of mock exams? Is it after you have gone through all your notes? Is it when you “feel” ready? Or is it maybe when you have studied for a certain amount of time? You don’t know until you are proven wrong. Over the years I have seen hundreds of students who “think” they are ready to write their flying exams, but the criteria they use is completely wrong. They step right into the trap of confirmation bias - believing that they are ready for the exam because of past experiences or biases that make them think so. Maybe a friend or instructor told you that you should aim for 90% in your mock exams and then you are ready... that then becomes your bias. The outcome? Mostly negative. You need a proven criteria to give you an indication of “when” you are ready. Although each of us are individuals with different learning abilities, there is a proven formula that can show you if you are ready, based on statistics. This system tells you when you are ready to attempt the exam, because it is based on past experiments and proven statistics that have been tested on hundreds of individuals that have gone through their flying exams. Proven statistics is the “Am I ready?” criteria you should use, not when you keep getting 90% or above for your mock exams! 3. Not understanding how to iterate failed outcomes. What do you change after you had a failed attempt in a flying exam? Do you use different notes? Do you use the internet more often? Do you do more questions? Do you get help from friends? Do you change nothing and just try again? What do you do after you had a second failed attempt at the same exam? Chances are high you won’t even know what to change anymore. Chances are even higher that you feel like you’ll just “give it another try next time”. After failing, most student pilots go out and change their notes, get help from friends, use the internet more often, do
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Over the years, we have deliberately organized ourselves and adopted frameworks in an effort to dampen the effects of confirmation bias. http://ow.ly/8mEP50A4567
Become A Highly Successful Student Pilot
Are you a pilot in training “trying” to get through your flying exams? Or maybe you are getting through them, but deep down you know that you will most likely not make the 18 month lapse period in time… Here’s some refreshing advice : Hi my name is Januss Engelbrecht and I failed my first ever flying exam with 41%. I ended up finishing all my CPL and ATPL exams within 8 months, without a single fail and a high 90’s average. How did I do it? When I look at the aviation industry today I see these three problems that are widespread and throttling pilots in training: 1. Time available to study: Many pilots in training have very limited time. Their 24 hours is usually split between working, running a business, traveling, spending time with family and sleeping. Whatever is left, usually goes towards studying. If you are working full time, you would be familiar with this scenario! You do not want to be spending your little time available “figuring out”. What you need to study and how you need to study it, should be very clear. All of your time should just be spent on “understanding content”, not on “figuring out”. To get this right, you need a system that can tell you exactly what you need to study and a system that can help you understand the content of each subject a lot faster. There’s no time to stare at a power required curve for 30 minutes to figure out where you can find the minimum drag speed! Let’s look at a very basic formula : Your Understanding Ability / Time = Study Efficiency Imagine you understand 5 flying concepts in 1 hour : 5 / 1 = 5 -> Your study efficiency is 5. (You get a lot done in a short amount of time) Imagine you understand only 1 flying concept in 1 hour : 1 / 1 = 1 -> Your study efficiency is 1. (You spend a lot of time “figuring out!”) Although this seems like very elementary maths, the principle is very clear. You need a way to increase understanding and a way to reduce time taken to understand! 