Hola Moggiee -
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Please be aware that I always indicate clearly what airplane type(s) in any discussion regarding, shall we say, procedures, or performance. Specifying the type permits then to apply/compare to the type(s) aircraft you fly.
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I mentioned that the PanAm 747s were devoid of rudder pedal NWS, and yes, my pilot experience includes many PIC hours flying the 707s, which never had any nosewheel steering on rudder pedals. Despite that, while requiring some amount of limited steering on tiller, good effectiveness of the rudder was obtained as early as 40-50 kts. Weather conditions of 30 kts direct crosswinds are not an everyday situation.
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I see you deal with Hawker HS-125... In my F/O and F/E days with PanAm, with limited salaries, I was moonlighting as a part time Lear Jet type rating instructor, and practiced numerous "V1 engine failure" power cuts... and this not in a simulator, but in the actual aircraft - a nasty little airplane, the LR-24, where an engine slammed to "idle" at V1 plus a few knots required full rudder application, and a prayer of hope... I estimate that I survived some 500+ "engine cuts" and... I am still alive.
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I had a trainee slamming on the wrong rudder one time, and a buddy instructor had a trainee wearing "high heel cowboy boots", and by pushing the rudder, the heel got jammed under the rudder pedal. From then on, we required trainees to wear Nikes or Adidas sport shoes, no Guccis, please.
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I am just your average line pilot, nothing spectacular, but I have excellent reputation as classroom, simulator and line training instructor, and I take pride in a 99.9% pass rate of "my guys", if they survive my bad humour and corny jokes in the classroom. Being a clown is a teaching technique.
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When I write something about flying an airplane, believe me, I try to do it for the benefit of all pilots, should they be trainees, or experienced. I have been paid to teach, study and learn for my entire career, and I learned a lot from my trainees as well.
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:)
Happy contrails

Bottom line...
 

In summary, at the risk of sounding un-aviation like, the Critical engine is the one, that should it fail, it generaly creates the most asymetrical yawing tendencies, creates the most drag, puts the most damper on performance...and requires the pilot to put the most opposite or correcting imputs to deal with a critical engine failure.

If you use this analogy, every aircraft has a crtical engine...even jets due to the rotation of the engines, slipstream affects..

IMHO...the critical engine is really the one that the PILOT has the most hard to time with...like some people deal with right crosswinds better then others, or if the left engine is out, they just turn better to the left, then they do to the right..

This might be splitting hairs, but planes don't fly themselves, pilot's do.

It's purely a semantic point as to how the term "critical engine" is defined for the purposes of certification.

Yes, in certain circumstances on a jet aircraft it is worse to lose one engine than the other. Xwind takeoff is just one example.

The most critical engine on any twin-engined aircraft is the one thats still working.