Kabz,
I think you are probably correct, the "KIS,S" principle is best for we pilots.
However, some like to complicate things further....
I think we are beginning to become involved in the cross-coupling effects of other aircraft movements. I perhaps need to re-state my case.
By deflecting the ailerons, we increase both profile and induced drag elements. Induced drag, as you will all know, is the drag caused by inducing lift, profile drag, in simple terms, is caused by something being stuck out in an airflow. The induced flow on the upgoing wing increases while extra lift is being produced, so it occurs while the wing accelerates in roll or has to provide more lift than the other for another reason. The opposite is true for the downgoing wing. Profile drag can be varied by a number of means, already mentioned. These methods (for example differential deflection) are employed by the aircraft designer to prevent or at least to minimise adverse yaw, as Tinstaafl has just intimated.
Adverse aileron yaw is the secondary effect of aileron. Once the adverse yaw has occurred, in obtaining the primary effect of roll to the required bank angle, it gets quite complicated because other effects come into play.
Sideslip occurs next, but the fixed fin surface is there to prevent it. Without it, there would be no way the aircraft could be turned in the conventional sense and the aircraft would continue to adverse yaw much further (if it were continued to be accelerated in roll) to the extent that control would be lost.
Most aircraft have good stability in roll. This must be opposed by some extra lift on the upper wing, produced by in-turn aileron being held by the pilot. This results in extra induced drag still being produced so some adverse yaw effect would be apparent without the pilot's input of in-turn rudder. That is what I meant by stating that adverse yaw is mainly a transient effect. I did use the term "MAINLY".
From a pilot's point of view, this requires a relatively large rudder movement while the aircraft is being rolled into a balanced turn, followed by a lesser amount of rudder being held all the time the aircraft is turning, we do this every time we turn the aircraft.
If you wish to obtain the max rate of roll into the max rate of turn such as in an emergency break for collision avoidance, you may need to input almost full rudder initially to keep the aircraft anywhere near in balance during the turn entry.
Airway,
Hope you aren't now more confused than before you asked this question.
