14 CFR § 25.351 - Yaw maneuver conditions.
---
identifier: "/us/cfr/t14/s25.351"
source: "ecfr"
legal_status: "authoritative_unofficial"
title: "14 CFR § 25.351 - Yaw maneuver conditions."
title_number: 14
title_name: "Aeronautics and Space"
section_number: "25.351"
section_name: "Yaw maneuver conditions."
chapter_name: "FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION"
subchapter_number: "C"
subchapter_name: "AIRCRAFT"
part_number: "25"
part_name: "AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES"
positive_law: false
currency: "2026-04-05"
last_updated: "2026-04-05"
format_version: "1.1.0"
generator: "[email protected]"
authority: "49 U.S.C. 106(f), 106(g), 40113, 44701, 44702 and 44704; Pub. L. 115-254, 132 Stat 3281 (49 U.S.C. 44903 note)."
regulatory_source: "Docket No. 5066, 29 FR 18291, Dec. 24, 1964, unless otherwise noted."
cfr_part: "25"
---
# 25.351 Yaw maneuver conditions.
The airplane must be designed for loads resulting from the yaw maneuver conditions specified in paragraphs (a) through (d) of this section at speeds from V<sub>MC</sub> to V<sub>D</sub>. Unbalanced aerodynamic moments about the center of gravity must be reacted in a rational or conservative manner considering the airplane inertia forces. In computing the tail loads the yawing velocity may be assumed to be zero.
(a) With the airplane in unaccelerated flight at zero yaw, it is assumed that the cockpit rudder control is suddenly displaced to achieve the resulting rudder deflection, as limited by:
(1) The control system on control surface stops; or
(2) A limit pilot force of 300 pounds from V<sub>MC</sub> to V<sub>A</sub> and 200 pounds from V<sub>C</sub>/M<sub>C</sub> to V<sub>D</sub>/M<sub>D</sub>, with a linear variation between V<sub>A</sub> and V<sub>C</sub>/M<sub>C</sub>.
(b) With the cockpit rudder control deflected so as always to maintain the maximum rudder deflection available within the limitations specified in paragraph (a) of this section, it is assumed that the airplane yaws to the overswing sideslip angle.
(c) With the airplane yawed to the static equilibrium sideslip angle, it is assumed that the cockpit rudder control is held so as to achieve the maximum rudder deflection available within the limitations specified in paragraph (a) of this section.
(d) With the airplane yawed to the static equilibrium sideslip angle of paragraph (c) of this section, it is assumed that the cockpit rudder control is suddenly returned to neutral.
[Amdt. 25-91, 62 FR 40704, July 29, 1997]