Sorry Helimutt, I am just going to throw a wobly in on this thread, hopefully it will get back to your topic reasonably soon.
Lu: I have heard you quote the flapping arument before, the one that involves the leading blade flapping 'down'. I am under the impression that you may be refering to the result of the cyclic reaction that occurs in forward flight only. But in this scenario we must seperate the reactions taking place. I believe that 212man is correctly refering to the flapping 'up' of the advancing blade due to the increase in lift resulting from the increased forward speed when the blade advances. If you think in basic terms (which is the only way I can do it) The whole reason we have a reaction from conservation of angular momentum is because as the advancing blade flaps up the CoG moves inboard and the blade ties to lead, this leading may seen as a flexing of the blade or an actual movement from a hinge or a bearing. On the other side of the disk we have the retreating blade reducing its lift due to slower relative airspeed and therefor it flaps 'down', this in turn throws the CoG outward and the blade tries to slow down therefore we get the lagging of the blade. This is why we see it as a peace sign when viewed from above.
All of the above is refering to forward flight but Lu mentioned that we won't see the same sort of things in the hover. We do, especially when we pull in pitch. The blades cone up and we get conservation of angular momentum, seen as a leading of all the blades at the same time, the only problem is that at the same time the Nr is trying to droop through drag so we don't get any benefit from the reaction. The most important thing to remember in this scenario is that the reaction is only taking place while there is displacement (movement) of the blades from a previous position.
One last thing for Helimutt. You will and do see a reaction in flight when we get an increased or decreased load on the disk. Especially now that you guys are flying Robbinsons with govenors fitted. Take a look at the manifold pressure gauge when you get some gusty conditions, notice the change in power as the loads increase and decrease with the gusts, this is due to the governor working to maintain a constant RRPM. The coning angles change as a result of the gusts and therefore the RRPM tries to change as well (don't get me wrong there are heaps of things going on but this is highlighting what we are talking about).
Any way Helimutt, this thread should be fun from here. Hope you can keep up.
Cheers mate.