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62                         U.S CIVIL AERONAUTICS AUTHOITY
 The use of brakes after a landing is subject of particular importance, as their use too soon is very apt to result in disaster by causing a ground loop instead of preventing one, or, by too precipitate action, causing a nose-up. In airplanes equipped with a full-swiveling tail wheel this tendency to cause ground loops is accentuated. As a general rule, students should not use brakes after landing until the airplane is under taxiing control. They will be much safer and learn much more by using the rudder and throttle only until they are well advanced in their flying. 
 The proper habits, formed during taxiing practice, are invaluable when learning take-offs and landings, since the "feel" developed in handling the ship at low speeds forms the basis for control during acceleration period of the take-off and the deceleration period after landing. It is therefore highly important that the student be taught to taxi without brakes and not be allowed to use them until he is proficient in taxiing without them.
 This student should be taught to be continuously conscious of the possible results of his handling of the airplane on other persons or property. The taxiing path should be so planned that other craft will not be endangered or damaged as a result of the flying particles in the propeller blast. This also applies to spectators, many of whom are potential customers. Consideration and courtesy are of paramount importance.
                                      NORMAL CLIMBS
 While the student has been practicing straight and level flight and the medium turns he should have been following the instructor through on the take-offs and climbs as well as glides, etc. He will therefore have some idea of the position of the airplane in a normal climb.
 A normal club is a climb made with power set for normal cruising and at an angle and speed which, when constantly maintained, will give the greatest gain in altitude in feet per minute.
 In the initial period the student will still have to resort to some mechanical means such as the position of some reference point on the nose in relation to the horizon for angle, and an airspeed indicator or the tachometer for speed. If the techometer only is used the student will, of course, note the loss in r.p.m., but after the initial loss it should remain steady during the climb.
 During the practice of normal climbs, which need not be too extensive, the student's attention should be called to the various means by which the reduction of speed from the normal cruising can be determined. Some of these are:
 1. Decreased pitch in the sounds of the air incident to flight.
 2. Decreased pitch in the sound of the engine or an audible evidence of loss of r.p.m.
 3. Tendency towards nose-heaviness of the airplane.
 4. The developing sense of  the attitude of the ship and the kinesthetic sensing of loss of speed.
 All of these will be useful in later maneuvers and the student should grasp their importance and be required to practice assuming the normal climb and holding it for short periods until he is able to use all of them to at least a limited degree.