Yes, a simple illustration that there is a difference across the face of the blade.

WRT gyroscopic forces, Louw and mesae you both are approaching the same problem from opposite directions.

mesae you're talking dynamic state in a high G pull up and Lou is talking about steady state climb, and you both are stating the correct answer for each situation.

LouW, in your first reference of the steady state climb in your Chokee (yeah, Cessna's rule!) don't forget that there is a certain amount of down thrust in all GA planes to help minimize pitch changes with power changes. And downthrust in turn minimizes the angle of attack on the propeller disk that in turn reduces P factor thrust. Now put on your biannual check-ride hat and lets go do some slow flight. Full power nose way up and right rudder stomped to the floor trying to hold heading. THERE is where P factor is most event. The high speed airflow off the prop is going down the right side of the fuselage, trying to pull the airplane left, AND that same constant force, as you have previously stated, is reacting through the prop, engine hub, and engine mounts trying to pull the nose up further due to gyroscopic precession.

Now mesae, you're pulling a positive g dynamic pull up. in that case at the 12:00 position of the prop is being forced aft by the airframe but the mass of the prop reacts 90 degrees later at the 3:00, causing as you pointed out, a zeroing of any left yaw due to the high alpha you're pulling

Fascinating isn't it!