2. Confirmation bias: What do you use as criteria to know that you are ready for your pilot exams? Is it after you have done a certain amount of mock exams? Is it after you have gone through all your notes? Is it when you “feel” ready? Or is it maybe when you have studied for a certain amount of time? You don’t know until you are proven wrong. Over the years I have seen hundreds of students who “think” they are ready to write their flying exams, but the criteria they use is completely wrong. They step right into the trap of confirmation bias - believing that they are ready for the exam because of past experiences or biases that make them think so. Maybe a friend or instructor told you that you should aim for 90% in your mock exams and then you are ready... that then becomes your bias. The outcome? Mostly negative. You need a proven criteria to give you an indication of “when” you are ready. Although each of us are individuals with different learning abilities, there is a proven formula that can show you if you are ready, based on statistics. This system tells you when you are ready to attempt the exam, because it is based on past experiments and proven statistics that have been tested on hundreds of individuals that have gone through their flying exams. Proven statistics is the “Am I ready?” criteria you should use, not when you keep getting 90% or above for your mock exams! 3. Not understanding how to iterate failed outcomes. What do you change after you had a failed attempt in a flying exam? Do you use different notes? Do you use the internet more often? Do you do more questions? Do you get help from friends? Do you change nothing and just try again? What do you do after you had a second failed attempt at the same exam? Chances are high you won’t even know what to change anymore. Chances are even higher that you feel like you’ll just “give it another try next time”. After failing, most student pilots go out and change their notes, get help from friends, use the internet more often, do
Become A Highly Successful Student Pilot
Are you a pilot in training “trying” to get through your flying exams? Or maybe you are getting through them, but deep down you know that you will most likely not make the 18 month lapse period in time… Here’s some refreshing advice : Hi my name is Januss Engelbrecht and I failed my first ever flying exam with 41%. I ended up finishing all my CPL and ATPL exams within 8 months, without a single fail and a high 90’s average. How did I do it? When I look at the aviation industry today I see these three problems that are widespread and throttling pilots in training: 1. Time available to study: Many pilots in training have very limited time. Their 24 hours is usually split between working, running a business, traveling, spending time with family and sleeping. Whatever is left, usually goes towards studying. If you are working full time, you would be familiar with this scenario! You do not want to be spending your little time available “figuring out”. What you need to study and how you need to study it, should be very clear. All of your time should just be spent on “understanding content”, not on “figuring out”. To get this right, you need a system that can tell you exactly what you need to study and a system that can help you understand the content of each subject a lot faster. There’s no time to stare at a power required curve for 30 minutes to figure out where you can find the minimum drag speed! Let’s look at a very basic formula : Your Understanding Ability / Time = Study Efficiency Imagine you understand 5 flying concepts in 1 hour : 5 / 1 = 5 -> Your study efficiency is 5. (You get a lot done in a short amount of time) Imagine you understand only 1 flying concept in 1 hour : 1 / 1 = 1 -> Your study efficiency is 1. (You spend a lot of time “figuring out!”) Although this seems like very elementary maths, the principle is very clear. You need a way to increase understanding and a way to reduce time taken to understand! 