ASTM F3232/F3232M-23a

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: F3232/F3232M − 23a
Standard Specification for
Flight Controls in Small Aircraft
This standard is issued under the fixed designation F3232/F3232M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope for use is indicated. In all cases later document revisions are
acceptable if shown to be equivalent to the listed revision, or if
1.1 This specification covers international standards for the
otherwise formally accepted by the governing civil aviation
flight control aspects of airworthiness and design for “small”
authority; earlier revisions are not acceptable.
aircraft.
2.2 ASTM Standards:
1.2 The applicant for a design approval must seek the
F3060 Terminology for Aircraft
individual guidance of their respective CAA body concerning
F3061/F3061M Specification for Systems and Equipment in
the use of this specification as part of a certification plan. For
Aircraft
information on which CAA regulatory bodies have accepted
F3116/F3116M Specification for Design Loads and Condi-
this specification (in whole or in part) as a means of compli-
tions
ance to their Small Aircraft Airworthiness regulations (herein-
F3117/F3117M Specification for Crew Interface in Aircraft
after referred to as “the Rules”), refer to ASTM F44 webpage
F3173/F3173M Specification for Aircraft Handling Charac-
(www.ASTM.org/COMMITTEE/F44.htm) which includes
teristics
CAA website links. Annex A1 maps the Means of Compliance
F3180/F3180M Specification for Low-Speed Flight Charac-
described in this Standard to EASA CS 23, amendment 5, or
teristics of Aircraft
later, and FAA 14 CFR 23, amendment 64, or later.
F3230 Practice for Safety Assessment of Systems and
1.3 The values stated in either SI units or inch-pound units
Equipment in Small Aircraft
are to be regarded separately as standard. The values stated in
2.3 Other Standards:
each system are not necessarily exact equivalents; therefore, to
FAA-S-ACS Private Pilot - Airplane Airman Certification
ensure conformance with the standard, each system shall be
Standards
used independently of the other, and values from the two
RTCA/DO-335 Guidance for Installation of Automatic
systems shall not be combined.
Flight Guidance and Control Systems (AFGCS) for Part
1.4 This standard does not purport to address all of the 4
23 Airplanes
safety concerns, if any, associated with its use. It is the
responsibility of the user of this standard to establish appro-
3. Terminology
priate safety, health, and environmental practices and deter-
3.1 Terminology specific to this specification is provided
mine the applicability of regulatory limitations prior to use.
below. For general terminology, refer to Terminology F3060.
1.5 This international standard was developed in accor-
dance with internationally recognized principles on standard-
3.2 Definitions of Terms Specific to This Standard:
ization established in the Decision on Principles for the
3.2.1 aircraft type code, n—an Aircraft Type Code (ATC) is
Development of International Standards, Guides and Recom-
defined by considering both the technical considerations re-
mendations issued by the World Trade Organization Technical
garding the design of the aircraft and the aeroplane certification
Barriers to Trade (TBT) Committee.
level established based upon risk-based criteria; the method of
defining an ATC applicable to this specification is defined in
2. Referenced Documents
Specification F3061/F3061M.
2.1 Following is a list of external standards referenced
throughout this specification; the earliest revision acceptable
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
This specification is under the jurisdiction of ASTM Committee F44 on General Standards volume information, refer to the standard’s Document Summary page on
Aviation Aircraft and is the direct responsibility of Subcommittee F44.50 on the ASTM website.
Systems and Equipment. Available from Federal Aviation Administration (FAA), 800 Independence
Current edition approved Oct. 1, 2023. Published November 2023. Originally Ave., SW, Washington, DC 20591, http://www.faa.gov.
approved in 2017. Last previous edition approved in 2023 as F3232/F3232M – 23. Available from RTCA, Inc., 1150 18th St., NW, Suite 910, Washington, DC
DOI: 10.1520/F3232_F3232M-23A. 20036, http://www.rtca.org.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3232/F3232M − 23a
3.2.2 continued safe flight and landing, n—continued safe 4.3.2 Each stop must be located so that wear, slackness, or
flight and landing as applicable to this specification is defined takeup adjustments will not adversely affect the control char-
in Specification F3061/F3061M. acteristics of the aircraft because of a change in the range of
surface travel.
3.2.3 single failure, n—a single failure as applicable to this
4.3.3 Each stop must be able to withstand any loads
specification is defined in Practice F3230.
corresponding to the design conditions for the control system.
4.4 Trim Systems:
4. Manual Flight Controls
4.4.1 Proper precautions must be taken to prevent
NOTE 1—Table 1 provides correlation between various Aircraft Type
Codes and the individual requirements contained within this section; refer inadvertent, improper, or abrupt trim tab operation.
to 3.2.1. For each subsection, an indicator can be found under each ATC
4.4.2 There must be means near the trim control to indicate
character field; three indicators are used:
to the pilot the direction of trim control movement relative to
An empty cell ( ) in all applicable ATC character field columns
aircraft motion.
indicates that an aircraft must meet the requirements of that subsection.
A white circle (○) in multiple columns indicates that the requirements 4.4.3 There must be means to indicate to the pilot the
of that subsection are not applicable to an aircraft only if all such ATC
position of the trim device with respect to both the range of
character fields are applicable.
adjustment and, in the case of lateral and directional trim, the
A mark-out (×) in any of the applicable ATC character field columns
neutral position.
indicates that the requirements of that subsection are not applicable to an
4.4.4 The means provided to satisfy the requirements of
aircraft if that ATC character field is applicable.
Examples—An aircraft with an ATC of 1SRLLDLN is being consid- 4.4.2 and 4.4.3 must be visible to the pilot and must be located
ered. Since all applicable columns are empty for 4.1.2, that subsection is
and designed so as to not cause confusion.
applicable to the aircraft. However, since the “S” number-of-engines
4.4.5 The pitch trim indicator must be clearly marked with
column for 4.4.8 contains an ×, then that subsection is not applicable.
a position or range within which it has been demonstrated that
4.1 Control Surface Installation:
take-off is safe for all center of gravity positions and each flap
position approved for takeoff.
