I would not go so far as to make an overly generalized statement. Oversteering is simply a technique to manipulate fore-aft balance and have it effect things...possibly in some circumstances for good and possibly in some circumstances for worse.
Here is a diagram I just whipped together:
This is overhead view looking down over a bent ski. The snow is rushing by (indicated by the green lines) and creating reactionary forces against the edge of the ski. Because the ski is bent, the front of the ski has more steering angle then the rear. This has an airplane wing kind of effect, the tip gets pushed on more than the tails.
In its most simple sense, this is what causes skis to turn, including arcing, smearing and everything else.
The above shows why the ski will self-steer, which is to say, it will twist like a pinwheel relative to the feet in the middle of the ski. The front of the ski will be pushed on more then the tail...so thus...the ski pinwheels.
The above also shows why if a ski has sufficient edge angle it will "carve", which is to say it will be deflected in this case to the skier's left.
When the ski self steers and deflects at the same time, you have a ski turn.
Numerous factors can contribute to how the ski will be pinwheeled and deflected into a carved ski turn. If the front of the ski has way more pressure then the rear, then the ski/snow reactions will create a lot of angular momentum in the ski (ie, pinwheeling of the ski). That is what happens when the tails wash out, fan out, twist out, etc. (note that is not neccesarily "bad", it may be what you need in some situation, but its NOT a very good carve action and deflection to the skier's left in that case would be reduced significantly in favor of pin wheeling, also the skis will either go flat and lose engagement and speed control, or eventually chatter).
If the rear also has some decent reactionary force, due to fore-aft balance and sufficient edge angle, then the ski will still self-steer itself into a pin-wheeling effect, but in a reduced and more manageable way. The ski will have more deflection to the skier's left in that case. The most extreme case of this is an arcing turn where edge lock constrains pinwheeling to the absolute minimum and provides the maximum possible deflection to the skier's left.
So in the above; both fore-aft balance considerations, as well as edge angle, contribute to the way the front and rear of the ski will react to the snow like an airplane wing and turn the skier, with more or less pinwheeling (self steering) and more or less deflection (carving).
But all of the above is further complicated by overall steering angle, which effects both the front and the rear. The more steering angle you have, the more the reaction force, and slowing of the ski, or slowing of each part of the ski at different rates, etc. At some point the snow reaction will not be deflecting much to the side, but will have more of a slowing effect on the skier.
In addition to that, a ski with a lot of steering angle will also react differently then small steering angle, and not in a consistent way either, because the edge angle and fore-aft balance all interacts with that in different ways too. Large steering angle has more of a braking effect, smaller steering angle has more of a turning effect, and combined with high or low edge angles also has dramatically different outcomes... Also the reactionary force ratio between the front and back is way different with a ski having minimal overall steering angle vs one with a lot of over all steering angle...which what we are really talking about is how much steering angle in the tail of the ski...perhaps that is Rick's "skid angle". Lots of skid angle changes the reactionary force ratio between front and back...creating totally different dynamics, not neccessarily good for making ski turns. A washed out tail generally is going to turn the skier less and pinwheel them more. On the other hand if you pivot a lot and set the edges hard with a lot of skid angle...then the ski will abruptly change the direction its sliding and reduce its own steering angle in the process.
So now in terms of manipulating the airplane wing effect of the ski, so far we have edge angle, fore-aft balance, initial overall steering angle, and amount of ski bend....all influencing the way the ski interacts with the snow and makes a turn.
All of the above, without twisting the ski manually.
If you twist the ski manually, that will create more steering angle...and depending on numerous factors that might be ok or might not. Highly edged skis generally will chatter if you try to do that. flatter skis will tend to wash out when you do that as the rear of the ski in particular will lose engagement and pinwheel the ski. But sometimes that is what you need to do too.
Hope you can see how complicated this is and its simply not as simple as approach A vs approach B. There are numerous inputs that effect things in complicated ways