2. Confirmation bias: What do you use as criteria to know that you are ready for your pilot exams? Is it after you have done a certain amount of mock exams? Is it after you have gone through all your notes? Is it when you “feel” ready? Or is it maybe when you have studied for a certain amount of time? You don’t know until you are proven wrong. Over the years I have seen hundreds of students who “think” they are ready to write their flying exams, but the criteria they use is completely wrong. They step right into the trap of confirmation bias - believing that they are ready for the exam because of past experiences or biases that make them think so. Maybe a friend or instructor told you that you should aim for 90% in your mock exams and then you are ready... that then becomes your bias. The outcome? Mostly negative. You need a proven criteria to give you an indication of “when” you are ready. Although each of us are individuals with different learning abilities, there is a proven formula that can show you if you are ready, based on statistics. This system tells you when you are ready to attempt the exam, because it is based on past experiments and proven statistics that have been tested on hundreds of individuals that have gone through their flying exams. Proven statistics is the “Am I ready?” criteria you should use, not when you keep getting 90% or above for your mock exams! 3. Not understanding how to iterate failed outcomes. What do you change after you had a failed attempt in a flying exam? Do you use different notes? Do you use the internet more often? Do you do more questions? Do you get help from friends? Do you change nothing and just try again? What do you do after you had a second failed attempt at the same exam? Chances are high you won’t even know what to change anymore. Chances are even higher that you feel like you’ll just “give it another try next time”. After failing, most student pilots go out and change their notes, get help from friends, use the internet more often, do
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Become A Highly Successful Student Pilot
Are you a pilot in training “trying” to get through your flying exams? Or maybe you are getting through them, but deep down you know that you will most likely not make the 18 month lapse period in time… Here’s some refreshing advice : Hi my name is Januss Engelbrecht and I failed my first ever flying exam with 41%. I ended up finishing all my CPL and ATPL exams within 8 months, without a single fail and a high 90’s average. How did I do it? When I look at the aviation industry today I see these three problems that are widespread and throttling pilots in training: 1. Time available to study: Many pilots in training have very limited time. Their 24 hours is usually split between working, running a business, traveling, spending time with family and sleeping. Whatever is left, usually goes towards studying. If you are working full time, you would be familiar with this scenario! You do not want to be spending your little time available “figuring out”. What you need to study and how you need to study it, should be very clear. All of your time should just be spent on “understanding content”, not on “figuring out”. To get this right, you need a system that can tell you exactly what you need to study and a system that can help you understand the content of each subject a lot faster. There’s no time to stare at a power required curve for 30 minutes to figure out where you can find the minimum drag speed! Let’s look at a very basic formula : Your Understanding Ability / Time = Study Efficiency Imagine you understand 5 flying concepts in 1 hour : 5 / 1 = 5 -> Your study efficiency is 5. (You get a lot done in a short amount of time) Imagine you understand only 1 flying concept in 1 hour : 1 / 1 = 1 -> Your study efficiency is 1. (You spend a lot of time “figuring out!”) Although this seems like very elementary maths, the principle is very clear. You need a way to increase understanding and a way to reduce time taken to understand! 2. Confirmation bias: What do you use as criteria to know that you are ready for your pilot exams? Is it after you have done a certain amount of mock exams? Is it after you have gone through all your notes? Is it when you “feel” ready? Or is it maybe when you have studied for a certain amount of time? You don’t know until you are proven wrong. Over the years I have seen hundreds of students who “think” they are ready to write their flying exams, but the criteria they use is completely wrong. They step right into the trap of confirmation bias - believing that they are ready for the exam because of past experiences or biases that make them think so. Maybe a friend or instructor told you that you should aim for 90% in your mock exams and then you are ready... that then becomes your bias. The outcome? Mostly negative. You need a proven criteria to give you an indication of “when” you are ready. Although each of us are individuals with different learning abilities, there is a proven formula that can show you if you are ready, based on statistics. This system tells you when you are ready to attempt the exam, because it is based on past experiments and proven statistics that have been tested on hundreds of individuals that have gone through their flying exams. Proven statistics is the “Am I ready?” criteria you should use, not when you keep getting 90% or above for your mock exams! 