Fortyodd2
Apart from a fairly large application of rudder, I cannot image that the drills you would have used on the A320 suffering an engine failure at FL 300 & 500Kts would be the same as those in a Dakota on a half mile final.
For differing reasons, neither of those are likely to require a "large application of rudder" by the pilot.
For fixed wing pilots 'dipping in' to this conversation I will just reinforce where the similarities, and where the diffences lie.
In a fixed wing, airspeed is the thing that will keep you alive. Lack of it will kill you. In a helicopter, airspeed is usually considered largely irrelevant, it's Rotor RPM that keeps you alive.
Have a power disturbance in a FW and the pilots eyes are likely to be glued to the airspeed indicator (speed tape?) Have a power deficit in a RW and the pilot will be concentrating on rotor rpm above everything else. Even identifying a suitable forced landing site cannot override that.