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: F3231/F3231M − 22

Standard Specification for

Electrical Systems for Aircraft with Combustion Engine
Electrical Power Generation1
This standard is issued under the fixed designation F3231/F3231M; 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
1.1 This specification covers electrical systems, electrical
equipment, and electrical power distribution aspects of airwor-
thiness and design for aeroplanes with combustion engine
generation of electrical power. The material was developed
through open consensus of international experts in general
aviation. This information was created by focusing on Normal
Category Aeroplanes. The content may be more broadly
applicable; it is the responsibility of the applicant to substan-
tiate broader applicability as a specific means of compliance.
1.2 An applicant intending to propose this information as
Means of Compliance for a design approval shall seek guid-
ance from their respective oversight authority (for example,
published guidance from applicable civil aviation authorities
(CAAs)) concerning the acceptable use and application
thereof. For information on which oversight authorities have
accepted this specification (in whole or in part) as an accept-
able Means of Compliance to their regulatory requirements
(hereinafter “the Rules”), refer to ASTM Committee F44 web
page (www.astm.org/COMMITTEE/F44.htm).
1.3 Units—This standard may present information in either
SI units, English Engineering units, or both; the values stated
in each system are not necessarily exact equivalents; therefore,
to ensure conformance with the standard, each system shall be
used independently of the other, and values from the two
systems shall not be combined.
1.4 This standard does not purport to address all of the
safety concerns, if any, associated with its use. It is the
responsibility of the user of this standard to establish appro-
priate safety, health, and environmental practices and deter-
mine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accor-
dance with internationally recognized principles on standard-
ization established in the Decision on Principles for the
Development of International Standards, Guides and Recom-
--```,,,,,,,```,`,,```,````,,,`-`-`,,`,,`,`,,`---
mendations issued by the World Trade Organization Technical
Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 Following is a list of external standards referenced
throughout this specification; the earliest revision acceptable
for use is indicated. In all cases later document revisions are
acceptable if shown to be equivalent to the listed revision, or if
otherwise formally accepted by the governing CAA; earlier
revisions are not acceptable.
2.2 ASTM Standards:2
F2490 Guide for Aircraft Electrical Load and Power Source
Capacity Analysis
F2639 Practice for Design, Alteration, and Certification of
Aircraft Electrical Wiring Systems
F3060 Terminology for Aircraft
F3061/F3061M Specification for Systems and Equipment in
Aircraft
F3066/F3066M Specification for Aircraft Powerplant Instal-
lation Hazard Mitigation
F3117/F3117M Specification for Crew Interface in Aircraft
F3235 Specification for Aircraft Storage Batteries
F3316/F3316M Specification for Electrical Systems for Air-
craft with Electric or Hybrid-Electric Propulsion
2.3 FAA Standard:3
DOT/FAA/AR-00/12 Aircraft Materials Fire Test Handbook
3. Terminology
3.1 Terminology specific to this specification is provided
below. For general terminology, refer to Terminology F3060.
3.2 Definitions of Terms Specific to This Standard:
3.2.1 aircraft type code, n—an Aircraft Type Code (ATC) is
defined by considering both the technical considerations re-
garding the design of the aircraft and the airworthiness level
established based upon risk-based criteria; the method of

1 2
This specification is under the jurisdiction of ASTM Committee F44 on General For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Aviation Aircraft and is the direct responsibility of Subcommittee F44.50 on contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
Systems and Equipment. Standards volume information, refer to the standard’s Document Summary page on
Current edition approved April 1, 2022. Published April 2022. Originally the ASTM website.
3
approved in 2017. Last previous edition approved in 2021 as F3231/F3231M–21. Available from Federal Aviation Administration (FAA), 800 Independence
DOI: 10.1520/F3231_F3231M-22. Ave., SW, Washington, DC 20591, http://www.faa.gov.

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 F3231/F3231M − 22
defining an ATC applicable to this specification is defined in
Specification F3061/F3061M.
3.2.2 continued safe flight and landing, n—continued safe
flight and landing as applicable to this specification is defined
in Specification F3061/F3061M.
3.2.3 distribution system, n—as used in this specification,
includes the distribution buses, their associated feeders, each
control, and each protective device.
4. Electrical Systems
NOTE 1—Table 1 provides correlation between various Aircraft Type
Codes and the individual requirements contained within this section; refer
to 3.2.1. For each subsection, an indicator can be found under each ATC
character field; three indicators are used:
An empty cell ( ) in all applicable ATC character field columns
indicates that an aircraft shall meet the requirements of that subsection.
A white circle (○) in multiple columns indicates that the requirements
of that subsection are not applicable to an aircraft only if all such ATC
character fields are applicable.
A mark-out (×) in any of the applicable ATC character field columns
indicates that the requirements of that subsection are not applicable to an
aircraft if that ATC character field is applicable.
Example—An aircraft with an ATC of 1SRLLDLN is being considered.
Since all applicable columns are empty for 4.2.1, that subsection is
applicable to the aircraft. Since both the “L” stall speed column and the
“D” meteorological column for 4.1.1 contain white circles, then that
subsection is not applicable; however, for an aircraft with an ATC of
1SRMLDLN, 4.1.1 would be applicable since the “M” stall speed column
does not contain a white circle. 4.2.1.2 would not be applicable to either
aircraft, since it contains an × in the “1” airworthiness level column.