4.1.1 Movable surfaces must be installed so that there is no
interference between any surfaces, their bracing, or adjacent 4.4.6 The design of the primary flight controls must be such
fixed structure, when one surface is held in its most critical as to minimize the likelihood of failure of any connecting or
clearance positions and the others are operated through their transmitting element in the control system that could result in
loss of control of any axis.
full movement.
4.4.7 Trimming devices must be designed so that, when any
4.1.2 If an adjustable stabilizer is used, it must have stops
one connecting or transmitting element in the primary flight
that will limit its range of travel to that allowing safe flight and
control system fails, adequate control for safe flight and
landing.
landing is available with the longitudinal trimming devices.
4.1.3 Control surface hinges, except ball and roller bearing
4.4.8 Trimming devices must be designed so that, when any
hinges, must have a factor of safety of not less than 6.67 with
one connecting or transmitting element in the primary flight
respect to the ultimate bearings strength of the softest material
control system fails, adequate control for safe flight and
used as a bearing.
landing is available with the longitudinal and directional
4.1.3.1 For ball or roller bearing hinges, the approved rating
trimming devices.
of the bearing may not be exceeded.
4.4.9 Tab controls must be irreversible unless the tab is
4.1.4 Control system joints (in push-pull systems) that are
properly balanced and has no unsafe flutter characteristics.
subject to angular motion, except those in ball and roller
Irreversible tab systems must have adequate rigidity and
bearing systems, must have a special factor of safety of not less
reliability in the portion of the system from the tab to the
than 3.33 with respect to ultimate bearing strength of the
attachment of the irreversible unit to the aircraft structure.
softest material used as a bearing.
4.4.10 If a powered trim system is installed, it must be
4.1.4.1 The factor specified in 4.1.4 may be reduced to 2.0
demonstrated that the aeroplane is safely controllable, and that
for joints in cable control systems.
the pilot can perform all the maneuvers and operations neces-
4.1.4.2 For ball or roller bearings, the approved rating of the
sary for continued safe flight and landing following any
bearing may not be exceeded.
powered trim system runaway that is not extremely
improbable, allowing for appropriate time delay after pilot
4.2 Operation and Arrangement:
recognition of the trim system runaway. The demonstration
4.2.1 Each control must operate easily, smoothly, and posi-
must be conducted at the critical aeroplane weights and center
tively enough to allow proper performance of its functions.
of gravity positions.
4.2.2 Controls must be arranged and identified to provide
4.5 Control System Locks:
for convenience in operation and so as to not cause confusion
4.5.1 If there is a device to lock the control system on the
and subsequent inadvertent operation; refer to Specification
ground or water, there must be a means to give unmistakable
F3117/F3117M.
warning to the pilot when lock is engaged, or to automatically
4.3 Control System Stops:
disengage the device when the pilot operates the primary flight
4.3.1 Each control system must have stops that positively controls in a normal manner.
limit the range of motion of each movable aerodynamic surface 4.5.2 If there is a device to lock the control system on the
controlled by the system. ground or water, the device must be installed to limit the
F3232/F3232M − 23a
TABLE 1 ATC Compliance Matrix, Section 4
Number of Type of Meteorological
Aeroplane Certification Level Stall Speed Cruise Speed Altitude Maneuvers
Engines Engine(s) Conditions
Section
1 2 3 4 S M R T L M H L H D N I L H N A
4.1
4.1.1
4.1.2
4.1.3
4.1.3.1
4.1.4
4.1.4.1
4.1.4.2
4.2
4.2.1
4.2.2
4.3
4.3.1
4.3.2
4.3.3
4.4
4.4.1
4.4.2
4.4.3
4.4.4
4.4.5
4.4.6 × × × × × ×
4.4.7 C × C
4.4.8 ×
4.4.9
4.4.10
4.5
4.5.1
4.5.2 ×
4.5.3
4.6
4.6.1
4.6.1.1
4.6.2
4.7
4.7.1
4.7.2
4.7.3
4.8
4.8.1
4.8.2
4.8.3
4.8.4
4.9
4.10
4.10.1
4.10.2
4.10.2.1
4.10.3
4.10.4
4.10.5
4.10.6
4.10.7
4.10.8
4.10.9
4.10.10
4.11
4.11.1
4.11.2
4.11.3
4.12
4.12.1
4.12.2
4.13
4.13.1
4.13.2
4.13.3 × × ×
4.13.4
4.13.5 ×
4.13.6 C C C
F3232/F3232M − 23a
operation of the aircraft so that, when the device is engaged, 4.10.1 Each cable, cable fitting, turnbuckle, splice, and
the pilot receives unmistakable warning at the start of the pulley used must meet specifications that are acceptable to the
takeoff. governing civil aviation authority.
4.10.2 No cable smaller than 3.2 mm [0.125 in.] diameter
4.5.3 If there is a device to lock the control system on the
may be used in primary control systems.
ground or water, the device must have a means to preclude the
4.10.2.1 Tab control cables are not part of the primary
possibility of it becoming inadvertently engaged in flight.
control system and may be less than 3.2 mm [0.125 in.]
4.6 Limit Load Static Tests:
diameter in aircraft that are safely controllable with the tabs in
4.6.1 Compliance with established limit load requirements
the most adverse positions.
must be shown by limit load tests in which the direction of the
4.10.3 Each cable system must be designed so that there will
test loads produces the most severe loading in the control
be no hazardous change in cable tension throughout the range
system.
of travel under operating conditions and temperature varia-
4.6.1.1 In meeting the requirements of 4.6.1, each fitting,
tions.
pulley, and bracket used in attaching the system to the main
4.10.4 There must be means for visual inspection at each
structure must be included.
fairlead, pulley, terminal, and turnbuckle.
