Is this an accurate description of the design process for modern jet airliners?
If not, why not? What other factors come into play in determining the choice of dihedral angle?
Designer starts by assuming that aircraft's automated systems will maintain zero sideslip (defined as zero "yaw string" deflection) at virtually all times, except in rare cases such as when pilot is using rudder to (perhaps only partially) "kick out the crab" just before touchdown in a crosswind landing
Therefore effect of dihedral on lateral stability, yaw-roll coupling, "Dutch roll" oscillations, etc is essentially irrelevant (i.e. can be assumed to be zero, so long as the automation keeps working as described above)
Therefore choice of dihedral angle is based entirely on a) structural considerations-- what geometry is most compatible with a lightweight, strong structure and b) wingtip and engine nacelle clearance considerations-- what geometry allows adequate wingtip and engine nacelle clearance at bank angles likely to be encountered during takeoff and landing