NOTE 2—This standard provides specifications for the electrical gen-
eration and distribution systems used to power various aircraft systems
and equipment. It intentionally does not address any electrical power
systems that may be employed in electrically-powered aircraft propulsion
systems; such power systems are addressed in Specification F3316/
F3316M.
4.1 Power Source Capacity and Distribution:
4.1.1 Each installation whose functioning is required for
type certification or under operating rules and that requires a
power supply is an “essential load” on the power supply. The
power sources and the system shall be able to supply the power
loads specified in 4.1.1.1 – 4.1.1.7 in probable operating
combinations and for probable durations. The power loads may
be assumed to be reduced under a monitoring procedure
consistent with safety in the kinds of operation authorized.
Loads not required in controlled flight need not be considered
for the two-engine-inoperative condition on aircraft with three
or more engines.
4.1.1.1 When required by 4.1.1, the power sources and the
electrical distribution system, when functioning normally shall
be able to support all connected loads.
4.1.1.2 When required by 4.1.1, the power sources and the
electrical distribution system shall be able to support all
essential loads after the failure of any one generator/alternator.
4.1.1.3 When required by 4.1.1, the power sources and the
electrical distribution system shall be able to support all
essential loads after the failure of any one power converter.
4.1.1.4 When required by 4.1.1, the power sources and the
electrical distribution system shall be able to support all
essential loads after the failure of any one energy storage
device.
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4.1.1.5 When required by 4.1.1, the power sources and the
electrical distribution system shall be able to support all
essential loads after the failure of any one engine on an
aeroplane with two engines.
4.1.1.6 When required by 4.1.1, the power sources and the
electrical distribution system shall be able to support all
essential loads after the failure of any two engines on an
aeroplane with three or more engines.
4.1.1.7 When required by 4.1.1, the power sources and the
electrical distribution system shall be able to support all
essential loads for which an alternate source of power is
--```,,,,,,,```,`,,```,````,,,`-`-`,,`,,`,`,,`---
required, after any failure or malfunction in any one power
supply system, any one distribution system, or any other
utilization system.
4.2 Electrical Systems and Equipment:
NOTE 3—Guide F2490 provides information and methodology for an
electrical load analysis.
4.2.1 Electric power sources, their transmission cables, and
their associated control and protective devices shall be able to
furnish the required power at the proper voltage to each load
circuit essential for safe operation.
4.2.1.1 Compliance with 4.2.1 shall be shown by an elec-
trical load analysis or by electrical measurements that account
for the electrical loads applied to the electrical system in
probable combinations and for probable durations.
4.2.1.2 Compliance with 4.2.1 shall be shown by an elec-
trical load analysis that accounts for the electrical loads applied
to the electrical system in probable combinations and for
probable durations.
4.2.2 Each electrical system, when installed, shall be free
from hazards in itself, in its method of operation, and in its
effects on other parts of the aircraft.
4.2.3 Each electrical system, when installed, shall be pro-
tected from fuel, oil, water, other detrimental substances, and
mechanical damage.
4.2.4 Each electrical system, when installed, shall be de-
signed so that the risk of electrical shock to crew, passengers,
and ground personnel is reduced to a minimum.
4.2.5 Electric power sources shall function properly when
connected in combination or independently.
4.2.6 No failure or malfunction of any electric power source
in the distribution system shall impair the ability of any
remaining source to supply load circuits essential for safe
operation.
4.2.7 Each distribution system shall be designed so that
essential load circuits can be supplied in the event of reason-
ably probable faults or open circuits including faults in heavy
current carrying cables.
4.2.8 A means shall be accessible in flight to the appropriate
flight crew members for the individual and collective discon-
nection of the electrical power sources from the distribution
system.
4.2.9 The distribution system shall be designed so that
voltage and frequency, if applicable, at the terminals of all
essential load equipment can be maintained within the limits
for which the equipment is designed during any probable
operating conditions.
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 F3231/F3231M − 22
TABLE 1 ATC Compliance Matrix, Section 4
Aeroplane Certification Level Number of Type of Stall Speed Cruise Speed Meteorological Altitude Maneuvers
Section Engines Engine(s) Conditions
1 2 3 4 S M R T L M H L H D N I L H N A
4
4.1
4.1.1
4.1.1.1
4.1.1.2 C C C
4.1.1.3 C C C
4.1.1.4 C C C
4.1.1.5 ×
4.1.1.6 ×
4.1.1.7 C C C
4.2
4.2.1
4.2.1.1 ×
4.2.1.2 × × ×
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7 × × ×
4.2.8 × × ×

--```,,,,,,,```,`,,```,````,,,`-`-`,,`,,`,`,,`---
4.2.9 × × ×
4.2.10 × × ×
4.2.11
4.2.11.1
4.2.11.2
4.2.11.3
4.2.11.4
4.2.11.5
4.2.11.6
4.2.11.7
4.2.12
4.2.12.1 ×
4.2.12.2 × × ×
4.2.13
4.2.14
4.2.15
4.2.15.1
4.2.15.2
4.2.16 C C C
4.2.16.1 C C C
4.2.16.2 C C C
4.3
4.3.1
4.3.1.1
4.3.1.2
4.3.1.3
4.3.2
4.3.3
4.3.4
4.3.5
4.3.6
4.3.6.1
4.3.6.2 C C C ×
4.3.6.3 C C C ×
4.3.7
4.4
4.4.1
4.4.1.1
4.4.1.2
4.4.2
4.4.3
4.4.4
4.4.5
4.4.5.1
4.5
4.5.1
4.5.2
4.5.2.1
4.5.2.2
4.5.3
4.5.4

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 F3231/F3231M − 22
TABLE 1 Continued
Aeroplane Certification Level Number of Type of Stall Speed Cruise Speed Meteorological Altitude Maneuvers
Section Engines Engine(s) Conditions
1 2 3 4 S M R T L M H L H D N I L H N A
4.5.4.1
4.5.4.2
4.6
4.6.1
4.6.2
4.7
4.7.1
4.7.2
4.7.3
4.7.4
4.7.5 ×
4.7.6
4.7.7 ×
4.7.8 ×
4.8
4.8.1
4.8.2
4.8.3
4.9
4.9.1
4.9.2

4.2.10 If any distribution system, particular system, or item may be used and, if only one generator/alternator exists, the
of equipment requires two independent sources of electrical ammeter may be in the battery feeder.