4.6.2 Compliance must be shown by analysis or by indi-
4.10.5 Each kind and size of pulley must correspond to the
vidual load tests with the special factor requirements for
cable with which it is used.
control system joints subject to angular motion.
4.10.6 Each pulley must have closely fitted guards to
prevent the cables from being misplaced or fouled, even when
4.7 Operation Tests:
slack.
4.7.1 It must be shown by operation tests that, when the
4.10.7 Each pulley must lie in the plane passing through the
controls are operated from the pilot compartment with the
cable so that the cable does not rub against the pulley flange.
system loaded as prescribed in 4.7.2 and 4.7.3, the system is
4.10.8 Fairleads must be installed so that they do not cause
free from jamming, excessive friction, excessive deflection, or
a change in cable direction of more than 3°.
any combination thereof.
4.10.9 Clevis pins subject to load or motion and retained
4.7.2 For the entire system, the prescribed test loads are
only by cotter pins may not be used in the control system.
those corresponding to the limit airloads on the appropriate
4.10.10 Turnbuckles must be attached to parts having angu-
surface, or the limit pilot forces in Specification F3116/
lar motion in a manner that will positively prevent binding
F3116M, whichever are less.
throughout the range of travel.
4.7.3 For secondary controls, the prescribed test loads must
4.11 Wing Flap Controls:
be not less than those corresponding to the maximum pilot
4.11.1 Each wing flap control must be designed so that,
effort established under Specification F3116/F3116M.
when the flap has been placed in any position upon which
NOTE 2—Sections 4.6 and 4.7 are intended for primary flight control
compliance with the performance requirements of the rules of
systems such as elevator systems, aileron systems, and rudder systems, as
governing civil aviation authority is based, the flap will not
well as secondary control systems such as flap systems, trim systems,
move from that position unless the control is adjusted or is
brake systems and steering systems. Although not required, they could
also be used for any control system that transmits motions through
moved by the automatic operation of a flap load limiting
mechanisms such as cables, pulleys, and pushrods.
device.
4.11.2 The rate of movement of the flaps in response to the
4.8 Control System Details:
operation of the pilot’s control or automatic device must give
4.8.1 Each detail of each control system must be designed
satisfactory flight and performance characteristics under steady
and installed to prevent jamming, chafing, and interference
or changing conditions of airspeed, engine power, and attitude.
from cargo, passengers, loose objects, or the freezing of
4.11.3 If compliance with Longitudinal Control require-
moisture.
ments in Specification F3173/F3173M necessitates wing flap
4.8.2 There must be means in the cockpit to prevent the
retraction to positions that are not fully retracted, movement of
entry of foreign objects into places where they would jam the
the flap control past the intermediate position must require a
system.
different or additional physical action to prevent unintentional
4.8.3 There must be means to prevent the slapping of cables
movement past the intermediate position.
or tubes against other parts.
4.12 Wing Flap Position Information:
4.8.4 Each element of the flight control system must have
4.12.1 There must be a means to provide wing flap position
design features, or must be distinctively and permanently
information for flap installations with only the retracted and
marked, to minimize the possibility of incorrect assembly that
fully extended positions, unless: a direct operating mechanism
could result in malfunction or reverse operation of the control
provides a sense of “feel” and position (such as when a
system.
mechanical linkage is employed); or, the flap position is readily
4.9 Spring Devices—The reliability of any spring device
determined without seriously detracting from other piloting
used in the control system must be established by tests
duties under any flight condition, day or night.
simulating service conditions unless failure of the spring will
4.12.2 There must be a means to provide wing flap position
not cause flutter or unsafe flight characteristics.
information for flap installations with intermediate flap posi-
4.10 Cable Systems: tions if any flap position other than retracted or fully extended
F3232/F3232M − 23a
Flexible shafts are not considered simple and reliable.
is used to show compliance with the performance requirements
of the rules of the governing civil aviation authority, and the
4.13.4 The aircraft must be shown to have safe flight
flap installation does not provide a sense of “feel” and position
characteristics with any combination of extreme positions of
(such as when a mechanical linkage is employed).
individual movable surfaces (surfaces synchronized by a me-
chanical interconnection that is independent of the flap drive
4.13 Flap Interconnection—The aircraft must be designed
system are to be considered as a single surface).
to protect against unsafe wing flap asymmetry using one of the
4.13.5 Except as provided in 4.13.6, if compliance with
following options: 4.13.1, 4.13.2, 4.13.3, or 4.13.4.
4.13.1 through 4.13.4 is met through the use of an
4.13.1 The main wing flaps and related movable surfaces as
interconnection, it must be designed to account for the unsym-
a system must be synchronized by a mechanical interconnec-
metrical loads resulting from flight with the engine(s) on one
tion between the movable flap surfaces that is independent of
side of the plane of symmetry inoperative and the remaining
the flap drive system.
engines at takeoff power.
4.13.2 The aircraft must be designed so that any cata-
4.13.6 For single-engine aircraft and multiengine aircraft
strophic flap system failure condition is extremely improbable
with no slipstream effects on the flaps, if compliance with
(refer to Practice F3230).
4.13.1 through 4.13.4 is met through the use of an
4.13.3 Moveable flap surfaces must be synchronized by a
interconnection, it must be designed to account for unsym-
simple and reliable mechanical interconnection. The entire flap
metrical loads assuming 100 % of the critical air load acts on
system must be designed to withstand the loading, which
one side and 70 % on the other.
would occur due to a jam at any point in the flap system with
a 1.5 factor of safety.
5. Automatic Flight Controls
NOTE 3—For 4.13.3, the mechanical interconnection may be part of the NOTE 4—Table 2 provides correlation between various Aircraft Type
flap actuation system. Some examples of simple and reliable mechanical Codes and the individual requirements contained within this section; refer
interconnections include: to 3.2.1. For each subsection, an indicator can be found under each ATC
(1) Flap surfaces interconnected by a torque tube and bell cranks. character field; three indicators are used:
(2) Flap surfaces interconnected by cables and bell cranks. An empty cell ( ) in all applicable ATC character field columns
(3) Flap surfaces interconnected by pushrods and bell cranks. indicates that an aircraft must meet the requirements of that subsection.
