What we say and how we, and the authorities, interpret what is said makes a difference. Indoctrination, emphasis, and even word order lead to orientation, belief, and default.

If stall is the result of the airplane or wing exceeding the critical angle of attack, the pilot seems less responsible.

If we emphasize reduction in bank angle to mitigate load factor, we may not utilize vertical space available by allowing the nose to go down naturally.

If Vx and Vy are emphasized, ground effect may be utilized less efficiency.

If artificial horizon is considered primary, rudder to bracket directional gyro or RMI may not be used primarily. Adverse yaw may be erroneously introduced.

If aileron is considered primary, rudder to bracket the centerline or any target may not be used primarily.

I have no problem with Wolfgang's "Stick and Rudder." It sounds smoother than Rudder and Stick. His orientation was correct. Others changed that orientation to accommodate integration of instruments. He had no problem with rudder as primary and with energy management rather than just pulling back on the stick in turns.

I agree that cause and effect should be emphasized more for practical training.

Blue skies,

Tom

Dynamic balance in pitch, roll, and yaw lead to one control input affecting balance in the other aspects as well. The controls that have the least affect on the others are elevator and rudder. Their placement on the longitudinal axis is more stable than ailerons, which cause both roll and adverse yaw.

Aerodynamics teaches the various disruptions such as gyroscopic precession, P factor, adverse yaw and such. Dynamic proactive rudder and elevator movement effectively deal with staying ahead of the airplane and keeping the longitudinal axis on target and the desired pitch attitude. Turning, with adverse yaw, is more complicated and the various aspects are harder to control, especially in rough air. Adverse yaw does not lend itself to dynamic proactive aileron control movement. We simply can't get ahead of it with aileron. Only rudder, except in the Ercoupe, can get ahead of it.

Cause and effect are all over the airplane. We can't always avoid adverse yaw, but we can avoid it unless we need to turn. Directed course and pitch attitude are best controlled with rudder and elevator only. Coordinated turns, either dynamic proactive or reactive, just introduce adverse yaw and unnecessarily complicate things.