power, their electrical energy supply shall be ensured by means
such as duplicate electrical equipment, throwover switching, or
by the use of multichannel or loop circuits separately routed.
4.2.11 There shall be at least one generator/alternator if the
electrical system supplies power to load circuits essential for
safe operation. In addition, the requirements of 4.2.11.1 –
4.2.11.7 shall be met.
4.2.11.1 Each generator/alternator shall be able to deliver its
continuous rated power, or such power as is limited by its
regulation system.
4.2.11.2 Generator/alternator voltage control equipment
shall be able to dependably regulate the generator/alternator
output within rated limits.
4.2.11.3 Automatic means shall be provided to prevent
damage to any generator/alternator due to reverse current into
the generator/alternator.
4.2.11.4 Automatic means shall be provided to prevent
adverse effects on the aircraft electrical system due to reverse
current into the generator/alternator.
4.2.11.5 A means shall be provided to disconnect each
generator/alternator from the battery and other generators/
alternators.
4.2.11.6 There shall be a means to give immediate warning
to the appropriate flight crew members of a failure of any
generator/alternator.
4.2.11.7 Each generator/alternator shall have an overvoltage
control designed and installed to prevent damage to the
electrical system, or to equipment supplied by the electrical
system that could result if that generator/alternator were to
develop and overvoltage condition.
4.2.12 A means shall exist to indicate to appropriate flight
crew members the electric power system quantities essential
for safe operation.
4.2.12.1 For aircraft with direct current systems, an amme-
ter that can be switched into each generator/alternator feeder
--```,,,,,,,```,`,,```,````,,,`-`-`,,`,,`,`,,`---
4.2.12.2 The essential electric power system quantities in-
clude the voltage and current supplied by each generator/
alternator.
4.2.13 Electrical equipment shall be designed and installed
so that in the event of a fire in the engine compartment, during
which the surface of the firewall adjacent to the fire is heated
to 1095 °C [2000 °F] for 5 min or to a lesser temperature
substantiated by the applicant, the equipment essential to
continued safe operation and located behind the firewall will
function satisfactorily and will not create an additional fire
hazard.
4.2.14 If provisions are made for connecting external power
to the aeroplane, and that external power can be electrically
connected to equipment other than that used for engine
starting, means shall be provided to ensure that no external
power supply having a reverse polarity, or a reverse phase
sequence, can supply power to the aeroplane electrical system.
4.2.15 If provisions are made for connecting external power
to the aeroplane, and that external power can be electrically
connected to equipment other than that used for engine
starting, the external power connection shall meet the require-
ments of 4.2.15.1 through 4.2.15.2.
4.2.15.1 The external power connection shall be located so
that its use will not result in a hazard to the aeroplane.
4.2.15.2 The external power connection shall be located so
that its use will not result in a hazard to ground personnel.
4.2.16 It shall be shown by analysis, tests, or both, that the
aircraft can be operated safely in VFR conditions, for a period
of not less than 5 min, with the normal electrical power
(electrical power sources excluding the battery and any other
standby electrical sources) inoperative, with critical type fuel
(from the standpoint of flameout and restart capability), and
with the aircraft initially at the maximum certificated altitude.
4.2.16.1 In showing compliance with 4.2.16, parts of the
electrical system may remain on if a single malfunction,

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 F3231/F3231M − 22
including a wire bundle or junction box fire, cannot result in
loss of the part turned off and the part turned on.
4.2.16.2 In showing compliance with 4.2.16, parts of the
electrical system may remain on if the parts turned on are
electrically and mechanically isolated from the parts turned off.
4.3 Storage Battery Design and Installation:
4.3.1 Each storage battery design and installation shall
maintain safe cell temperatures and pressures during any
probable charging and discharging condition.
4.3.1.1 No uncontrolled increase in cell temperature shall
result when the battery is recharged (after previous complete or
most critical discharge) at maximum regulated voltage or
power.
4.3.1.2 No uncontrolled increase in cell temperature shall
result when the battery is recharged (after previous complete or
most critical discharge) during a flight of maximum duration.
4.3.1.3 No uncontrolled increase in cell temperature shall
result when the battery is recharged (after previous complete or
most critical discharge) under the most adverse cooling con-
dition likely to occur in service.
4.3.2 Compliance with 4.3.1 shall be shown by tests unless
experience with similar batteries and battery management
systems or installations has shown that maintaining safe cell
temperatures and pressures presents no problem.
4.3.3 Each storage battery shall be designed and installed
such that no explosive or toxic gases emitted by any battery in
normal operation, or as the result of any probable malfunction
in the charging system or battery installation, may accumulate
in hazardous quantities within the aircraft.
