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Disturbed - but how? An fixed wing aeroplane in a stationary, zero sideslip turn is roll neutral. There is no tendency from gravity to upright the roll. Not for a monoplane. Not for a biplane. Not for any number of fixed wings.

The last picture in the OP with the vertical lift vector for the rolled aircraft is wrong: the lift vector deflects with the wing and is always perpendicular to it, therefore always points though the CoG. The picture only considers the stabilising moment of the vertical component $L_v$. and conveniently disregards opposite moment of the horizontal lift component $L_h$, which magically counteracts the rolling effect of the vertical component.

Disturbed in sideslip caused by $L_h$: yes, this causes an aerodynamic rolling moment, from several mechanisms.

1. Wing/fuselage interference The high wing aeroplane tends to upright itself due to the usual sideslip direction in a turn, a low wing wants to increase the bank angle.

2. Wing anhedral or V-shape. Velocity w in the aeroplane Z-axis when the wing is not perfectly aligned with the airflow.

3. Wing sweep. The sideways velocity of the sideslip causes different relative velocities over the two wing halves.

Disturbed - but how? A fixed wing aeroplane in a stationary, zero sideslip turn is roll neutral. There is no tendency from gravity to upright the roll. Not for a monoplane. Not for a biplane. Not for any number of fixed wings.

The last picture in the OP with the vertical lift vector for the rolled aircraft is wrong: the lift vector deflects with the wing and is always perpendicular to it, therefore always points though the CoG. The picture only considers the stabilising moment of the vertical component $L_v$. and conveniently disregards opposite moment of the horizontal lift component $L_h$, which magically counteracts the rolling effect of the vertical component.

Disturbed in sideslip caused by $L_h$: yes, this causes an aerodynamic rolling moment, from several mechanisms.

1. Wing/fuselage interference The high wing aeroplane tends to upright itself due to the usual sideslip direction in a turn, a low wing wants to increase the bank angle.

2. Wing dihedral or V-shape. Velocity w in the aeroplane Z-axis when the wing is not perfectly aligned with the airflow.

3. Wing sweep. The sideways velocity of the sideslip causes different relative velocities over the two wing halves.

Disturbed - but how? An fixed wing aeroplane in a stationary, zero sideslip turn is roll neutral. There is no tendency from gravity to upright the roll. Not for a monoplane. Not for a biplane. Not for any number of fixed wings.

The last picture in the OP with the vertical lift vector for the rolled aircraft is wrong: the lift vector deflects with the wing and is always perpendicular to it, therefore always points though the CoG. The picture only considers the stabilising moment of the vertical component $L_v$. and conveniently disregards opposite moment of the horizontal lift component $L_h$, which magically counteracts the rolling effect of the vertical component.

Disturbed in sideslip caused by $L_h$: yes, this causes an aerodynamic rolling moment, from several mechanisms.

1. Wing/fuselage interference The high wing aeroplane tends to upright itself due to the usual sideslip direction in a turn, a low wing wants to increase the bank angle.

2. Wing anhedral or V-shape. Velocity w in the aeroplane Z-axis when the wing is not perfectly aligned with the airflow.

3. Wing sweep. The sideways velocity of the sideslip causes different relative velocities over the two wing halves.

Disturbed - but how? An fixed wing aeroplane in a stationary, zero sideslip turn is roll neutral. There is no tendency from gravity to upright the roll. Not for a monoplane. Not for a biplane. Not for any number of fixed wings.

The last picture in the OP with the vertical lift vector for the rolled aircraft is wrong: the lift vector deflects with the wing and is always perpendicular to it, therefore always points though the CoG. The picture only considers the stabilising moment of the vertical component $L_v$. and conveniently disregards opposite moment of the horizontal lift component $L_h$, which magically counteracts the rolling effect of the vertical component.

Disturbed in sideslip caused by $L_h$: yes, this causes an aerodynamic rolling moment, from several mechanisms.

1. Wing/fuselage interference The high wing aeroplane tends to upright itself due to the usual sideslip direction in a turn, a low wing wants to increase the bank angle.

2. Wing anhedral or V-shape. Velocity w in the aeroplane Z-axis when the wing is not perfectly aligned with the airflow.

3. Wing sweep. The sideways velocity of the sideslip causes different relative velocities over the two wing halves.

Disturbed - but how? An aeroplane in a stationary, zero sideslip turn is roll neutral. There is no tendency from gravity to upright the roll. Not for a monoplane. Not for a biplane. Not for any number of fixed wings.

The last picture in the OP with the vertical lift vector for the rolled aircraft is wrong: the lift vector deflects with the wing and is always perpendicular to it, therefore always points though the CoG. The picture conveniently disregards the horizontal lift component, which magically counteracts the rolling effect of the vertical component.

Disturbed in sideslip: yes, this causes a rolling moment. The high wing aeroplane tends to upright itself due to the usual sideslip direction in a turn, a low wing wants to increase the bank angle.

Disturbed - but how? An fixed wing aeroplane in a stationary, zero sideslip turn is roll neutral. There is no tendency from gravity to upright the roll. Not for a monoplane. Not for a biplane. Not for any number of fixed wings.

The last picture in the OP with the vertical lift vector for the rolled aircraft is wrong: the lift vector deflects with the wing and is always perpendicular to it, therefore always points though the CoG. The picture only considers the stabilising moment of the vertical component $L_v$. and conveniently disregards opposite moment of the horizontal lift component $L_h$, which magically counteracts the rolling effect of the vertical component.

Disturbed in sideslip caused by $L_h$: yes, this causes an aerodynamic rolling moment, from several mechanisms.

1. Wing/fuselage interference The high wing aeroplane tends to upright itself due to the usual sideslip direction in a turn, a low wing wants to increase the bank angle.

2. Wing anhedral or V-shape. Velocity w in the aeroplane Z-axis when the wing is not perfectly aligned with the airflow.

3. Wing sweep. The sideways velocity of the sideslip causes different relative velocities over the two wing halves.