Get both volume 1 and 2 of flightwise, well worth it.
Ordered them all, thank you again for the suggestion.
JordanD
Well I had to consult someone who used to post here quite often to be able to understand this. Since Seagull was so vague with his reply and I just couldn't wait for the books to get here.
For a picture visit my facebook page:
http://www.facebook.com/brian.konsko
As for the discussion, I'll do my best to summarize. First, the AOA difference is quite small, calculated to 0.69 degrees difference when using a 10 degree sideslip with 4 degrees of dihedral. Which is made even smaller by the aileron deflection used to counter the over banking tendency.
Now to keep the discussion uniform: We consider a left slipping turn where the lowered wing, the left wing, is the upwind wing. The upper, right wing, is the downwind wing. They will be referred to as such from here on.
For it to make sense to me I had to consider stall propagation of an aft swept (delta) wing versus a forward swept wing. If you review how a stall propagates on each you'll find that the forward swept wing will stall from the root outward, where as the delta wing will stall from the trailing edge tip forward and inward.
If we apply this to the slipped condition, our upwind wing is just like the forward swept delta wing. It will stall at the root, which further exacerbates the stall propagation of your typical rectangular wing. Recall a rectangular wing stalls at the leading edge root outward and rearward. In other words, the upwind wings tip will be even further protected from stall.
The downwind wing, on the other hand, will now act like our aft swept delta wing. That is, the stall will propagate from the aft tip, forward and inward. This occurs because the extended chord line lengthens the boundary layer at the trailing edge tip, allowing it to separate more readily. All in all the end result is the upwind (top wing in our scenario) wing stalling first, with the stall propagation being a combination of both that of a rectangle and delta wing.
Finally, and what really nailed this home for me, was the correlation of this condition to what is experienced during a power on stall. Since a power on stall nearly always induces a left side slip due to the engines yawing tendencies, it can be expected that it will break to the right.