3. Not understanding how to iterate failed outcomes. What do you change after you had a failed attempt in a flying exam? Do you use different notes? Do you use the internet more often? Do you do more questions? Do you get help from friends? Do you change nothing and just try again? What do you do after you had a second failed attempt at the same exam? Chances are high you won’t even know what to change anymore. Chances are even higher that you feel like you’ll just “give it another try next time”. After failing, most student pilots go out and change their notes, get help from friends, use the internet more often, do
Become A Highly Successful Student Pilot
Are you a pilot in training “trying” to get through your flying exams? Or maybe you are getting through them, but deep down you know that you will most likely not make the 18 month lapse period in time… Here’s some refreshing advice : Hi my name is Januss Engelbrecht and I failed my first ever flying exam with 41%. I ended up finishing all my CPL and ATPL exams within 8 months, without a single fail and a high 90’s average. How did I do it? When I look at the aviation industry today I see these three problems that are widespread and throttling pilots in training: 1. Time available to study: Many pilots in training have very limited time. Their 24 hours is usually split between working, running a business, traveling, spending time with family and sleeping. Whatever is left, usually goes towards studying. If you are working full time, you would be familiar with this scenario! You do not want to be spending your little time available “figuring out”. What you need to study and how you need to study it, should be very clear. All of your time should just be spent on “understanding content”, not on “figuring out”. To get this right, you need a system that can tell you exactly what you need to study and a system that can help you understand the content of each subject a lot faster. There’s no time to stare at a power required curve for 30 minutes to figure out where you can find the minimum drag speed! Let’s look at a very basic formula : Your Understanding Ability / Time = Study Efficiency Imagine you understand 5 flying concepts in 1 hour : 5 / 1 = 5 -> Your study efficiency is 5. (You get a lot done in a short amount of time) Imagine you understand only 1 flying concept in 1 hour : 1 / 1 = 1 -> Your study efficiency is 1. (You spend a lot of time “figuring out!”) Although this seems like very elementary maths, the principle is very clear. You need a way to increase understanding and a way to reduce time taken to understand! 2. Confirmation bias: What do you use as criteria to know that you are ready for your pilot exams? Is it after you have done a certain amount of mock exams? Is it after you have gone through all your notes? Is it when you “feel” ready? Or is it maybe when you have studied for a certain amount of time? You don’t know until you are proven wrong. Over the years I have seen hundreds of students who “think” they are ready to write their flying exams, but the criteria they use is completely wrong. They step right into the trap of confirmation bias - believing that they are ready for the exam because of past experiences or biases that make them think so. Maybe a friend or instructor told you that you should aim for 90% in your mock exams and then you are ready... that then becomes your bias. The outcome? Mostly negative. You need a proven criteria to give you an indication of “when” you are ready. Although each of us are individuals with different learning abilities, there is a proven formula that can show you if you are ready, based on statistics. This system tells you when you are ready to attempt the exam, because it is based on past experiments and proven statistics that have been tested on hundreds of individuals that have gone through their flying exams. Proven statistics is the “Am I ready?” criteria you should use, not when you keep getting 90% or above for your mock exams! 