4.3.4 Each storage battery design and installation shall
prevent damage to surrounding structures or adjacent essential
equipment from corrosion fluids or gases that may escape from
the battery.
4.3.5 In addition to the applicable requirements of this
specification, electrical storage battery installations shall com-
ply with the technology-specific provisions of Specification
F3235.
4.3.6 In the event of a complete loss of the primary
electrical power generating system, the battery reserve energy
shall be capable of providing electrical power to those loads
that are essential to continued safe flight and landing including
noncontinuous essential loads with enough capacity to meet the
requirements of either 4.3.6.1, 4.3.6.2, or 4.3.6.3 in accordance
with Table 1.
4.3.6.1 The time needed to complete the function required
for continued safe flight and landing.
4.3.6.2 A time period of at least 30 min which includes the
time to recognize the loss of generated power and to take
appropriate load-shedding action.
4.3.6.3 A time period of at least 60 min which includes the
time to recognize the loss of generated power and to take
appropriate load-shedding action.
4.3.7 The battery reserve energy requirement of 4.3.6 shall
--```,,,,,,,```,`,,```,````,,,`-`-`,,`,,`,`,,`---
be demonstrated by test or analysis including all loads essential
to continued safe flight and landing.
4.4 Circuit Protective Devices:
4.4.1 Protective devices, such as fuses or circuit breakers,
shall be installed in all electrical circuits.
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4.4.1.1 The provisions of 4.4.1 do not apply to main circuits
of starter motors used during starting only.
4.4.1.2 The provisions of 4.4.1 do not apply to circuits in
which no hazard is presented by their omission.
4.4.2 A protective device for a circuit essential to flight
safety may not be used to protect any other circuit.
4.4.3 Each resettable circuit protective device (“trip free”
device in which the tripping mechanism cannot be overridden
by the operating control) shall be designed so that a manual
operation is required to restore service after tripping.
4.4.4 Each resettable circuit protective device (“trip free”
device in which the tripping mechanism cannot be overridden
by the operating control) shall be designed so that if an
overload or circuit fault exists, the device will open the circuit
regardless of the position of the operating control.
4.4.5 If the ability to reset a circuit protective device or
replace a fuse is essential to safety in flight, a means shall be
provided so that it can be readily reset or replaced in flight;
refer to Specification F3117/F3117M.
4.4.5.1 For fuses identified as replaceable in flight, there
shall be onboard one spare of each rating or 50 % spare fuses
of each rating, whichever is greater.
4.5 Master Switch Arrangement:
4.5.1 There shall be a master switch arrangement to allow
ready disconnection of each electric power source from power
distribution systems, except as provided in 4.5.4.
4.5.2 The disconnection required by 4.5.1 shall meet the
requirements of either 4.5.2.1 or 4.5.2.2.
4.5.2.1 The point of disconnection shall be adjacent to the
electrical power sources controlled by the master switch
arrangement.
4.5.2.2 Main power cable feeders (for example, generator/
alternator cables) from the electrical power source to the point
of disconnection shall have fault detection that will automati-
cally de-energize the source when a power cable feeder fault is
detected.
4.5.3 If separate switches are incorporated into the master
switch arrangement required by 4.5.1, a means shall be
provided for the switch arrangement to be operated by a single
action; refer to Specification F3117/F3117M.
4.5.4 Load circuits may be connected so that they remain
energized when the master switch is open if the circuits are
isolated, or physically shielded, to prevent their igniting
flammable fluids or vapors that might be liberated by the
leakage or rupture of any flammable fluid system, and the
requirements of either 4.5.4.1 or 4.5.4.2 are met.
4.5.4.1 The circuits are required for continued operation of
the engine.
4.5.4.2 The circuits are protected by circuit protective de-
vices with a rating of five amperes or less adjacent to the
electric power source. Two or more circuits shall not be used to
supply a load of more than five amperes.
4.6 Switches:
4.6.1 Each switch shall be able to carry its rated current.
4.6.2 Each switch shall be constructed with enough distance
or insulating material between current carrying parts and the
housing so that vibration in flight will not cause shorting.
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 F3231/F3231M − 22
4.7 Electrical Cables and Equipment:
4.7.1 Each electric connecting cable shall be of adequate
capacity.
NOTE 4—Practice F2639 provides information and methodology for
identification marking, for determining wire and cable capacity, and for
determining acceptable wire types that should be used where applicable.
4.7.2 Any equipment that is associated with any electrical
cable installation and that would overheat in the event of circuit
overload or fault shall be flame resistant.
4.7.3 Any electrical cables or equipment that would over-
heat in the event of circuit overload or fault shall not have
dangerous concentrations of toxic fumes enter personnel com-
partments.
4.7.4 Main power cables (including generator/alternator
cables) in the fuselage shall be designed to allow a reasonable
--```,,,,,,,```,`,,```,````,,,`-`-`,,`,,`,`,,`---
degree of deformation and stretching without degradation or
failure.
4.7.5 Main power cables (including generator/alternator
cables) in the fuselage shall be separated from flammable fluid
lines, or be shrouded by means of electrically insulated flexible
conduit (or equivalent) which is in addition to the normal cable
insulation.
4.7.6 Means of identification shall be provided for electrical
cables, terminals, and connectors.
4.7.7 Electrical cables shall be installed such that the risk of
mechanical damage or damage caused by fluids, vapors, or
sources of heat, or both, is minimized.
4.7.8 Where a cable cannot be protected by a circuit
protection device or other overload protection, it shall not
cause a fire hazard under fault conditions.
