Cognitive Bias of Dunning Kruger Effect in Paragliding | Explained by Beni Kalin & Heli Schrempf

Hey, coming back to this darning critical effect and to your question, I think in paragliding it's a good thing to fly a lot and spend a lot of hours. When you when you go into speed flying or maybe into paragliding when let's say you wouldn't have to work and this is all you can do and you just do this all the time. I think then you are much more likely to get overconfident. It's kind of easy. It's not so scary both of it. You are close to the ground, you don't fly too much in turbulence. I think in speed flying it can be an advantage if you have some

breaks in between a couple of months where you don't fly, you know, for example, because it's spring and it's very thermic and then you go back to it and then it feels kind of fast again. And you were like, oh wow, this shit is fast. And it stops you a little bit from being overconfident. And I think as well for BASE jumping. But if you would go and speed fly every day, then this would start to feel very normal. And when it feels too normal, it becomes dangerous. And maybe it's a little bit the same if park hiding because you're fast, it's easy and you start to lose maybe the respect of it.

And then obviously it becomes dangerous. And when it comes to flying cross country thermallying that always includes turbulence. And turbulence is scary and we all have fear up there sometimes and some acknowledge that and some say they're never scared, which I never believe. But maybe that turbulence, that fear it, you know, like helps to not become overconfident as much as you do with speed flying or product ID. And I'm sure it's kind of similar with Aqua Flying. It's a very interesting topic because practice makes a man perfect kind of a thing or a woman as well. No discrimination but is usually the key and but taking breaks because too much of anything is

bad. I completely agree, but like you can get stuck in your head or be it whatever, overtraining is a very real thing and systematic fatigue sets in. Accumulative fatigue is is also a real performance rater. So if one can be aware of this. But I think this is where I can ask heli to come in on the closing comments. Heli coming in on stalls or anything like that. Is there a sweet number of stalls that a person can do or going above or below that number can be counterproductive or extra productive that you that you have seen from your ears of SIV training? I'm not sure if there's a sweet

number. The amount of stalls, let's say 100 full stalls on a wing will make you feel. I wanna say there's an amount of numbers what you should do, like a friend of mine, like somebody say one time, do it until you do it. You like to do it. It's not like that. You can go out there with lake. And so you want super scared of it that you can get out there and say, OK, now let's stall it with a good feeling. And it's not to do the full stall, it's the stall point again. And so some people get this feeling maybe about overconfidence, OK, too early

and say now I know how to do it. But if we got stomach feeling to do it and I cannot say to 101,000 or whatever, I think there are some people that can do 10,000 that would not learn

it. It looks like if you in the same curve, what we talked before, I get a lot of people like coming to me and say, Hey, heli, I want to learn heli. It's not. And I'm sorry, but I went this, this struggling with the parachuta and then I left that learn stalls again, change the mindset of it. And automatically they end up in the parachute. And then the step to start spinning the helico is just a small point so they can train 100 more stalls like they did. They will not come further. There will be no effort. And so as well as to start thinking, what can I change to

make it better? The same. Now I know it, there's a no, it doesn't work. OK, let's go again to understand what I'm doing. And as soon you start to try to get better, you're still in the stone, so there's no number. Guys, closing comments, if you have to make safety a habit, some baseline things that you should inculcate in your flying before we call it a day. I still think for me the choice of wing is one of the most important. The choice of the wing class when it comes to cross country flying is one of the most important things for your safety and if you know you can step up

or not, it's pretty simple. As long as you have collapses, just don't step up. Once you manage to fly 200 kilometres in a single day without collapses, maybe then you can step up. If you follow that rule, I think people will be a lot safer. That's such a good explanation. Our yeah, 200 OK, not collapsing on the same wing and still pushing the bar up to a point that you are able to go 200 in one. So it's quite a skill which will keep you safe on the next generation. Heli. Your thoughts before we call it today? If you have no collapses anymore and you can use your potential, you can fly your wing on speed

bar. You can use the full potential of the wing. That's the right time to step up as long as you're struggling to on your low B wing to fly more than four hours. You don't have to step up on the E wing on the high B1 on. Another maybe another thought is like, what do you want to step up even more? Like the other day I flew with my C note and I was so tired. It was so demanding. And I know this how being a 5, it's so easy. I'm like why do I do this to myself? For this 5% more performance? I take 3 times more risk. I make it 10 times more

stressful. Is that worth it? Do I have one thing? I'm not sure. I think you you mentioned it pretty well that step up based on your ability and not based on your dreams and and the pre show notes that we were exchanging. So your dreams will make you towards a lot of decisions. But to be honest with yourself, and this is almost impossible to sum up our two hour gem of a conversation. But if I have to take away, if I have to talk about some take away. Just fear is a good thing if it's healthy. Gives you a lot of intuition which you should listen to based

on which your decision making should look like. Social pressure on group dynamics will exists at any given pilot's career stage or take off, be it pushing full WAR in a gaggle full of triple CS, or be it launching your first few flights on a hill full of beginner pilots. That is not going to change. So that means the Dunning Kruger effect where you go into the peak of ignorance, which I know everything, then to a value of despair, I don't know nothing and slope enlightenment to true expert knowledge will come and go in your life. That is part of being a human pilot and just try and identify healthy versus unhealthy

confidence signs. There are enough emotional and psychological triggers that give you the headlines. And I think a little bit of coaches or instructors responsibility also lies on how to balance the expectations from the student where they can stretch them to push their limits, but also teach them to know their limits when they're by themselves. And then just figure out tools for building mental training, which is helpful in either coming back to the sport or walking away from the sport if shit hits the fan one day. Because eventually communication, commitment and clarity and honesty will decide how you take the take to the skies when you want to.

That's about it, all right. Happy flying everyone. I'll. Be flying everyone. Thank you guys. This was longer than expected but I think holy freaking lolly, this has to be one of the most informative and unfiltered episodes we have had on the show and you guys have been the most loved guests and that's why I decided to bring you both together. I guess I was like repeat lessons were just reaching skyrocket rocketing numbers on your solo episodes and I was like, you know what? It's about time we create some awesomeness together. From my heart, you guys. Thank you.