Constant rudder movement, by definition in time, saves nine emergency rudder jabs.
An ounce of rudder bracketing of the centerline is worth a pound of emergency rudder and/or brake jabing.
Why does the nose try to go down when I pitch up or turn?
Why does the nose yaw the wrong way when I bank to turn?
Why is the rate of turn so slow and I feel like I am slipping toward the turn?
If I want to yaw slightly/dynamically to bracket a target, why would I use any aileron?
Why is it so quiet in here?
If I am in a strong downdraft, why would I want to pitch up and slow down?
If I am in a strong updraft, why would I want to pitch down and speed up?
If I am climbing poorly at a very slow airspeed, why would I want to slow further?
If I am accelerating nicely in low ground effect and there are no obstructions, why would I want to pitch up?
If there is lower terrain or a hole through the trees, why would I try to outclimb terrain?
If there is rising air near and parallel to the ridge, why would I want to stay away from or go over the ridge?
If I can turn at 1 g and make a good emergency landing zone, why would I not want to do that?
If I have some altitude, why would I refuse to use the potential energy of altitude in an emergency?
If I can land slowly, softly, and safely on the numbers, why would I want to go over the numbers fast, round out, hold off, and float well down the runway?
If I can safely land short of a problem, why would I want to go around?
If I can safely rudder turn around a problem in ground effect, why would I want to try to climb over it?

#7: Why is it so quiet in here? Because 5 seconds ago you switched from LEFT to BOTH on downwind, but you actually switched from RIGHT to OFF.

That's one of those if you don't like what you get from a control input, put it back.