APPENDIX
(Nonmandatory Information)
X1. SUPPORTING INFORMATION FOR REVISIONS
X1.1 Revisions to Section 4.2.17
X1.1.1 Revision 16a to Previous Location (Specification
F3061/F3061M, Section 5.2.17):
X1.1.1.1 Discussion—In the original Part 23 Amdt 62
material, the content of 5.2.17.1 and 5.2.17.2 were “AND” ed
together; that is, both conditions shall be met simultaneously.
The current language in the standard could be interpreted to be
“OR” conditions; that is, either condition being independently
met would be acceptable. This is an unintentional change in
application that needs to be corrected.
X1.1.1.2 Proposal—Correct the language to make it clear
that both conditions shall be simultaneously met.
X1.1.1.3 Rationale for Change(s)—The proposal is for
modification of the language to clarify and recapture the
original regulatory intent; no technical content within this
standard is being changed; the ability to misinterpret the
language is being mitigated.
X1.2 Revisions to Section 4.3.3
X1.2.1 Revision 16a:
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4.8 Electrical System Fire Protection:
4.8.1 Each component of the electrical system shall meet the
applicable fire protection requirements of Specifications
F3061/F3061M and F3066/F3066M.
4.8.2 Electrical cables, terminals, and equipment in desig-
nated fire zones that are used during emergency procedures
shall be fire-resistant.
4.8.3 Insulation on electrical wire and electrical cable shall
be self-extinguishing when tested at an angle of 60° in
accordance with the applicable portions of DOT/FAA/AR-00/
12, or other approved equivalent methods. The average burn
length shall not exceed 76 mm [3 in.] and the average flame
time after removal of the flame source shall not exceed 30 s.
Drippings from the test specimen shall not continue to flame
for more than an average of 3 s after falling.
4.9 Electronic Equipment:
4.9.1 Radio and electronic equipment, controls, and wiring
shall be installed so that operation of any unit or system of
units will not adversely affect the simultaneous operation of
any other radio or electronic unit, or system of units, required
by the rules of the governing CAA.
4.9.2 If installed communication equipment includes trans-
mitted “off-on” switching, that switching means shall be
designed to return from the “transmit” to the “off” position
when it is released and ensure that the transmitter will return to
the off (non-transmitting) state.
5. Keywords
5.1 battery; electrical; power
X1.2.1.1 Discussion—The term “hazardous” is used in very
specific ways within the context of classification of failure
events. It would enhance the clarity of the standards if this term
was not used colloquially in other locations, since this may be
lead to confusion for the user of the standard. Further, the use
of the term is often open to interpretation; utilizing more
specific language would be preferable.
X1.2.1.2 Proposal—Replace the term “hazardous” with
more descriptive language to better reflect the intent of the
requirement.
X1.2.1.3 Rationale for Change(s)—The proposal is for clar-
ity improvement of the current language; there is no desire to
change the current intent, only to better describe the concerns
to be addressed.
X1.3 Revisions to Title and Section 1
X1.3.1 Revision 19:
X1.3.1.1 Discussion—To conform to F44 Editorial Guide-
lines 2017-02 and Form and Style for ASTM Standards, a
revision is needed to the title and Section 1 of Specification
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F3231/F3231M to update title and wording of Sections 1.1
through 1.4 and to add Section 1.5 to conform to F44 Editorial
Guidelines 2017-02 and Form and Style for ASTM Standards.
X1.3.1.2 Proposal—Revise the title and Sections 1.1
through 1.4 and add Section 1.5 to conform to F44 Editorial
Guidelines 2017-02 and Form and Style for ASTM Standards.
X1.3.1.3 Rationale for Change(s)—The proposal is to up-
date the title and Section 1 to conform to F44 Editorial
Guidelines 2017-02 and Form and Style for ASTM Standards.
X1.4 Revisions to Section 2.2, Section 4 Note 2, add Note
3 to Section 4.2, add Note 4 to Section 4.7.1, add
Note 5 to Section 4.7.6, and add Note 6 to Section
4.8.3.
X1.4.1 Revision 19:
X1.4.1.1 Discussion—With the publication of Specification
F3316/F3316M covering electrical systems for aircraft with
electrical propulsion, a revision is needed to Section 4 Note 2
of Specification F3231/F3231M to provide a pointer to Speci-
fication F3316/F3316M. A revision is needed to add Note 3 to
Specification F3231/F3231M Section 4.2 to provide a pointer
to the previously published and FAA-accepted Guide F2490
which provides guidance for developing an aircraft load
analysis. A revision is needed to add Note 4, Note 5, and Note
6 to Specification F3231/F3231M Sections 4.7.1, 4.7.6, and
4.8.3 to provide a pointer to the previously published and
FAA-accepted Practice F2639 which provides standard prac-
tice for design alteration and certification of aircraft electrical
wiring systems. All standards mentioned above will also be
added to Section 2.2 ASTM Standards.
X1.4.1.2 Proposal—Revise Section 4 Note 2 to include a
pointer to Specification F3316/F3316M, add Note 3 to include
a pointer to Guide F2490 to Section 4.2, add Note 4, Note 5,
and Note 6 to include a pointer to Practice F2639 to Sections
4.7.1, 4.7.6, and 4.8.3. These standards will also be added to
the referenced documents list in Section 2.2.