TABLE 2 ATC Compliance Matrix, Section 5
Number of Type of Meteorological
Aeroplane Certification Level Stall Speed Cruise Speed Altitude Maneuvers
Engines Engine(s) Conditions
Section 1 2 3 4 S M R T L M H L H D N I L H N A
5.1
5.1.1
5.1.2
5.1.3
5.1.4
5.1.5
5.1.6
5.1.7
5.1.8
5.1.9
5.2
5.2.1
5.2.2
5.2.3
5.2.4
5.2.5
5.2.6
5.3
5.3.1
5.3.2
5.3.3
5.3.4
5.3.5
5.3.5.1
5.3.6
5.3.6.1
5.3.7
5.3.8
5.4
5.4.1
5.4.2
5.4.2.1
5.4.2.2
5.4.3
5.4.3.1
5.4.3.2
5.4.4
F3232/F3232M − 23a
A white circle (○) in multiple columns indicates that the requirements
5.2 Stability Augmentation—If the functioning of stability
of that subsection are not applicable to an aircraft only if all such ATC
augmentation or other automatic or power-operated systems is
character fields are applicable.
necessary to show compliance with the flight characteristics
A mark-out (×) in any of the applicable ATC character field columns
requirements of the rules of the governing civil aviation
indicates that the requirements of that subsection are not applicable to an
authority, such systems must comply with 4.2 and 5.2.1 – 5.2.6.
aircraft if that ATC character field is applicable.
Example—An aircraft with an ATC of 1SRLLDLN is being considered.
5.2.1 In showing compliance with 5.2, a warning which is
Since all applicable columns are empty for 5.1.1, that subsection is
clearly distinguishable to the pilot under expected flight
applicable to the aircraft.
conditions without requiring the pilot’s attention, must be
5.1 Automatic Pilot Systems: provided for any failure in the stability augmentation system or
in any other automatic or power-operated system that could
5.1.1 If an automatic pilot system is installed, it must be
result in an unsafe condition if the pilot was not aware of the
designed so that: the automatic pilot can be quickly and
failure.
positively disengaged by the pilots to prevent it from interfer-
5.2.2 In showing compliance with 5.2, warning systems
ing with their control of the aircraft; or, be sufficiently
must not activate the control system.
overpowered by one pilot to let him control the aircraft.
5.2.3 In showing compliance with 5.2, the design of the
5.1.2 If an automatic pilot system is installed and is de-
stability augmentation system or of any other automatic or
signed so that it can be quickly and positively disengaged by
power-operated system must permit initial counteraction of
the pilots as described in 5.1.1, the quick release (emergency)
failures without requiring exceptional pilot skill or strength, by
control must be located on the control wheel (both control
either the deactivation of the system or a failed portion thereof,
wheels if the aircraft can be operated from either pilot seat) on
or by overriding the failure by movement of the flight controls
the side opposite the throttles, or on the stick control (both stick
in the normal sense.
controls if the aircraft can be operated from either pilot seat),
5.2.4 In showing compliance with 5.2, it must be shown
such that it can be operated without moving the hand from its
that, after any single failure of the stability augmentation
normal position on the control.
system or any other automatic or power-operated system, the
5.1.3 If an automatic pilot system is installed, unless there is
aircraft is safely controllable when the failure or malfunction
automatic synchronization, each such system must have a
occurs at any speed or altitude within the approved operating
means to readily indicate to the pilot the alignment of the
limitations that is critical for the type of failure being consid-
actuating device in relation to the control system it operates;
ered.
refer to Specification F3117/F3117M.
5.2.5 In showing compliance with 5.2, it must be shown
5.1.4 If an automatic pilot system is installed, each manu-
that, after any single failure of the stability augmentation
ally operated control for the automatic pilot system operation
system or any other automatic or power-operated system, the
must be readily accessible to the pilot. Each control must
controllability and maneuverability requirements of the rules of
operate in the same plane and sense of motion as specified in
the governing civil aviation authority are met within a practical
Specification F3117/F3117M for cockpit controls. The direc-
operational flight envelope (for example, speed, altitude, nor-
tion of motion must be plainly indicated on or near each
mal acceleration, and aircraft configuration) that is described in
control.
the Airplane Flight Manual (AFM).
5.1.5 If an automatic pilot system is installed, it must be
5.2.6 In showing compliance with 5.2, it must be shown
designed and adjusted so that, within the range of adjustment
that, after any single failure of the stability augmentation
available to the pilot, it cannot produce hazardous loads on the
system or any other automatic or power-operated system, the
aircraft or create hazardous deviations in the flight path, under
trim, stability, and stall characteristics are not impaired below
any flight condition appropriate to its use, either during normal
a level needed to permit continued safe flight and landing.
operation or in the event of a malfunction, assuming that
5.3 Artificial Stall Barrier System—If the function of an
corrective action begins within a reasonable period of time.
artificial stall barrier (for example, stick pusher) is used to
5.1.6 If an automatic pilot system is installed, it must be
show compliance with Stall Characteristics requirements in
designed so that a single malfunction will not produce a
Specification F3180/F3180M, the system must meet the re-
hardover signal in more than one control axis.
quirements of 5.3.1 – 5.3.8.
5.1.7 If an automatic pilot is installed and integrates signals
5.3.1 In showing compliance with 5.3, with the system
from auxiliary controls or furnishes signals for operation of
adjusted for operation, the plus and minus airspeeds at which
other equipment, positive interlocks and sequencing of engage-
control input will be provided must be established.
ment to prevent improper operation are required.
