Zero sideslip
John: During the development of Concorde, it was felt that side-slip would be a critical factor in intake control, and so a sideslip (beta) vane was fitted and had an input to the engine intake control units. As happened many times in other areas, during subsequent flight-testing the intakes were found to be far more robust than any other previous supersonic design and the beta-input to the EICUs was disconnected.
The happy byproduct of this is a side-slip meter fitted underneath the HSI. Engine-out takeoff and climbout is taught with zero sideslip - the pointer on the instrument is zeroed using rudder in the conventional way and it helps to achieve this by remembering this amounts to slightly less rudder than would be needed for zero-ball and a residual bank of 2 or 3 degrees. All 3 axes can then be trimmed out and best possible climb performance is achieved. Useful for 3-engines, very important for 2.
In practice it is no more effort to fly zero SS with small residual bank than zero ball with no bank - just slightly different datums which are no more difficult to trim for. The delta wing results in almost no roll/yaw couple and what little there is is elegantly looked after by the active fly-by-wire flying controls. It wasn't just the cruise speed that was years ahead of its time........
I don't know if the situation is different in terms of bank angle required because of the slender delta configuration, but I would guess 2-3 degrees of bank (zero SS) would be about right for most types? A side-slip meter (bit of string on the windscreen) should be fitted to all multi-engine transports......