Why not use the yoke to control yaw, as well as pitch and roll?
The modern control yoke is directly derived from the "joystick" control that became standard on aircraft in the days when Glenn Curtiss personally ran the company that was the main competitor to the Wright brothers.

After inventing aileron control (the Wrights were still using wing warping at the time -- this was before 1910), Curtiss needed a way to control movement of the ailerons, and subsequently of the rudder.  The original 1903 Wright Flyer had the wing warp controlled by sliding the pilot's platform (a flat surface, on which the pilot lay prone) right and left, and coupled the rudder, so that roll and yaw were inseparable.  Curtiss decoupled them, and needed to add a third control -- and since he was also sitting upright, even in his first airplane, his feet were available.

Running the elevators and ailerons on the control stick was obvious, and it was equally simple to put one's feet on a bar that directly operated the rudder -- and this layout became the standard almost instantly.  Even the Wrights adopted it before they demonstrated their Flier to the Army.

Over time, there have been a few examples of variations.  Airplanes that brought back coupled rudder and aileron, like the Ercoupe, let the pilot fly with "feet flat on the floor" -- and it seems to me there was at least one design, from the biplane era, of a transport aircraft with rudder operated much the way you describe; a control wheel mounted on a joystick, with stick movement controlling roll, and wheel rotation controlling yaw.

The fact this has only appeared in a very small number of designs suggests that, as noted in a comment, it's a bad idea to change something that's been long standardized -- yet, we have a good number of aircraft, ranging from sailplane to jet fighter and large transport, that use "sidestick" -- in which, in the transport case, the pilot in command actually flies with his left hand, while the copilot flies with his right.  Joysticks continue in wide use as well, especially in smaller or higher performance aircraft, or those with ejection systems.

The other, and I believe the main reason we don't see control schemes like what you describe is that it becomes impossible to maintain precise, separate control of roll and yaw.  When the same pair of hands are doing both jobs, the brain will mix them together, or in trying not to, will reverse mix (leading to a forward slip or a skid, the latter widely considered very hazardous at low altitude and speed).  If you have an aircraft in which it's difficult to avoid mixing either adverse or proverse rudder while applying aileron, it'll be difficult to land or take off in crosswinds, hard to maintain a precise final approach, and nearly impossible to fly high precision maneuvers (like air to air refueling or tight formations).