5.3.2 In showing compliance with 5.3, considering the plus
5.1.8 If an automatic pilot system is installed, there must be
and minus airspeed tolerances established by 5.3.1, an airspeed
protection against adverse interaction of integrated
must be selected for the activation of the control input that
components, resulting from a malfunction.
provides a safe margin above any airspeed at which any
5.1.9 If the automatic pilot system is installed and can be unsatisfactory stall characteristics occur.
coupled to airborne navigation equipment, means must be 5.3.3 In showing compliance with 5.3, in addition to the
provided to indicate to the flight crew the current mode of Stall Warning required by Specification F3180/F3180M, a
operation. Selector switch position is not acceptable as a means warning that is clearly distinguishable to the pilot under all
of indication; refer to Specification F3117/F3117M. expected flight conditions, without requiring the pilot’s
F3232/F3232M − 23a
attention, must be provided for faults that would prevent the boundary of the established awareness envelope; for example,
system from providing the required control input. approaching a low-speed loss-of-control condition, an exces-
sive attitude condition, etc.
5.3.4 In showing compliance with 5.3, each system must be
designed so that the artificial stall barrier can be quickly and 5.4.2 The amount and gradient of the force feedback re-
quired by 5.4.1 shall be determined by the applicant, but shall
positively disengaged by the pilot to prevent unwanted control
input by a quick release (emergency) control that meets the comply with the provisions of 5.4.2.1 and 5.4.2.2.
5.4.2.1 The total EEAS-induced forces (measured with the
requirements of 5.1.2.
5.3.5 In showing compliance with 5.3, a preflight check of vehicle static on the ground) shall not be greater than the
Control Forces for Prolonged Application as defined in Speci-
the complete system must be established and the procedure for
this check made available in the Airplane Flight Manual fication F3173/F3173M for the lateral, directional, or longitu-
dinal control axes.
(AFM).
5.4.2.2 The total control forces with the EEAS active in
5.3.5.1 In showing compliance with 5.3.5, preflight checks
flight shall allow the pilot to precisely control the aeroplane
that are critical to the safety of the aircraft must be included in
while overpowering the system, if necessary, for the Perfor-
the limitations section of the AFM.
mance Maneuvers and Slow Flight and Stalls maneuvers
5.3.6 In showing compliance with 5.3, for those aircraft
required by the FAA Private Pilot - Airplane Airman Certifi-
whose design includes an autopilot system, a quick release
cation Standards (or other maneuvers acceptable to the gov-
(emergency) control installed in accordance with 5.1.2 may be
erning civil aviation authority).
used to meet the requirements of 5.3.4.
5.3.6.1 For those aircraft showing compliance by utilizing
NOTE 5—With the EEAS active, the control forces may be greater than
the provisions of 5.3.6, the pitch servo for that system may be the Control Forces for Prolonged Application as defined in Specification
F3173/F3173M for the lateral, directional, or longitudinal control axes,
used to provide the control input.
provided that the maneuver can still be precisely flown without excep-
5.3.7 In showing compliance with 5.3 and Specification
tional pilot skill.
F3061/F3061M, the system must be evaluated to determine the
5.4.3 The pilot shall be able to disable or deactivate the
effect that any announced or unannounced failure may have on
EEAS.
the continued safe flight and landing of the aircraft or the
5.4.3.1 The state of the EEAS shall be annunciated to the
ability of the crew to cope with any adverse conditions that
pilot if it is disabled or deactivated.
may result from such failures. This evaluation must consider
5.4.3.2 If the EEAS is used as a Safety-Enhancing Feature
the hazards that would result from the aircraft’s flight charac-
for compliance with the Low-Speed Flight Characteristics
teristics if the system was not provided, and the hazard that
Score in Specification F3180/F3180M, the following condi-
may result from unwanted control input, which could result
tions apply:
from a failure at airspeeds above the selected stall speed.
(a) The instructions in all applicable placards and manuals
5.3.8 In showing compliance with 5.3, the servos for the
shall state that the EEAS shall only be deactivated in the event
artificial stall barrier must be sized such that the control force
of system failure or intentional training activity; and
when activated is not less than 356 N [80 lb ] for wheel control,
f
(b) The EEAS must be re-armed automatically every time
not less than 311 N [70 lb ] for stick controls, and not less than
f
the system is powered on.
178 N [40 lb ] for side stick controls.
f
5.4.4 The EEAS must self-inhibit or otherwise not interfere
5.4 If the function of an Enhanced Envelope Awareness
with normal flight crew actions during taxi, takeoff ground roll,
System (EEAS) is incorporated in accordance with Specifica-
landing flare, and landing ground roll.
tion F3180/F3180M, the system must meet the requirements of
6. Keywords
5.4.1 through 5.4.4.