X1.4.1.3 Rationale for Change(s)—The proposal is to up-
date Section 4 Note 2 to provide a pointer to Specification
F3316/F3316M, add Note 3 to Section 4.2 to provide a pointer
to Guide F2490, and add Note 4, Note 5, and Note 6 to
Sections 4.7.1, 4.7.6, and 4.8.3 to provide a pointer to Practice
F2639. These new standards being referenced in Section 4 will
also be added to Section 2.2. The existing Specification
F3231/F3231M standard does not address electric propulsion,
wire design practices, and loud analysis methods so a pointer is
needed.
X1.5 Revisions to Sections 4.2.8, 4.2.11, 4.2.11.6, and
4.2.15
X1.5.1 Revision 19:
X1.5.1.1 Discussion—The existing Specification F3231/
F3231M has inconsistent usage of the terms crew members,
flight crew, and appropriate flight crew members. The wording
will be changed to standardize on the definition appropriate
flight crew members. Sections 4.2.11 and 4.2.15 are grammar
corrections.
X1.5.1.2 Proposal—Revise Sections 4.2.8 and 4.2.11.6 to
state appropriate flight crew members, instead of flight crew-
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members or flight crew. Revise Section 4.2.11 to remove the
use of the dual and for better clarity. Revise Section 4.2.15 to
specify either to the aeroplane or to the ground personnel,
instead of aeroplane or ground personnel.
X1.5.1.3 Rationale for Change(s)—The proposal is to up-
date Sections 4.2.8 and 4.2.11.6 to state appropriate flight crew
members instead of flight crew. Revise Section 4.2.11 to
remove the dual and for better clarity. Revise Section 4.2.15 to
remove the or statement and replace with an either-or
statement, the current wording could be misconstrued to imply
only the aeroplane or only ground personnel but not both.
X1.6 Revisions to Table 1 and Sections 4.3.6 and 4.3.7,
and add Sections 4.3.6.1, 4.3.6.2, and 4.3.6.3
X1.6.1 Revision 19:
X1.6.1.1 Discussion—Sections 4.3.6 and 4.3.7 need to be
updated or added to allow better correlation between Specifi-
cation F3231/F3231M and 23.2525(c) in 14CFR Part 23
amendment 64 and EASA CS-23 amendment 5.
X1.6.1.2 Proposal—Revise Sections 4.3.6 and 4.3.7, and
add Sections 4.3.6.1, 4.3.6.2, and 4.3.6.3 to allow better
correlation between Specification F3231/F3231M and
23.2525(c) in 14CFR Par 23 amendment 64 and EASA CS-23
amendment 5. Table 1 will be updated and renumbered to
maintain low and high applicability differences that currently
exist.
X1.6.1.3 Rationale for Change(s)—The proposal is to com-
bine language from existing Sections 4.3.6 and 4.3.7 into a new
Section 4.3.6, and then add Sections 4.3.6.1 and 4.3.6.2, and
add Section 4.3.6.3 to include all three methods of compliance.
Section 4.3.6.1 adds the new wording from FAR 23.2525(c)
amendment 64 along with the previous 30 min for low altitude
aircraft and 60 min for high altitude aircraft requirements.
Table 1 will be renumbered to maintain the existing low and
high altitude applicability difference for the existing low and
high altitude applicability difference for the existing 30 and 60
min requirements. A new paragraph renumbered as Section
4.3.7 is added to clarify the processes that can be used to
demonstrate compliance.
X1.7 Revisions to Section 4.5.2, add Section 4.5.2.1, and
add Section 4.5.2.2
X1.7.1 Revision 19:
X1.7.1.1 Discussion—To allow disconnection of a power
source remotely if the point of disconnection has fault detec-
tion to shut off the power source automatically. Location of a
contactor to disconnect a generator in an engine nacelle can
expose contactors to a very hostile environment resulting in
poor reliability. Part 25 rules do not have this requirement.
Task group consensus is that if the feeders from the power
source to the point of disconnection have fault detection that
will automatically de-energize the source, then the point of
disconnection does not need to be adjacent to the source.
X1.7.1.2 Proposal—Revise Section 4.5.2 to allow either the
requirements set forth in Section 4.5.2.1 or Section 4.5.2.2 to
be used to readily disconnect each electrical power source from
power distribution system. This proposed change keeps the
existing method of compliance but adds an alternate method of
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 F3231/F3231M − 22
compliance. Add Section 4.5.2.1, which was Section 4.5.2, and X1.10.1.2 Proposal—The proposal is to update Section
add Section 4.5.2.2 to Table 1 with no restrictions to the 4.3.6 through 4.3.6.3 in order to be used as an MOC for FAR
applicability matrix. 23.2525(c) and FAR 23.2500(a) amendment 64, Section 4.8.1
X1.7.1.3 Rationale for Change(s)—The proposal is to revise to be used as an MOC for FAR 23.2325(a) amendment 64,
Section 4.5.2 to allow two different means of power discon- Section 4.8.2 to be used as an MOC for FAR 23.2330(c)
nection. Section 4.5.2.1 will contain the original wording that amendment 64, and 4.8.3 to be used as an MOC for FAR
was in Section 4.5.2, and Section 4.5.2.2 will allow disconnec- 23.2325(a)(1) amendment 64 in Table 1 of the ATC Compli-
tion of power feeders remotely as long as they have fault ance matrix.
detection that will automatically de-energize the source if a X1.10.1.3 Rationale for Change(s)—The proposal is to
fault is detected. update Table 1 ATC compliance matrix to ensure all aeroplanes
have a means of compliance to the new FAR Part 23 amend-
X1.8 Revisions to Section 4.7.3 ment 64 rules.