3. Not understanding how to iterate failed outcomes. What do you change after you had a failed attempt in a flying exam? Do you use different notes? Do you use the internet more often? Do you do more questions? Do you get help from friends? Do you change nothing and just try again? What do you do after you had a second failed attempt at the same exam? Chances are high you won’t even know what to change anymore. Chances are even higher that you feel like you’ll just “give it another try next time”. After failing, most student pilots go out and change their notes, get help from friends, use the internet more often, do
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انسان کوئی بھی فیصلہ کرنے کے لئیے اپنے عقل پر انحصار کرتا ہے اور کرنا بھی چاہیئے کیونکہ دماغ انسانی جسم کا وہ واحد عضو ہے جو اسی کام کے لئیے بنا ہے ۔ سوال یہ پیدا ہوتا ہے کہ کیا عقل ہمیشہ درست فیصلے کرتی ہے؟ اور اگر نہیں تو وہ کون سی وجوہات ہیں جن کی وجہ سے عقل صحیح فیصلہ نہیں کر پاتی، ایک ایسی ہی وجہ کے بارے میں جانئیے اس ویڈیو میں! https://youtu.be/TB95KQ3JqsA
Become A Highly Successful Student Pilot
Are you a pilot in training “trying” to get through your flying exams? Or maybe you are getting through them, but deep down you know that you will most likely not make the 18 month lapse period in time… Here’s some refreshing advice : Hi my name is Januss Engelbrecht and I failed my first ever flying exam with 41%. I ended up finishing all my CPL and ATPL exams within 8 months, without a single fail and a high 90’s average. How did I do it? When I look at the aviation industry today I see these three problems that are widespread and throttling pilots in training: 1. Time available to study: Many pilots in training have very limited time. Their 24 hours is usually split between working, running a business, traveling, spending time with family and sleeping. Whatever is left, usually goes towards studying. If you are working full time, you would be familiar with this scenario! You do not want to be spending your little time available “figuring out”. What you need to study and how you need to study it, should be very clear. All of your time should just be spent on “understanding content”, not on “figuring out”. To get this right, you need a system that can tell you exactly what you need to study and a system that can help you understand the content of each subject a lot faster. There’s no time to stare at a power required curve for 30 minutes to figure out where you can find the minimum drag speed! Let’s look at a very basic formula : Your Understanding Ability / Time = Study Efficiency Imagine you understand 5 flying concepts in 1 hour : 5 / 1 = 5 -> Your study efficiency is 5. (You get a lot done in a short amount of time) Imagine you understand only 1 flying concept in 1 hour : 1 / 1 = 1 -> Your study efficiency is 1. (You spend a lot of time “figuring out!”) Although this seems like very elementary maths, the principle is very clear. You need a way to increase understanding and a way to reduce time taken to understand! 2. Confirmation bias: What do you use as criteria to know that you are ready for your pilot exams? Is it after you have done a certain amount of mock exams? Is it after you have gone through all your notes? Is it when you “feel” ready? Or is it maybe when you have studied for a certain amount of time? You don’t know until you are proven wrong. Over the years I have seen hundreds of students who “think” they are ready to write their flying exams, but the criteria they use is completely wrong. They step right into the trap of confirmation bias - believing that they are ready for the exam because of past experiences or biases that make them think so. Maybe a friend or instructor told you that you should aim for 90% in your mock exams and then you are ready... that then becomes your bias. The outcome? Mostly negative. You need a proven criteria to give you an indication of “when” you are ready. Although each of us are individuals with different learning abilities, there is a proven formula that can show you if you are ready, based on statistics. This system tells you when you are ready to attempt the exam, because it is based on past experiments and proven statistics that have been tested on hundreds of individuals that have gone through their flying exams. Proven statistics is the “Am I ready?” criteria you should use, not when you keep getting 90% or above for your mock exams! 