5.4.1 The EEAS shall provide control force feedback to the 6.1 autopilot; control surface; control system; flap; flight
pilot along the corresponding control axes to provide further controls; interconnect; stability augmentation; stall barrier;
awareness to the pilot that the vehicle is approaching the trim
F3232/F3232M − 23a
ANNEX
(Mandatory Information)
A1. CORRELATION OF STANDARD-CONTENT AND THE RULES
F3232/F3232M − 23a
TABLE A1.1 Means of Compliance Correlation Sorted by Standard Section
Std Rev Section SUB 14 CFR Part 23 SUB EASA CS-23
F3232/F3232M 23 4.1.1 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.1.2 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.1.3 C 23.2265(a) C CS 23.2265(a)
F3232/F3232M 23 4.1.3 C 23.2265(c) C CS 23.2265(c)
F3232/F3232M 23 4.1.3.1 C 23.2265(a) C CS 23.2265(a)
F3232/F3232M 23 4.1.3.1 C 23.2265(c) C CS 23.2265(c)
F3232/F3232M 23 4.1.4 C 23.2265(a) C CS 23.2265(a)
F3232/F3232M 23 4.1.4 C 23.2265(c) C CS 23.2265(c)
F3232/F3232M 23 4.1.4.1 C 23.2265(a) C CS 23.2265(a)
F3232/F3232M 23 4.1.4.1 C 23.2265(c) C CS 23.2265(c)
F3232/F3232M 23 4.1.4.2 C 23.2265(a) C CS 23.2265(a)
F3232/F3232M 23 4.1.4.2 C 23.2265(c) C CS 23.2265(c)
F3232/F3232M 23 4.2.1 D 23.2300(a)(1) D CS 23.2300(a)(1)
F3232/F3232M 23 4.2.2 G 23.2600(b) G CS 23.2600(b)
F3232/F3232M 23 4.2.2 G 23.2605(a) G CS 23.2605(a)
F3232/F3232M 23 4.3.1 D 23.2300(a) D CS 23.2300(a)
F3232/F3232M 23 4.3.2 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.3.3 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.4.1 D 23.2300(b) D CS 23.2300(b)
F3232/F3232M 23 4.4.2 D 23.2300(b) D CS 23.2300(b)
F3232/F3232M 23 4.4.3 D 23.2300(b) D CS 23.2300(b)
F3232/F3232M 23 4.4.4 D 23.2300(b) D CS 23.2300(b)
F3232/F3232M 23 4.4.5 D 23.2300(b) D CS 23.2300(b)
F3232/F3232M 23 4.4.6 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.4.7 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.4.8 C 23.2245(a)(4) C CS 23.2245(a)(4)
F3232/F3232M 23 4.4.9 D 23.2300(b)(1) D CS 23.2300(b)(1)
F3232/F3232M 23 4.4.10 D 23.2300(b)(1) D CS 23.2300(b)(1)
F3232/F3232M 23 4.5.1 G 23.2605(b) G CS 23.2605(b)
F3232/F3232M 23 4.5.2 G 23.2605(b) G CS 23.2605(b)
F3232/F3232M 23 4.5.3 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.6.1 C 23.2235(a) C CS 23.2235(a)
F3232/F3232M 23 4.6.1.1 C 23.2235(a) C CS 23.2235(a)
F3232/F3232M 23 4.7.1 C 23.2250(d) C CS 23.2250(d)
F3232/F3232M 23 4.7.2 C 23.2250(d) C CS 23.2250(d)
F3232/F3232M 23 4.7.3 C 23.2250(d) C CS 23.2250(d)
F3232/F3232M 23 4.8.1 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.8.2 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.8.3 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.8.4 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.9 C 23.2245(a) C CS 23.2245(a)
F3232/F3232M 23 4.9 C 23.2250(a) C CS 23.2250(a)
F3232/F3232M 23 4.10.1 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.2 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.2.1 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.3 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.4 C 23.2255(c) C CS 23.2255(c)
F3232/F3232M 23 4.10.5 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.6 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.7 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.8 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.9 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.10.10 C 23.2250(c) C CS 23.2250(c)
F3232/F3232M 23 4.11.1 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.11.2 D 23.2300(a)(1) D CS 23.2300(a)(1)
F3232/F3232M 23 4.11.3 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 4.12.1 G 23.2600(b) G CS 23.2600(b)
F3232/F3232M 23 4.12.2 G 23.2600(b) G CS 23.2600(b)
F3232/F3232M 23 4.13.1 D 23.2300(a) D CS 23.2300(a)
F3232/F3232M 23 4.13.2 C 23.2250(a) C CS 23.2250(a)
F3232/F3232M 23 4.13.2 F 23.2510(a) F CS 23.2510(a)
F3232/F3232M 23 4.13.3 C 23.2250(a) C CS 23.2250(a)
F3232/F3232M 23 4.13.3 D 23.2300(a) D CS 23.2300(a)
F3232/F3232M 23 4.13.4 C 23.2250(a) C CS 23.2250(a)
F3232/F3232M 23 4.13.4 D 23.2300(a) D CS 23.2300(a)
F3232/F3232M 23 5.1.1 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.1.1 F 23.2500(b) F CS 23.2510(b)