X1.8.1 Revision 19: X1.11 Revisions to Sections 4.1.1 through 4.1.1.7
X1.8.1.1 Discussion—This change is to update Section
4.7.3 from a previous ballot comment for a suggested improve- X1.11.1 Revision 21:
ment to clarify the requirement applies to personnel compart- X1.11.1.1 Discussion—This change is to update Section
ment spaces. 4.1.1.2 to match the FAR 23.1310 (a2) amendment 62, add an
X1.8.1.2 Proposal—Revise Section 4.7.3 to clarify the re- additional 4.1.1.5 to match FAR 23.1310 (a3) amendment 62,
quirement only applies to electrical cables or equipment that and update 4.1.1.6, previously 4.1.1.5, to change aircraft to
might have dangerous toxic fumes enter personnel compart- aeroplane to follow the F44 editorial guidelines. With the
ments. addition of 4.1.1.5, the previous 4.1.1.5 will become 4.1.1.6,
X1.8.1.3 Rational for Change(s)—The proposal is to revise and the previous 4.1.1.6 will become 4.1.1.7. Table 1 was also
Section 4.7.3 to specify the requirement that electrical cables or updated to reflect these changes and, in addition, 4.1.1 and
equipment that might have dangerous concentrations of toxic 4.1.1.1 were changed to remove the low stall speed and day
fumes should be bounded to personnel compartments. VFR exclusions in order to show compliance to FAR 23.2525
amendment 64 and, in addition, 4.1.1.2 – 4.1.1.6 now exclude
X1.9 Revisions to Table 1, Section 3, and Sections 4.2.6, aeroplane certification level 1.
4.2.7, 4.2.8, 4.2.9, 4.2.10, and 4.2.11 X1.11.1.2 Proposal—Revise Section 4.1.1.2 to change en-
gine to generator/alternator, add an additional 4.1.1.5 require-
X1.9.1 Revision 20: ment that the power sources and the electrical distribution
X1.9.1.1 Discussion—Section 4.2.11 contains a definition system shall be able to support all essential loads after failure
that will be added to Section 3 for distribution system. With of any one engine on an aeroplane with two engines, and
that change, 4.2.6 – 4.2.10 will be reworded to use the replace aircraft with aeroplane in 4.1.1.6, formerly 4.1.1.5.
distribution system term. Section 4.2.11 will be removed from With the addition of 4.1.1.5, the previous 4.1.1.5 will become
Table 1 and the corresponding sections will be updated 4.1.1.6, and the previous 4.1.1.6 will become 4.1.1.7, 4.1.1 the
numerically due to the removal of 4.2.11. cross reference will be updated to include 4.1.1.1 – 4.1.1.7, and
X1.9.1.2 Proposal—Remove Section 4.2.11 to remove the the compliance matrix Table 1 will be updated to match the
definition of distribution system and add that definition to proposed changes.
Section 3, Terminology. In addition to that, Sections 4.2.6 X1.11.1.3 Rational for Change(s)—The proposal is to revise
through 4.2.10 will be reworded to specifically use distribution Section 4.1.1.2 to change engine to generator/alternator to
system and update Table 1 and the follow-on sections as match FAR 23.1310(a2) amendment 62, with the exception the
required with the removal of 4.2.11. FAR utilizes prime mover instead of generator/alternator. Add
X1.9.1.3 Rational for Change(s)—The proposal is to re- an additional 4.1.1.5 requirement to match FAR 23.1310 (a3)
move the definition of distribution system that is currently amendment 62. Revise Section 4.1.1.6, formerly 4.1.1.5, to
Section 4.2.11 and reword Sections 4.2.6 through 4.2.10 to replace aircraft with aeroplane to follow the F44 editorial
specifically use the term “distribution system” in the require- guidelines. With the addition of 4.1.1.5, the previous 4.1.1.5
ment. Table 1 will have 4.2.11 removed and the remaining will become 4.1.1.6, and the previous 4.1.1.6 will become
sections updated numerically as required. 4.1.1.7 with no wording changes, 4.1.1 the cross reference will
be updated to include 4.1.1.1 – 4.1.1.7, and the compliance
X1.10 Revisions to Table 1
matrix will be updated to match the proposed changes. Table 1
X1.10.1 Revision 21: entries for 4.1.1 and 4.1.1.1 will be updated to remove the low
X1.10.1.1 Discussion—This change is update the Table 1 stall speed and day VFR exclusions in order to show compli-
ATC Compliance matrix in order for all aeroplanes to use the ance to FAR 23.2525 amendment 64 and, in addition, 4.1.1.2 –
standard as a means of compliance to the new FAR Part 23 4.1.1.6 now exclude aeroplane certification level 1.
amendment 64 rules. This change was requested during a
previous ballot item that discovered an error in excluding level X1.12 Revisions to Section 4.2.15
1 aeroplanes which, in turn, would result in not being able to X1.12.1 Revision 21:
use the standard as an MOC for a particular Part 23 amendment X1.12.1.1 Discussion—This change is to remove the ambi-
64 rule. guity of using the work or for protecting the aeroplane or
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 F3231/F3231M − 22
ground personnel and will be made into two separate require-
ments along with the existing wording that is in Section 4.2.15.
In addition to this change, Table 1 will also be updated to
capture the changes
X1.12.1.2 Proposal—Revise Section 4.2.15 to make the two
requirements for external power connections separate require-
ments.
