Is the motion of the aircraft banking left or right

The Ailerons are located on the end of the wings; control the rolling motion of the aircraft. When the left aileron is raised or lowered, the right wing aileron moves in the opposite direction. This causes the aircraft to bank. The ailerons are controlled by the stick.

Is the rotation of the either aircraft up or down?
The "elevators" are located on the tail assembly, and control the aircraft's pitch. When the elevators move down, the nose will pitch down, and vice-versa.

Is the motion of the aircraft rotating either left or right?

The rudder is located on the tail assembly. It controls the aircraft's yaw. When you move the rudder left or right, your aircraft's nose will yaw in the corresponding direction.

As we all know, the rate at which your aircraft rolls is equivalent to the rate at which your aircraft can change direction. For example, imagine you've got some one on you're "six" and you're in a tight turn to the right. If you want to change direction to the left and try to throw him off, you  can (if you have got enough altitude) roll your aircraft onto its back , keep rolling until your facing to the left and then pull back on the stick to start the turn to the left. To do this quickly you should apply full rudder right and roll to the right, as you come to face left, centralise rudder and pull back on stick.  Similarly, if you have someone behind you (gaining fast) and you're feeling really lucky you can try to do that lazy roll to bleed off speed and attempt to make them over shoot. This is a dangerous move, I mostly use my "lazy rolls" when following people (so I don't overshoot).

The use of the rudder applies in the vertical fights as well. Say you're following some one through a series of high turns. You know when the guy climbs for a short while at say an angle of 45 degrees and then rolls his plane slightly  over onto its back , completing the move with an almost vertical dive. To keep on him when your climbing,  put on slight rudder in the same direction as you're climb then roll your aircraft through the identical move to his. Alternatively, climb as normal and at the apex of your climb give it full rudder and roll in same direction. This will put your plane onto its back and now you pull down into your dive (diving down onto your opponent, hehehehe).

Last but not least, the rudder can tighten your turn in the horizontal axis. Try putting your plane into a right turn, giving it slight right rudder. You will notice that your nose drops into the turn. Should you complete a full 360 turn you will also notice  that you have lost altitude. In fact, if you were to keep turning like this, you would eventually corkscrew your way to the deck(splash time). This corkscrew like move can make your turns really tight but at the cost of altitude (a precious commodity). Often you will see the veterans "corkscrewing" down to cut in behind and enemy, or if your real lucky they will be corkscrewing to throw your aim off when you are following them into a dive.

Another trick use you’re ruder to correct your aim. If your aims a bit off and you find the opponent just to one side of you, give it a little rudder and blast him from the sky! This is good for correcting in steep, fast diving attacks.

The throttle is the third control.
"Okay" you say, "so the throttle makes the plane go faster and slower, so what?" Were you aware that you can turn faster sometimes if you go slower? Yes, that's right, you can turn faster by going slower in the right situation. In a tight turning battle, when you use the Low Yo-Yo you cut throttle as you dip across the circle. Do you know WHY?  It’s because if you didn't the full speed of the plane would cause to you pull across the circle, instead of cutting a small scoop out of it. Cutting the throttle allows your plane to drop its nose inside the circle, and then bringing it back up allows you to maintain your course behind the enemy.
 

When doing the High Yo-Yo it is also important to cut the throttle. At the high part of the turn you cut the throttle so the nose will drop back towards the enemy. If you kept the throttle constant you would extend the turn into a long arc, and probably take so long it would let the enemy come around and get in a shot at you!
 

Triplanes are very heavy planes. For the most part they will usually fly at maximum throttle. One method of countering a triplane's turning power is to fly slower. The triplane will be flying so quickly that it may not be able to get in a good shot because of the closing rate. Also at that high a speed the Dr.I is so responsive that tiny movements of the stick result in large movements of the plane, making it hard to fly steadily and aim. (If the triplane slows down too much, he is likely to stall, will probably lose altitude, and  will be in most cases an easier target.) If you fly slowly against a triplane you will usually be very steady, and be able to get in some very nice shots. The triplane may very well overshoot his aim on you.( by flying slowly vs. a triplane, depending on which plane you are in, I mean somewhere between 6-8 on the throttle) Naturally you should be careful when flying slowly vs. a triplane, against an expert opponent this will not do you much good, or worse it may get you a backside full of lead!
 

It is important, though, in any situation to vary the throttle. The reasons for this are:
 

Varying your throttle will cause the buffered positions of your plane that your enemy receives to be more likely to be incorrect. This can result in a light level warp in your favor.

Flying at a constant speed it becomes easier for a good pilot to get on your six. Whereas when you vary he has to be constantly aware of how fast you are going or he may either overshoot you, or fly so slow he becomes a sitting duck.

Have you ever been flying along, and seen an enemy directly ahead and below you? Did you then nose the plane down? What probably happened was that you didn't cut the throttle. Maintaining full throttle and in a dive you went so fast you really didn't get in much of a shot, because you were closing so fast. The solution is simply cut the throttle enough to drop the nose. This will keep you from overshooting him, and give you time to nail him. (Naturally you should  keep enough throttle that you still have control of the plane.)
 

Sometimes when in a very weak plane (structurally) AFM like the Alb D3 when you find it necessary to dive steeply you will have to cut the throttle, probably all the way down to 1. When this happens you'll notice you lose almost half of the control of your plane. Even though you may still be going quickly due to the fact you are diving, your plane will react more slowly, especially if you go into a steep turn. Your choice here is to decide how quickly you have to make it to point X. Use your judgment, use the throttle!