F3232/F3232M 23 5.1.2 D 23.2300(a) D CS 23.2300(a)
F3232/F3232M 23 5.1.2 G 23.2600(a) G CS 23.2600(a)
F3232/F3232M 23 5.1.3 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.1.3 F 23.2500(b) F CS 23.2510(b)
F3232/F3232M 23 5.1.3 G 23.2605(b) G CS 23.2605(b)
F3232/F3232M 23 5.1.4 G 23.2605(a) G CS 23.2605(a)
F3232/F3232M 23 5.1.4 G 23.2600(a) G CS 23.2600(a)
F3232/F3232M 23 5.1.5 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M − 23a
TABLE A1.1 Continued
Std Rev Section SUB 14 CFR Part 23 SUB EASA CS-23
F3232/F3232M 23 5.1.5 F 23.2500(b) F CS 23.2510(b)
F3232/F3232M 23 5.1.5 F 23.2510 F CS 23.2510
F3232/F3232M 23 5.1.6 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.1.6 F 23.2500(b) F CS 23.2510(b)
F3232/F3232M 23 5.1.7 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.1.7 F 23.2500(b) F CS 23.2510(b)
F3232/F3232M 23 5.1.8 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.1.8 F 23.2500(b) F CS 23.2510(b)
F3232/F3232M 23 5.1.8 F 23.2510 F CS 23.2510
F3232/F3232M 23 5.1.9 G 23.2605(b) G CS 23.2605(b)
F3232/F3232M 23 5.2.1 G 23.2605(c) G CS 23.2605(c)
F3232/F3232M 23 5.2.2 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 5.2.3 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 5.2.4 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 5.2.5 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 5.2.6 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 5.3.1 B 23.2150(a) B CS 23.2150(a)
F3232/F3232M 23 5.3.1 F 23.2505 { {
F3232/F3232M 23 5.3.2 B 23.2150(a) B CS 23.2150(a)
F3232/F3232M 23 5.3.3 G 23.2605(b) G CS 23.2605(b)
F3232/F3232M 23 5.3.4 G 23.2600(a) G CS 23.2600(a)
F3232/F3232M 23 5.3.4 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.3.5 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.3.5 G 23.2620(a) G CS 23.2620(a)
F3232/F3232M 23 5.3.5.1 G 23.2620(a) G CS 23.2620(a)
F3232/F3232M 23 5.3.6 G 23.2600(b) G CS 23.2600(b)
F3232/F3232M 23 5.3.6 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.3.6.1 G 23.2600(b) G CS 23.2600(b)
F3232/F3232M 23 5.3.6.1 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.3.7 D 23.2300(a)(2) D CS 23.2300(a)(2)
F3232/F3232M 23 5.3.7 F 23.2500(a) F CS 23.2500(b)
F3232/F3232M 23 5.3.7 F 23.2500(b) F CS 23.2500(b)
F3232/F3232M 23 5.3.7 F 23.2510(a) F CS 23.2510(a)
F3232/F3232M 23 5.3.7 G 23.2600(a) G CS 23.2600(a)
F3232/F3232M 23 5.3.8 D 23.2300(a) D CS 23.2300(a)
F3232/F3232M 23 5.3.8 F 23.2500(a)(2) F CS 23.2500(b)
F3232/F3232M 23 5.4.1 F 23.2505 { {
F3232/F3232M 23 5.4.2.1 D 23.2300(a) D CS 23.2300(a)
F3232/F3232M 23 5.4.2.2 G 23.2600(a) G CS 23.2600(a)
F3232/F3232M 23 5.4.3 F 23.2500(a) F CS 23.2500(a)
F3232/F3232M 23 5.4.3 F 23.2500(b) F CS 23.2500(b)
F3232/F3232M 23 5.4.3.1 G 23.2605(b) G CS 23.2605(b)
F3232/F3232M 23 5.4.3.2(a) G 23.2610(a) G CS 23.2610(a)
F3232/F3232M 23 5.4.3.2(a) G 23.2620(a) G CS 23.2620(a)
F3232/F3232M 23 5.4.3.2(b) F 23.2500(a) F CS 23.2500(a)
F3232/F3232M 23 5.4.3.2(b) F 23.2500(b) F CS 23.2500(b)
F3232/F3232M 23 5.4.4 G 23.2600(a) G CS 23.2600(a)
F3232/F3232M 23 5.4.4 F 23.2505 { {
F3232/F3232M − 23a
TABLE A1.2 Means of Compliance Correlation Sorted by FAA 14 CFR Rule
SUB 14 CFR Part 23 Std Rev Section
B 23.2150(a) F3232/F3232M 23 5.3.1
B 23.2150(a) F3232/F3232M 23 5.3.2
C 23.2235(a) F3232/F3232M 23 4.6.1
C 23.2235(a) F3232/F3232M 23 4.6.1.1
C 23.2245(a) F3232/F3232M 23 4.9
C 23.2245(a)(4) F3232/F3232M 23 4.4.8
C 23.2250(a) F3232/F3232M 23 4.9
C 23.2250(a) F3232/F3232M 23 4.13.2
C 23.2250(a) F3232/F3232M 23 4.13.3
C 23.2250(a) F3232/F3232M 23 4.13.4
C 23.2250(c) F3232/F3232M 23 4.10.1
C 23.2250(c) F3232/F3232M 23 4.10.2
C 23.2250(c) F3232/F3232M 23 4.10.2.1
C 23.2250(c) F3232/F3232M 23 4.10.3
C 23.2250(c) F3232/F3232M 23 4.10.5
C 23.2250(c) F3232/F3232M 23 4.10.6
C 23.2250(c) F3232/F3232M 23 4.10.7
C 23.2250(c) F3232/F3232M 23 4.10.8
C 23.2250(c) F3232/F3232M 23 4.10.9
C 23.2250(c) F3232/F3232M 23 4.10.10
C 23.2250(d) F3232/F3232M 23 4.7.1
C 23.2250(d) F3232/F3232M 23 4.7.2
C 23.2250(d) F3232/F3232M 23 4.7.3
C 23.2255(c) F3232/F3232M 23 4.10.4
C 23.2265(a) F3232/F3232M 23 4.1.3
C 23.2265(a) F3232/F3232M 23 4.1.3.1
C 23.2265(a) F3232/F3232M 23 4.1.4
