I have just come across this site and the question regarding mainplanes with individually controlled incidence instead of ailerons, so I registered and here's my ten-cents worth!
In my opinion, there seems little point in differential movement of the entire wing when rolling torque is best applied near the tips and not at the root, except maybe in small devices like missiles, models or relatively slow moving light aircraft. However, in larger aircraft the complexity and stress of the wing attachment points and insurmountable complications arising from wing mounted engines, fuel tanks, high-lift devices and especially landing gear, I
would certainly favour conventional ailerons as aeronautical development over the years seems to have proved.
However, as to the history of the idea of rotating an entire wing around its lengthwise axis:
There have been several aircraft made using this principal over the years,
starting around 1895 in the USA with Dr. George A. Spratt and later with his son George G. Spratt, they experimented with & built a large number of successful gliders, flying boats, land planes and even flying automobiles as joint ventures with Bendix, Consolidated and Bill Stout. All were aimed toward stable aircraft and safer aircraft control systems, and all of them used control wings in some fashion.
See Spratt entry in Aerofiles (sorry, it's near bottom of page) http://aerofiles.com/_sk.html
Note that there appears to be some confusion in designations as Aerofiles list only goes up to Model 107, but a Spratt 108 Controlwing (looking rather like a development of the 105, but maybe a typo) is on display in the Mid Atlantic Air Museum here: http://www.maam.org/aircraft/spratt.htm
Pictures and more info at: http://1000aircraftphotos.com/Contributions/BlackTed/9933.htm
Next there was the Cornelius LW-1 [X13706] of 1933, that to quote Aerofiles "was an improved version of the earlier Fre-Wing, this one without ailerons, as individually-controllable wings were used in this role". Side view here: http://www.aerofiles.com/corn-lw1.jpg
The above mentioned predecessor the Cornelius Fre-Wing [X182W] (spelling as registered but sometimes spelled Freewing). Good three quarter view here: http://www.aerofiles.com/cornelius.jpg This had variable-incidence parasol wing panels hinged at the centre section, but also had "Trailing ailerons" that actually appear to be aerodynamic tabs mounted on mini booms (presumably operated by the pilot to drive the pivoting wings rather than directly, which may have been too coarse and less controllable, but that's just my conjecture though as I have never seen any photos of this or the LW-1 in flight with differential incidence on view).
Maybe the most modern that I have seen is this French creation, Daniel Dalby's "Dragon One" picture and info here: http://www.pouchel.com/english/index_eng.php?p=dragon_eng.html
which it is said was possibly inspired by his earlier APEV Pouchel II
There's a brief video here
There's no real sign of the differential action :-( but at only +2°/-4° I guess it won't be too obvious! However, it does look quite stable, but I would have loved to have seen it turn and bank away! :-)
As the name of its predecessor translated to "Ladder Flea" and Spratt's flying car was nicknamed Flying Flea, I delved a bit on that theme and found this interesting site
It is mostly about Spratt's work and some others I've already mentioned. However, there are numerous links that I haven't explored yet and right at the bottom a link to a modern UAV and mention about a manned version, the Schmittle Aircraft Freewing MK-5 but the link is dead! However, these "Freewings" appear to be more of a self-controlled stability augmentation and stall prevention devices rather than a direct means of control and needs further digging :-)
I hope that this post, although it may not directly answer the initial question posed, it should help in showing the various attempts made to use the principle over the years.