Z-. .. .Two thoughts on your second point.. .. .The amount of force the rudder produces depends on the airspeed squared, and on the rudder's angle of attack. Therefore as you decelerate you will need progressively more rudder deflection in order to maintain zero slip (and thus directional controll). . .. .As you increase bank angle you increase the horizontal componate of lift. The horizontal componate of lift reduces the effort required from the rudder. This can be easily demonstrated with 15 to 20 degrees of bank into the operating engine. The airplane may be descending at this point, but I'm not concerned with the ability to maintain altitude at this point. The FAA estimates the 3 knot decrease in Vmc per 1 degreee angle of bank. . .. .You can continue to add the bank up until either the wing or rudder stalls. The short ride to the earth will be quite exciting.. .. .Excepts in a few rare situations, I have always run out of rudder before the ailirons working around single engine Vmc.. .. .Since the lift is greater on the one side, drag must be greater as well. Wouldn't this off set some of the turning tendiancies?. .. .When all is said and done, in a light twin, would a pilot even notice the differance in airspeed? If you were flying a P-3 maybe but an old Senaca 1 I doubt it.