JT, in the A320 (and I'm sure this applies to other A3XX series aircraft) the normally YELLOW coloured ROLL/SLIP pointer automatically changes colour to a BLUE 'Beta Target' when engine failure is sensed. The FCOM describes this 'Beta Target' as a 'minimum drag' indication...it is no longer a pure 'slip' indicator. The FD is normally 'on' for all takeoffs and if you engage the autopilot at 100' (as recommended in Airbus SOPs) the final arrangement is a zeroed 'beta target' with the FD commanding a 5deg bank toward the live engine. This occurs in all situations...not just the near VMCA scenario.
I accept your point about this being likely to be somewhat unnecessary except in the near VMCA condition, but I can still see the advantage in the arrangement even at higher weights/speeds although the VMCA margin is indeed larger.
Perhaps you are already familiar with this stuff.
One question for you.
Many instructors use the old 'step on the sky pointer' or 'boot in the ball' phraseology when teaching engine out to ab initio students in jet conversion. Do you know why Boeing prefers the 'diplaced yoke/aileron control' method? I have my views but would be interested to hear yours.