(Note: this image is outdate - new gliders have best glide at faster than trim.) This helps me visualize the trade off between altitude, speed, distance, and risk of stalling. If I'm trying to minimize short-term sink (for instance, to stay in a thermal or maximize my flight time), I should fly at minimum sink. However, if I am trying to fly far, such as to reach a far away LZ, I should fly at best glide. All of which is using more controls than trim. Also, I will take care not to confuse minimum sink with stall-inducing slowness!
Dennis Pagen's book recommends a different style for landing than the one I've learned so far. Basically, come in steep and then roundout to have a long horizontal stretch before landing.
The book says this is the primary way that most aircrafts land, since it is very flexible for different landing areas, weather conditions, and pilot inputs. DBF stands for downwind, base (perpendicular to the wind), and final stretches. Once you learn the right heights and angles at which to make each turn, DBF enables you to land in most situations.
One of the first things I heard about paragliding accidents was kravats: when a tip folds and/or lines at the tip get tangled. With this I learned to carefully brake a bit on the other side (taking care to avoid a stall) to avoid a spin. I remember Jesse telling me to pull the stabilo (line connected to the tip) if I have a cravat, and the book suggests also pumping that side's brake, and to try big ears.
This may seem obvious in retrospect, but I'm hoping to drill it into my brain so that I never fly in rotor. At Lift, Jesse and Harry are always looking at wind direction and strength at at least four locations: the ground, the 300' hill, the 600', and 1750'. If the higher launches have wind from a different direction than the 300 or the ground, that's a sign that the lower wind might be rotor, not its own independent stream.