3. Not understanding how to iterate failed outcomes. What do you change after you had a failed attempt in a flying exam? Do you use different notes? Do you use the internet more often? Do you do more questions? Do you get help from friends? Do you change nothing and just try again? What do you do after you had a second failed attempt at the same exam? Chances are high you won’t even know what to change anymore. Chances are even higher that you feel like you’ll just “give it another try next time”. After failing, most student pilots go out and change their notes, get help from friends, use the internet more often, do
Mission to Pluto
DISCOVER: ทำไมกรรมการชอบตัดสินลำเอียง? . “โธ่จารย์ ฟาว์ลเห็นๆ ทำไมตัดสินงี้อ่ะ!” … . หนึ่งในคำพูดติดปากในวงการกีฬา ที่ทำให้เหล่า “กรรมการ” ดูกลายเป็นวายร้ายอยู่ตลอด ซึ่งในหลายๆ ครั้ง เรามักพบเห็นการตัดสินที่รู้สึกถึงความลำเอียง ไม่ยุติธรรมจากกรรมการจริงๆ (คิดแล้วยังหัวร้อน) . อ่านมาถึงตอนนี้แล้ว อย่าพึ่งตัดสินกันไปนะครับ ว่าผมมาให้ร้ายกับกรรมการ... เพราะความจริงแล้วการเป็นผู้ตัดสินที่ยุติธรรม 100% อาจไม่มีอยู่จริงๆ บนโลกนี้ก็เป็นได้ . เพราะการตัดสินให้ยุติธรรม มันยากพอๆ กับการบอกพ่อแม่รักลูกให้เท่ากันนั่นแหละ ถึงพวกเขาจะบอกว่ารักทุกคนเท่ากัน แต่ลึกๆ ในใจแล้วพ่อแม่ย่อมมีลูกรักคนโปรดกันอยู่เสมอ . ซึ่ง ”ทฤษฎีสมมุติฐานความเอนเอียง” สามารถอธิบายพฤติกรรมเหล่านี้แก่พวกเราได้ . คนเรามักมีอคติในการเลือกรับข้อมูล แม้ความเป็นจริงมีผลออกมาเป็นอย่างไรก็แล้วแต่ ในใจยังยืนยันความเชื่อเดิมของตัวเอง ซึ่งพฤติกรรมแบบนี้จะเรียกว่า ความเอนเอียงเพื่อยืนยัน (Confirmation Bias) . เพราะความคิดของเรามีข้อจำกัดต่างๆ และข้อจำกัดเหล่านี้ทำให้เรามี “อคติ” เกิดความลำเอียง ซึ่งเป็นเรื่องที่ติดตัวมนุษย์มาอยู่แล้ว ไม่ว่าจะเป็นเพราะรูปร่าง หน้าตา นิสัย หรือบางทีมันเกิดขึ้นเพราะเราตัดสินไปเองจากประสบการณ์ที่เคยพบเจอมา . เชื่อว่าหลายๆ ครั้ง กรรมการเองไม่ได้มีความตั้งใจตัดสินเข้าข้างฝ่ายใดฝ่ายหนึ่งขนาดนั้น แต่เคมีในร่างกายทำปฏิกิริยากับตัวเขา และสร้างสมมุติฐานจนเกิดความผิดพลาดในกระบวนการคิด (Cognitive Error) ที่จะส่งผลต่อการรับรู้ การแยกแยะ และการตัดสินใจ . สมมุติวันนี้จะมีเกมการแข่งขันฟุตบอลเกิดขึ้น สิ่งที่จะทำให้กรรมการตัดสินลำเอียงได้ สามารถแบ่งได้เป็น 3 พฤติกรรม ดังนี้ครับ . 1. เพราะเขารู้มากเกินไป! ก่อนเริ่มเกมทุกครั้ง กรรมการต้องศึกษาผู้เล่นทุกคนของทั้งสองฝ่าย ไม่ว่าจะเป็นการศึกษาโดยตรง หรือจากประสบการณ์ที่เขาเคยเห็นผู้เล่นก่อนเกมวันนั้นผ่านตามาบ้าง . พวกเขาสามารถคาดการณ์ล่วงหน้า มโนกันไปว่า ผู้เล่นที่มีพฤติกรรมแย่ๆ ก็คงทำตัวแย่ในเกมวันนี้ หรือ ทีมนี้ตลอดการแข่งขันทั้งฤดูกาล มีน้ำใจนักกีฬาแสนประเสริฐ มองว่าในเกมวันนี้ พวกเขาคงเป็นคนดีเหมือนเดิม . 2. เพราะเขารู้น้อยเกินไป! ตรงกันข้ามกับข้อแรกเลย เมื่อเขามีข้อมูลของการตัดสินเกมวันนั้นน้อยเกินไป ทำให้เขาสามารถคิดไปเองอีก ว่าคนนั้นคนนี้จะเป็นยังไง ซึ่งมันเป็นเรื่องหายนะยิ่งกว่าข้อแรกเสียอีก . สมมุติ มีนักฟุตบอลในสนาม หน้าไปเหมือนคนที่เคยแย่งแฟนเขา แค่เห็นก็ไม่ถูกชะตาแล้ว จะเอาอะไรไปตัดสินให้แฟร์ได้เนี่ย… . 3. สุดท้าย… เขาต้องตัดสินใจอย่างรวดเร็วในเวลาจำกัด! ไม่ง่ายเลย การมีกรรมการเพียงไม่กี่คน กับจำนวนนักกีฬาที่มากกว่าเท่าตัว คนดูในสนามนับร้อยพัน บรรยากาศเหล่านี้ ไม่เพียงสร้างความกดดันให้แก่นักกีฬาเท่านั้น กรรมการเองรู้สึกไม่ต่างกัน . บริบทเหล่านี้ เป็นสาเหตุให้ เหล่ากรรมการต้องดึงสัญชาตญาณของพวกเขามาใช้ ซึ่งด้วยพื้นฐานความเป็นมนุษย์แล้ว มันก็ต้องมีผิดพลาดกันบ้างแหละ (โปรดเห็นใจจารย์ด้วยนะครับคุณผู้ชม) . จากกรณีที่กล่าวมาทั้งหมด ไม่ได้หมายความว่ากรรมการจะตัดสินได้ไม่ดีอยู่เสมอไป สิ่งเหล่านี้ต้องได้รับการฝึกฝนมาอย่างดี . เชื่อว่า... ถ้าไม่ใช่กรรมการมืออาชีพไปทำการตัดสิน เหตุการณ์ในสนามแข่งขันคงเละเทะกว่านี้อีกหลายเท่า . Fighting ครับจารย์! . . Written by Supakorn Thepvichaisinlapakun Illustration by Kannala Pooriruktananon . . อ้างอิง: https://bleacherreport.com/articles/1599490-20-reasons-referees-are-the-worst#slide3 https://medium.com/@chanalaaa/cognitive-biases-for-product-develop-425459cd5530
Infinite Sound Studio LLC
