ORIGINAL: sky5jump
Looking at the first statement here. Right thrust was not intended just to combat spiraling slipstream. You also have P factor. When the plane is in a climb attitude the downward thrust on the blade has more pitch then the side traveling up. ( Yuou will notice a change in pitch if you look at a prop from the side then raise it to a climb position) This will cause the plane to pull to the left.
Also you have a oppisite reaction to the twisting of the prop. (most turn to the right from the cockpit) This wants to twist the plane to the left, in effect lifting the right wing and wanting to turn the aircraft left.
An with you tail dragger , you must remember Gyroscopic pression. When you take a spinning disc (The prop) and move it from its plane of raotation you will get a resultant force 90 degrees from the point of roatation. Meaning you have a tail dragger on the ground and on roll out you raise the tail. Applied force is to the top of the roatation Lets call it 12 o:clock. As this force is applied there, your re****ant force will be 90 degrees in the dirrection of rotation. Witch will be on the right side of the prop and cause the airplane to want to turn left. Same effect when you do a landing flare.
Right thrust is not used to correct for Gyroscopic Precession, since it works in different directions depending on which way the airplane is rotating. It tries to yaw the airplane left during a pitch down, but it tries to yaw the airplane right during a pitch up. During left yaw, it tries to raise the nose, etc. That is why flat spins tend to work better when spinning left. Indeed, many airplanes that flat spin to the left, cannot flat spin to the right (when upright). The opposite would be true for negative spins. Some so-called 3D planes have enough pitch authoritiy to overcome precesstion in a right positive spin, to raise the nose and go flat.