I have a few questions and suggestions to contribute. I think the taildragger example is a bit off, since the key player in the actual tail rising is also gyroscopic precession; think of it this way: by rotating the disc, you are "pulling" the top; as with all other gyroscopes, this "pulling" is felt 90 degrees early, so it results in a pulling on the right side of the prop, and thus a left turning tendancy. This is why just as the tail is coming up, you have to give a jab of right rudder to keep the tail straight. Point number 2: I don't think you can call high angle of attack situations abnormal; if you have a landing on the main wheels, you are flying at a high angle of attack. If you descend straight ahead with the airplane perfectly level, you still have a fairly high aoa, depending on the descent angle. Remember that the aoa is the difference between the direction you are going and the direction you are pointed. point number 3: The critical engine is determined almost entirely as a result of p-factor, since p-factor is what displaces the center of thrust further away from the longitudinal axis of the plane in the first place, and that is how accellerated slipstream works too. It is hard to explain critical engines to someone if he doesn't understand p-factor.

Also, be careful not to oversimplify propellor blade angle of attack; just because the blade angle is 15 degrees and the nose is 15 degrees doesn't mean that the blade is 30 degrees. In fact, it will be much much less than that, maybe 16. The rotation of the prop will greatly reduce its angle of attack, and the aoa of the blade is extraordinarily complex. In this case the aoa is still the difference between the direction it is going and the direction it is pointed, but the "it" is not the airplane; the aoa of the blade is the difference between the chordline of the blade's airfoil and the direction the blade is going, which is much more a matter of round and round than it is a matter of forward. If you have trouble seeing how complicated this matter is, remember that in addition to the prop blade rotating on a plane, and thus having a changing aoa along the length of the blade (bug on a record player), it is also inducing its own airflow, and that will reduce the aoa. As airplane airspeed changes, aoa will also change in the same way. This is why on the ground the engine may spin up to 18000, but it may climb much higher than that in a "winding up" dive from far aloft, as the blade aoa is reduced, and thus the blade's induced drag.