Can Digital Equal Analog (Part 3) In my last post, I argued that the talent of the audio engineer matters more than whether sound gets processed through analog gear or through software. Skill is required to get excellent results, regardless. And, from the client's perspective, either path — analog or digital — could produce results that are sonically "equal". Wishing for More Wishes! Based on this series of posts, you might be tempted to think Infinite Sound Studio prefers digital gear and processing. Not so! If I could wish for gear — and for more wishes! — I would easily fill an entire building with the very best analog mixing consoles and rack processors: * SSL * Rupert Neve Designs * API * Harrison * Trident * Audient * Manley * Shadow Hills * Pultec * Tube-Tech * Universal Audio * Chandler * Bettermaker * SPL * Crane Song * Elysia * Kush * Maag * Great River * Coleman * A Designs * BAE * Millennia * Heritage * etc! I haven’t even listed manufacturers of microphones (besides Manley), audio cabling, sound conditioning, power conditioning, studio monitors, studio headphones, tube amps, etc. I get wistful thinking about it all! No joke. Welcome to the Real World Since you and I live in reality, we‘re forced to do our best with the available resources, right? Frankly, good analog gear is expensive! High-end digital processors can be expensive, too. However, the price range of decent digital gear starts much lower than the price range of quality analog gear. So, the barriers to entry are fewer with digital! The availability of good digital modeling of high-end analog components puts studio-building within reach for many. From that perspective, analog gear seems more like a luxury. Confirmation Bias Strictly speaking, analog gear is unnecessary. There's literally no "need" for it. Then why does Infinite Sound Studio use an entire rack of high-end analog gear for mastering? Simple: The experience of using a digital model vs. the real thing is like the differences between a VR simulation of driving a Jag... and actually driving one! That is not an exaggeration. The kinesthetic aspect of using high-end analog gear, along with the beautiful sonics — acknowledging that one merely "dances" with analog gear and never rules it — provides a much more gratifying experience than do plugins. Such are the ineffable qualities of high-end analog gear. Yes, it looks impressive to the client. But, most importantly in the studio, great analog gear, with amazing sonics and tactile interfaces, provides a lot more inspiration than digital facsimiles. And it looks cool. ;) Diamonds are Forever An aspect we have not discussed yet is longevity! Most professional analog audio gear will last a lifetime, if treated with respect. A colleague of mine (Richard Whittington at Sweetwater Sound) refers to this kind of hardware as “forever gear”. For examples, a Manley VOXBOX can easily outlive you! Place it in a clean, air-conditioned environment, treat it with TLC, and the only maintenance it might require is a change of valves... if ever! With aplomb, that VOXBOX will do its job until you are too old to operate it. This kind of studio equipment is often regarded as an investment. On the other hand, your digital signal processor hardware will show its age with time. For example, I have great respect for, use extensively, and strongly recommend Universal Audio’s UAD-2 platform. However, the ultra dense microprocessor technology in an UA Apollo interface cannot be revived with a simple “swap of valves”. The very best digital gear might remain relevant and functional for 15 years (or longer?), but it will lose most of its value. Not so with a Manley VOXBOX! What About the Apocalypse? As one participant elucidated in the comment section of my last post, an EMP (electromagnetic pulse) event would not be kind to microprocessors! The densest microprocessors — i.e., the “latest and greatest” — would fare worst, unless protected by some kind of prohibitively awkward Faraday cage. Meanwhile, most high-end analog gear would survive relatively unscathe
GreyCells
