yxcapt,. .. . </font><blockquote><font size="1" face="Verdana, Arial, Helvetica">quote:</font><hr /><font size="2" face="Verdana, Arial, Helvetica">As long as the airplane is not in a slip (a yaw string used not the ball in the slip/skid indicator), wouldn't the lift on both sides be equal</font><hr /></blockquote><font size="2" face="Verdana, Arial, Helvetica">No, that only indicates that the sum of the rolling moments is equal to zero, the sum of the rolling moments due to sideslip, yaw, aileron and rudder. Aileron deflection alone should indicate to you that the lift distribution on either wing is different.. .. . </font><blockquote><font size="1" face="Verdana, Arial, Helvetica">quote:</font><hr /><font size="2" face="Verdana, Arial, Helvetica">As airspeed decreases, you normally run out of rudder well before ailiron control. As you continue to bank into the operating engine you can continue to decrease the speed at which directionial control is lost at a rate of 3 knots per degree of bank.</font><hr /></blockquote><font size="2" face="Verdana, Arial, Helvetica">No, as you increase the angle of bank the vertical component of lift is decreased and therefore you will need to increase the AoA to get the same lift, before long you will stall/spin.. .. . </font><blockquote><font size="1" face="Verdana, Arial, Helvetica">quote:</font><hr /><font size="2" face="Verdana, Arial, Helvetica">So I guess I'm not sold on the slip stream effect in this case</font><hr /></blockquote><font size="2" face="Verdana, Arial, Helvetica">The airflow behind the windmilling prop is very disturbed, behind the good engine an artifically increased IAS from slipstream.. .. . </font><blockquote><font size="1" face="Verdana, Arial, Helvetica">quote:</font><hr /><font size="2" face="Verdana, Arial, Helvetica">I'm also not sold on the theory I presented in my first post, but it does make some sence.</font><hr /></blockquote><font size="2" face="Verdana, Arial, Helvetica">I am not also, but not for the reason you presented, a high relaive airflow angle makes the P factor (Centre of Thrust Position) critical. An analyis on the relative airflow angle, flap setting and IAS OEI would be needed.. .. .Z