X1.12.1.3 Rationale for Change(s)—The proposal is to
revise Section 4.2.15 and apply the subsections of requirements
for external power connections to remove the ambiguity of
using the word “or.”
X1.13 Revisions to All Sections, Section 4.2.14, Section
4.3.1 through 4.3.1.3, and Note 4
X1.13.1 Revision 21:
X1.13.1.1 Discussion—This change is to update the word
“must” to “shall” as outlined in the ASTM Form and Style
Manual in all sections of this specification. Section 4.2.14 will
update “aircraft” to “aeroplane” to follow the F44 Style
Guidelines. Section 4.3.1 through 4.3.1.3 will be updated to
change “may” to “shall” as the base requirement in 4.3.1 is a
mandatory requirement, and the sub-requirements should fol-
low suit. Combine Notes 4-6 into one general Note 4 as
Practice F2639 is used in several places in Section 4.7 and 4.8.
X1.13.1.2 Proposal—The proposal is to update all sections
to use the word “shall” in place of “must” as outlined in the
ASTM Form and Style Manual. Update Section 4.2.14 to use
“aeroplane” in place of “aircraft” as outlined by the F44 Style
Guidelines. Update Section 4.3.1.1 through 4.3.1.3 to “shall” in
place of “may” as these are mandatory requirements and not
optional. Combine Notes 4-6 into one general Note 4 and
remove Notes 5 and 6.
X1.13.1.3 Rationale for Change(s)—The rationale is to
bring this specification up to date with the ASTM Form and
Style Manual along with the F44 Style Guidelines. Update
Section 4.3.1.1 through 4.3.1.3 to use “shall” in place of “may”
as these are not optional requirements as outlined in the ASTM
Form and Style Manual. Update 4.3.1.3 and remove Notes 5
and 6 as F2639 is used throughout Section 4.7 and 4.8 of this
specification, and this was a suggested improvement during a
previous ballot
X1.14 Revisions to Table 1, ATC Compliance Matrix,
Section 4
X1.14.1 Revision 22:
X1.14.1.1 Discussion—This change is to modify the ATC
Compliance Matrix, Section 4 to correct errors in the table:
(1) Table 1, Sections 4.1.1.5 and 4.1.1.6, should exclude all
single engine aeroplanes, these sections will be changed to
have an “x” in lieu of the “o” in the number of engines column
“S” and have the remaining “o” in Aeroplane Certification
Level “1”, Stall Speed “L”, and Meteorological Conditions
“D” removed.
(2) Table 1, Section 4.2.11.2, is the equivalent to FAR
23.1351(c)(2) amendment 49 and should apply to all
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aeroplanes, this section will have the “x” removed from
Aeroplane Certification Level “1”, “2”, and “3”.
(3) Table 1, Section 4.2.12.1, is the equivalent to FAR
23.1353(d)(1) amendment 49 and only applies to normal utility
and aerobatic aircraft therefore it should have an “x” in the
aeroplane certification level 4.
(4) Table 1, Section 4.2.12.2, is the equivalent to FAR
23.1351(d)(2) amendment 49 and only applies to commuter
category aeroplanes and therefore it Aeroplane Levels 1, 2, 3
should have an “x” as this requirement only applies to level 4
aeroplane certification levels.
(5) Table 1, Sections 4.2.16, 4.2.16.1, and 4.2.16.2, should
only exclude level 1, low stall speed, day VFR Certification
Level Aircraft. These sections are presently missing the “○”
exclusion in the level 1 column.
(6) Table 1, Section 4.3.7, should not have any marks in
any columns as it describes how to meet the requirement in
4.3.6 by means of test or analysis.
X1.14.1.2 Proposal—Revise Table 1 of the ATC Compli-
ance Matrix, Section 4, to correct the typographical errors, not
increase certification burden, and to increase the clarity of the
compliance matrix table.
X1.14.1.3 Rationale for Change(s):
(1) Table 1, Sections 4.1.1.5 and 4.1.1.6, as stated in the
MOC apply to multi engine only, therefore it is appropriate to
only have an “x” in the “S” Column for Number of Engines
and have the remaining marks removed that way all single
engine aircraft are exempt from this MOC.
(2) Table 1, Section 4.2.12.1, comes from FAR
23.1351(d)(1) and as stated in the rule only applies to “normal,
utility, and acrobatic category airplanes, therefore it should not
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apply to Level 4 aeroplanes adding an “x” in the Certification
Level “4” column will make this MOC match FAR
23.1351(d)(1).
(3) Table 1, Section 4.2.12.2, comes from FAR
23.1351(d)(2) and as stated in the rule only applies to “com-
muter category airplanes”, therefore it should not apply to
Level 1-3 aeroplanes adding an “x” in the Certification Level
“1,2,3” column will make this MOC match FAR
23.1351(d)(2).
(4) Table 1, Sections 4.2.16, 4.2.16.1, and 4.2.16.2, should
not apply to apply to aeroplanes that are certification level 1,
low stall speed and day VFR, the rational behind this change is
there is not an existing requirement in CS-VLA or in ASTM
Specification F2245; however, VLA should not be the limiting
factor here and it should apply to all aeroplanes defined as
such. Therefore, an “o” will be added in the Certification Level
“1” column so an airplane that is Level 1, Low Stall Speed and
Day VFR only will be excluded from using this as a MOC.
(5) Table 1, Section 4.3.7, should not have any marks in the
table is it describes how to meet the MOC laid out in 4.3.6 by
means of test or analysis, which is needed in order to be
utilized as a MOC for FAR 23.2525(c) amendment 64.
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