I worked for a charter operator for a few years which used the yaw method for determining the failed engine. When an engine failed you did what was required to keep the airplane in the attitude you wanted it in. When it came time to Identify the engine, you relaxed controll pressures slightly. Yaw left, left engine. Yaw right, right engine. This procedure works very well in reduced power situations (instrument approach, short final) and during moderate to steep bank turns (I don't want to open a debate about turning in to the inop engine but there is a FAA certifcation requirment for demonstrating turns in to the dead engine FAR 23.???)
Any way, I looked at the Yaw method being just one step above the dead foot, dead engine method.