ORIGINAL: britbrat
I'm looking back nearly 50 yrs, but I'm pretty sure that I recall seeing the torque rings spiraling from left to right over the top of the left side of the airframe & under the right side of the airframe. That would fit with the slipstream theory.
Have a look here;
http://www.zap16.com/images/kb04%20B...take%20off.jpg
C-130's are great for this. Note the spiral goes up and over the top of the fuselage (wing in this case) from right to left. If you visualize this spiral wrapping around the fuselage, you can see that it would strike the fin on the right side, causing higher AOA on the left side, resulting in a yaw to the right. The classic slipstream explanation has the spiraling air going the other way and thus left yaw.
WRT P-factor -- while your explanation of differing angular velocities is correct, somehow you have failed to note the more important effect from the differing right-left angles of attack, resulting from a positive AOA. This amplifies the effect of assymetric angular velocity.
If you do the math, and Peter Lert did a great job of this in a Pilot magazine many years ago, the forces due to the angular velocity differences were an order of magnitude higher than those caused by the differing AOA's.
Getting back to torque effects -- you are looking at this issue solely from the point of aerodynamics & full scale aircraft. In that sense I agree with you, however, full scale situations frequently do not relate directly to model operations. In the case of FS aircraft, the effects of torque are minimal, -- largely because the huge majority of FS planes have limited power output (very limited compared to models) and they usually operate from hard surface runways. Those that operate from grass etc have wheels that are large in relation to surface roughness. Models are strongly affected by surface roughness & they have very powerfull engines. Even a low powered 40-size trainer has a power (or thrust) to weight ratio exceeding that of WWII fighters. They also have considerably lower polar moments of inertia. Engine torque assymetrically loads the landing gear of models to the point where the differential wheel drag alone will cause a model to swing left. In other words torque reaction has a pronounced effect on model tracking during take-off.
I agree on the ground tracking point, torque loads on the landing gear could cause veering to the left. But this torque is countered by the landing gear pressing against the ground. Once the aircraft is airborne, a right engine off set still can't stop or effect rolling due to torque.
Thank you for making this a discussion!