May be the case for light aircraft Lu, but that method of recovery does not hold good for the aircraft which Dutch Roll affects the most. Big jets flying at high altitudes with correspondingly high TASs undergo marked changes in their stability. Directional stability is reduced whereas lateral stability is increased. The resulting roll/yaw mismatch is Dutch Roll.
In this circumstance, use of rudder will result in a very powerful and rapid secondary roll response therefore compounding the problem. The only pilot response which will work is a short sharp aileron input just as the wings are about to reach level to try and prevent further roll.
I had this question in my last airline interview.
Of course, the solution is to have a serviceable yaw damper. All the big jets I have flown have them - one had a roll damper as well. All were MEL items with the exception of the 747 where Dutch Roll is minimal.
With regrds to the origin of the term, I once heard it originated from the rolling motion of Dutch sailing barges - so this could be true.