I'm not a fluids engineer so I invite help with specifics. I see some common control responses among various machines. While heavy equipment blades and buckets are controlled using internal hydraulic pumps, airplanes are controlled using external airflow changers. Where dynamic proactive control movement is necessary to nail a target, pump capability or airspeed determines whether fine or gross control movement is more effective.

The slowness of blade movement made control of the old cable controlled equipment awkwardly gross. Early pumps were weak resulting in similar gross control. Modern hydraulic pumps allow fine dynamic proactive precision. If old, don't use hand tools even for little dirt digging jobs. Rent a baby trackhoe and learn dynamic proactive control movement in ten minutes.

Airplane control movement is just as easy to learn. Fineness or grossness of control movement necessary is determined by the speed of relative wind over the particular control surface. I say particular because only the rudder and elevator receive prop blast. Dynamic proactive bracketing is possible with rudder or elevator but not with aileron.

Something I like to indoctrinate early is that the amount of rudder or elevator control movement is not critical so long as it is dynamlc and proactive. So to taxi the tailwheel airplane I require rapid and gross left right left dynamic proactive rudder movement to the stop to keep the yellow taxi line between our legs. This teaches where the rudder stop is, the necessity of keeping the target between our legs, the necessity of slow taxi, and the effectiveness of gross dynamic proactive control movement when slow. Dynamic proactive rudder movement needs to change from gross to fine as we accelerate on takeoff and change from fine to gross as we roll out on landing. Gross dynamic proactive elevator control helps bracket level fuselage in low ground effect just after we use aft elevator to get into low ground effect. Finer dynamic proactive elevator movement works as we accelerate in low ground effect.

Everyone learns that gross control movement is necessary when slow and finer control movement is necessary as we speed up, but an effective teaching point is that the grossness or fineness is not critical so long as it is dynamic and proactive. If we bracket the centerline between our legs continuously and faithfully, we are good. We need not worry about recovery from the start of ground loop if we simply bracket the centerline between our legs. No ground loop can happen so long as we keep walking the rudder dynamically and proactively to bracket the target. We don't have to sweat the timing for torque, gyroscopic precession, and P factor. We don't have to jab back if we don't allow lurch. We are already making quick and minor jabs continuously to bracket the centerline to prevent the lurch. Like Sundance in Butch Cassidy and the Sundance Kid, we're better when we move.

So just as quick blade control reaction to a stuck blade killing the engine on a dozer is not effective, quick rudder or brake reaction to longitudinal misalignment on the ground is not effective. Nor does quick aileron reaction to a turn on final maintain the centerline extended. Only using the anti-turn control, the rudder, dynamically and proactively to bracket the centerline will maintain the centerline extended. Will reaction work? Yes, if in time on the ground. No, never on final. Will making small correction turns on final ever bracket the centerline? No. Will not continuously walking the rudder on the ground eventually bite? Yes! Can fine dynamic proactive rudder work with nosegear airplanes? Absolutely!

Reaction to the start of ground loop is too late to be fine. It is late and has to be gross to be effective. It initiates gross dynamic reactive rudder movement to return to a bracketed equilibrium. Dynamic proactive braking is upset recovery.

The problem with the indoctrination that aileron is important for longitudinal axis alignment is that this enforces the muscle memory of maintaining automobile longitudinal axis alignment with dynamic proactive steering wheel movement. Aileron is too far from the centerline of the airplane to do this effectively. Even leading rudder and coordinating aileron to maintain alignment with the target (dutch rolls) requires considerable airspeed. As we decelerate, either before round out or after, the relative wind over the aileron becomes ineffective. Yes, without power/pitch, the elevator and rudder become equally ineffective. Anyway, we don't want to put a wing down further than crosswind drift control dictates and dynamic proactive aileron will mess that up.

Wing wagging, using aileron in a futile attempt to keep the airplane going where the nose is pointed or to maintain the correct crab angle, messes up any approach. It messes up any touchdown. It messes up any roll out. The fuselage or correct crab angle is never perfectly aligned with the centerline in a turn. We can correct misalignment with rudder yaw only. Coordinated turns are no help.

Getting on a unicycle, hovering a helicopter, or keeping the blade part of the bucket on a baby backhoe digging a full bucket without killing the engine will very quickly teach dynamic proactive balance or control movement because nothing else will work. Just taking baby buckets is no better than using a hand shovel. Just sticking it into the ground without moving the bucket control and the the arm the bucket is attached to dynamically and proactively will kill the engine. The target here is just enough bite to get a full bucket without killing the engine and there is no one perfect place to set the arm and set the blade part of the bucket.

Preventing ground loop rather than just reacting to the start of a ground loop requires dynamic proactive rudder. Many pilots have honed the quickness and skill to react in time and use differential brakes effectively if it goes too far. I have never honed that skill because I have prevented ground loop by continuously and faithfully bracketed the centerline (real or a distant target) between my toes. This however made me voice control only with students. Being a rudder walker myself did not give me the skills to react to the student's allowing a ground loop to start very well. Insisting on the apparent brisk walk rate of closure approach to decelerate on short final so as to touchdown slowly and softly on the numbers every time was my only defence. I was able to voice command them to keep walking the rudder long enough that in a very few feet of roll out they were slow enough to ground loop without damage to the airplane. I allowed that to happen so that they would actually know what a ground loop was and how it happened. After one they never did that again.