How does a self-centering rudder affect left-turning tendency? In this answer to a question about controls, Peter Kämpf mentions the Klemm 35:


  ...the rudder has two narrow strips which are deflected slightly to the left and the right, respectively. This increases the force gradient over deflection for the first few degrees when the rudder is moved away from its centered position.


How does this interact with left-turning tendency coming from the engine slipstream? Normally, small movements of the rudder are needed to counteract the effect of the slipstream on the fin, so increasing the force required for small movements would seem to hinder rather than help the pilot.

On the other hand, I'd expect the right-pointing strip to be in the lee of the fin (as the slipstream passes left-to-right over it), which would reduce the force on it, letting the rudder move a little to the right on its own, which is exactly what you want.

What actually happens? Does the neutral position of the rudder change at different power settings when flying straight and level? Does this arrangement reduce your foot workload compared to other aircraft?
First, "adverse yaw" refers to the increased drag of a down aileron (and reduced drag on an up aileron) -- which mean that as you deflect the ailerons to roll left (in order to turn left), the adverse yaw makes the nose yaw right -- exactly the opposite of what you want. Therefore you balance any application of aileron with just the right amount of rudder to counteract the adverse yaw. This is called "coordination".

For any control surface (like rudder or aileron) there is a small "dead zone" around neutral, where movement of the surface does not have an appreciable aerodynamic effect. Those narrow strips reduce the size of that dead zone and improve control. Therefore they help, not hurt.

What you're talking about is what the FAA (and others) call "left-turning tendency". When flying straight and level, the engine power affects the amount of rudder required, and significantly so. At high power more right rudder is required, and especially so at low speeds like climbing. At low power settings less right rudder is required, especially at high speeds -- so in a descent many aircraft require left ruder to straight. (Of course this is most applicable to single-engine airplanes where the fin is in the propwash.)

To help the pilot with the forces required, surfaces have trim tabs -- see Why Pitch Trim Up/Down &amp; Roll Left/Right switches on yoke or control stick?

(Incidentally, many older small English engines like the dh Gipsy engine, https://en.wikipedia.org/wiki/De_Havilland_Gipsy_Major, turn the opposite direction so airplanes like the Tiger Moth that use that engine have a right-turning tendency and require left rudder.)