MARKETING ĐÃ TẬN DỤNG CÁC “LỖI” TƯ DUY CỦA CON NGƯỜI NHƯ THẾ NÀO? Đầu tiên phải nói đến các lỗi trong tư duy là gì? Cognitive bias (định kiến nhận thức): thói quen tư duy thuộc về bản chất, tâm lý con người, rất khó kiểm soát và nhận thức, do đó dẫn đến lỗi trong tư duy. Ví dụ “Confirmation bias”*(định kiến xác nhận) là “cha đẻ” của các nhận thức sai lầm vì nó làm cho chúng ta có xu hướng diễn giải những thông tin, dữ kiện mới sao cho “khớp” với các kinh nghiệm, lý thuyết, niềm tin và định kiến sẵn có. Và một khi có sự “không khớp”, chúng ta sẽ có xu hướng loại bỏ những sự thật, dữ kiện đó (disconfirming evidence). Hoặc khi chúng ta tin vào điều gì đó, chúng ta sẽ chỉ tìm kiếm những bằng chứng ủng hộ (confirming evidence) cho điều đó và cố tình che giấu những sự thật khác. Fallacy (ngụy biện): lỗi trong cách tư duy ví dụ như sự không nhất quán, sự không phù hợp của các lý lẽ hoặc cố tình loại bỏ các dữ kiện liên quan, đặt ra những giả định không phù hợp, không đầy đủ bằng chứng hoặc vi phạm những nguyên tắc của tư duy phản biện… Và thông thường cognitive bias có thể trở thành fallacy và ngược lại. Hầu hết cognitive bias và fallacy sẽ làm giảm chất lượng tư duy nhưng các Marketer và các nhà Quảng cáo thật sự đã rất tinh tế và khôn ngoan khi tận dụng các “sai lầm” về mặt nhận thức (trong vô thức) để tạo ra sự kết nối và gây ảnh hưởng lên tiềm thức các đối tượng khách hàng mục tiêu. Đầu tiên phải kể đến là “Story bias”*(định kiến về các câu chuyện). Tất cả chúng ta đều yêu thích các câu chuyện và các tình tiết gây cấn, vì vậy chúng ta có xu hướng cố tình “thêm thắt” các tình tiết vào những sự kiện đơn lẻ và làm cho nó trở thành một câu chuyện có ý nghĩa, hấp dẫn hơn. Chúng ta dùng những câu chuyện để giải thích, để tạo ý nghĩa cho thế giới xung quanh mình, giải thích những điều đã xảy ra luôn dễ dàng hơn là dự đoán những gì sắp đến. Trong hoạt động quảng cáo, chẳng ai muốn nghe những chi tiết nhàm chán như có loại chất hóa học nào trong chai dầu gội hoặc chúng ta nên gội đầu bao nhiêu lần mỗi ngày nhưng nếu là câu chuyện về bí mật của một cô gái để chinh phục được Mr.Perfect thì lại khá hấp dẫn để theo dõi. Và kết cuộc là các cô gái trong tiềm thức bị ảnh hưởng bởi câu chuyện của nhãn hiệu dầu gội trước khi nhận ra liệu sản phẩm này có tốt hay không. Kế đến đó là “Halo effect”*(hiệu ứng hào quang), là xu hướng đánh giá, con người hoặc sự việc theo giá trị bề mặt, bên ngoài mà không nghiên cứu kỹ bản chất bên trong. Ví dụ, một người có ngoại hình ưa nhìn sẽ luôn được đánh giá là thông minh, tử tế, đáng tin, có năng lực... Một CEO thành công trong sự nghiệp cũng sẽ thành công trong cuộc sống…Đây là một định kiến nhận thức, trong đó một đặc điểm của ai đó hoặc điều gì đó sẽ ảnh hưởng đến cách cảm nhận về những đặc điểm khác, không liên quan. Vẻ đẹp, ngoại hình bên ngoài là ví dụ tiêu biểu nhất. Và ngành Marketing, Quảng cáo đã biết cách tận dụng nâng cao giá trị sản phẩm thông qua liên kết hình ảnh thương hiệu với một điều gì đó hoặc ai đó hấp dẫn. Họ sử dụng người nổi tiếng mỉm cười với chúng ta từ quảng cáo truyền hình, bảng quảng cáo và tạp chí… Điều đó khiến cầu thủ nổi tiếng hàng đầu thế giới như Ronaldo trở thành một chuyên gia về dầu gội đầu. Halo effect giải thích tại sao những người nổi tiếng thường được mời quảng bá cho sản phẩm vì cuối cùng những gì còn đọng lại trong đầu người tiêu dùng là khuôn mặt hấp dẫn, lối sống mơ ước và sản phẩm đó. Hiển nhiên, tất cả đều diễn ra ở cấp độ tiềm thức. Cũng cùng một tác động đó là “Swimmer’s body illusion”*(Ảo giác về cơ thể của những vận động viên bơi lội). Những người tốt nghiệp từ đại học Harvard thường giỏi giang, xuất chúng có phải nhờ vào chất lượng đào tạo của trường hay không hay chính quá trình tuyển chọn, sàng lọc gắt gao từ đầu vào đã giúp họ có được những sinh viên ưu tú, xuất sắc nhất? Đâu là tiêu chí ban đầu và đâu là kết quả đạt được? Câu trả lời thật không dễ dàng. Trong thực tế, những người mẫu quảng cáo mỹ phẩm được chọn đóng mẫu quảng cáo bởi họ có làn da, nét đẹp tự nhiên sẵn có chứ không phải vì sử dụng sản phẩm đó làm cho họ xinh đẹp. Một sự thật ai cũ
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Boat Accessories :: Wakesurfing :: Boat Fenders :: Water Mats & More
Driving a boat for wakesurfing is a big responsibility. You need to know the rules on your chosen body of water, you need to be on the lookout for other boaters and possible hazards, and you need to give your passengers a safe, smooth ride. Our latest article provides quick tips on how to drive your boat for wakesurfing. https://www.missionboatgear.com/blogs/mission-wakesurf-blog/how-to-drive-your-inboard-boat-for-wakesurfing
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