C 23.2265(c) F3232/F3232M 23 4.1.3
C 23.2265(c) F3232/F3232M 23 4.1.3.1
C 23.2265(c) F3232/F3232M 23 4.1.4
D 23.2300(a) F3232/F3232M 23 4.3.1
D 23.2300(a) F3232/F3232M 23 4.13.1
D 23.2300(a) F3232/F3232M 23 4.13.3
D 23.2300(a) F3232/F3232M 23 4.13.4
D 23.2300(a) F3232/F3232M 23 5.1.2
D 23.2300(a)(1) F3232/F3232M 23 4.2.1
D 23.2300(a)(1) F3232/F3232M 23 4.11.2
D 23.2300(a)(2) F3232/F3232M 23 4.1.1
D 23.2300(a)(2) F3232/F3232M 23 4.1.2
D 23.2300(a)(2) F3232/F3232M 23 4.3.2
D 23.2300(a)(2) F3232/F3232M 23 4.3.3
D 23.2300(a)(2) F3232/F3232M 23 4.4.6
D 23.2300(a)(2) F3232/F3232M 23 4.4.7
D 23.2300(a)(2) F3232/F3232M 23 4.5.3
D 23.2300(a)(2) F3232/F3232M 23 4.8
D 23.2300(a)(2) F3232/F3232M 23 4.11.1
D 23.2300(a)(2) F3232/F3232M 23 4.11.3
D 23.2300(a)(2) F3232/F3232M 23 5.2.2
D 23.2300(a)(2) F3232/F3232M 23 5.2.3
D 23.2300(a)(2) F3232/F3232M 23 5.2.4
D 23.2300(a)(2) F3232/F3232M 23 5.2.5
D 23.2300(a)(2) F3232/F3232M 23 5.2.6
D 23.2300(a)(2) F3232/F3232M 23 5.3.7
D 23.2300(b) F3232/F3232M 23 4.4.1
D 23.2300(b) F3232/F3232M 23 4.4.2
D 23.2300(b) F3232/F3232M 23 4.4.3
D 23.2300(b) F3232/F3232M 23 4.4.4
D 23.2300(b) F3232/F3232M 23 4.4.5
D 23.2300(b)(1) F3232/F3232M 23 4.4.9
D 23.2300(b)(1) F3232/F3232M 23 4.4.10
D 23.2300(a) F3232/F3232M 23 5.3.8
D 23.2300(a) F3232/F3232M 23 5.4.2.1
F 23.2500(a) F3232/F3232M 23 5.3.7
F 23.2500(a) F3232/F3232M 23 5.4.3
F 23.2500(a) F3232/F3232M 23 5.4.3.2(b)
F 23.2500(a)(2) F3232/F3232M 23 5.1.1
F 23.2500(a)(2) F3232/F3232M 23 5.1.3
F 23.2500(a)(2) F3232/F3232M 23 5.1.5
F 23.2500(a)(2) F3232/F3232M 23 5.1.6
F 23.2500(a)(2) F3232/F3232M 23 5.1.7
F 23.2500(a)(2) F3232/F3232M 23 5.1.8
F 23.2500(a)(2) F3232/F3232M 23 5.3.4
F 23.2500(a)(2) F3232/F3232M 23 5.3.5
F 23.2500(a)(2) F3232/F3232M 23 5.3.6
F 23.2500(a)(2) F3232/F3232M 23 5.3.6.1
F3232/F3232M − 23a
TABLE A1.2 Continued
SUB 14 CFR Part 23 Std Rev Section
F 23.2500(a)(2) F3232/F3232M 23 5.3.8
F 23.2500(b) F3232/F3232M 23 5.1.1
F 23.2500(b) F3232/F3232M 23 5.1.3
F 23.2500(b) F3232/F3232M 23 5.1.5
F 23.2500(b) F3232/F3232M 23 5.1.6
F 23.2500(b) F3232/F3232M 23 5.1.7
F 23.2500(b) F3232/F3232M 23 5.1.8
F 23.2500(b) F3232/F3232M 23 5.3.7
F 23.2500(b) F3232/F3232M 23 5.4.3
F 23.2500(b) F3232/F3232M 23 5.4.3.2(b)
F 23.2505 F3232/F3232M 23 5.3.1
F 23.2505 F3232/F3232M 23 5.4.1
F 23.2505 F3232/F3232M 23 5.4.4
F 23.2510 F3232/F3232M 23 5.1.5
F 23.2510 F3232/F3232M 23 5.1.8
F 23.2510(a) F3232/F3232M 23 4.13.2
F 23.2510(a) F3232/F3232M 23 5.3.7
G 23.2600(a) F3232/F3232M 23 5.1.2
G 23.2600(a) F3232/F3232M 23 5.1.4
G 23.2600(a) F3232/F3232M 23 5.3.4
G 23.2600(a) F3232/F3232M 23 5.3.7
G 23.2600(a) F3232/F3232M 23 5.4.2.2
G 23.2600(a) F3232/F3232M 23 5.4.4
G 23.2600(b) F3232/F3232M 23 4.2.2
G 23.2600(b) F3232/F3232M 23 4.12.1
G 23.2600(b) F3232/F3232M 23 4.12.2
G 23.2600(b) F3232/F3232M 23 5.3.6
G 23.2600(b) F3232/F3232M 23 5.3.6.1
G 23.2605(a) F3232/F3232M 23 4.2.2
G 23.2605(a) F3232/F3232M 23 5.1.4
G 23.2605(b) F3232/F3232M 23 4.5.1
G 23.2605(b) F3232/F3232M 23 4.5.2
G 23.2605(b) F3232/F3232M 23 5.1.3
G 23.2605(b) F3232/F3232M 23 5.1.9
G 23.2605(b) F3232/F3232M 23 5.3.3
G 23.2605(b) F3232/F3232M 23 5.4.3.1
G 23.2605(c) F3232/F3232M 23 5.2.1
G 23.2610(a) F3232/F3232M 23 5.4.3.2(a)
G 23.2620(a) F3232/F3232M 23 5.3.5
G 23.2620(a) F3232/F3232M 23 5.3.5.1
G 23.2620(a) F3232/F3232M 23 5.4.3.2(a)
F3232/F3232M − 23a
TABLE A1.3 Means of Compliance Correlation Sorted by EASA CS-23 Rule
SUB EASA CS-23 Std Rev Section
B CS 23.2150(a) F3232/F3232M 23 5.3.1
B CS 23.2150(a) F3232/F3232M 23 5.3.2
C CS 23.2235(a) F3232/F3232M 23 4.6.1
C CS 23.2235(a) F3232/F3232M 23 4.6.1.1
C CS 23.2245(a) F3232/F3232M 23 4.9
C CS 23.2245(a)(4) F3232/F3232M 23 4.4.8
C CS 23.2250(a) F3232/F3232M 23 4.9
D CS 23.2250(a) F3232/F3232M 23 4.13.2
D CS 23.2250(a) F3232/F3232M 23 4.13.3
D CS 23.2250(a) F3232/F3232M 23 4.13.4
C CS 23.2250(c) F3232/F3232M 23 4.10.1
C CS 23.2250(c) F3232/F3232M 23 4.10.2
C CS 23.2250(c) F3232/F3232M 23 4.10.2.1
C CS 23.2250(c) F3232/F3232M 23 4.10.3
C CS 23.2250(c) F3232/F3232M 23 4.10.5
C CS 23.2250(c) F3232/F3232M 23 4.10.6
C CS 23.2250(c) F3232/F3232M 23 4.10.7
C CS 23.2250(c) F3232/F3232M 23 4.10
...