Not Just P-Factor
... The force involved is p-factor...
Actually, the four major forces here are torque, p-factor, corkscrew slipstream and gyroscopic force. The relative importance of each depends on several factors.
P-factor is a function of angle of attack. It is relatively independant of power, and will reverse itself with a negative angle of attack. It produces mostly yaw (with some roll coupling).
Torque is the reaction to the engine spinning the propeller. Its effects are greater with high engine power, and more torque is produced with reduced RPM at a given power setting. It produces mostly roll with some yaw coupling.
The action of the propeller imparts a 'corkscrew' vortex to the propeller slipstream. This is again dependant mostly upon power, and the uneven forces (mostly on the tail surfaces) cause both yaw and roll forces.
The spinning propeller imparts gyroscopic forces on the airframe whenever the plane of the propeller is changed (including pitch changes for take-off and landing). Lightweight propellers and reduced RPM will reduce gyroscopic forces. Rolling will not cause any gyroscopic reactions, but yawing will cause a pitching force on the airplane, while pitching will cause a yawing force.
As you can see, manuevering flight will change the magnitude and sometimes even the direction of these forces - they will not be constant. Most pilots develop a 'feel' for how to counteract these forces, but understanding them helps to learn the 'feel.'
Pat