This NPA is sponsored by the D & F Study Group and its need arises from difficulties encountered by some applicants with various paragraphs of JAR–25. The Power Plant Study Group has also been involved in the preparation of this NPA.
The application of the definitions of ‘Fireproof’ and ‘Fire-resistant’ to certain areas of the aircraft is inappropriate and over-severe.
For guidance purposes the definitions have been amended to provide reference to an equivalent means of compliance involving the resistance to fire capability of certain materials.
The intent to adopt primarily the classic ‘temperature/time’ arbitrary definitions of ‘Fireproof’ and ‘Fire-resistant’ is in line with current practices used by world aviation authorities and manufacturers.
The definition of ‘a flame’ referred to in the revised definitions of Fireproof and Fire-resistant in JAR–1 are similar to both the FAA definition given in their draft AC on this subject and that contained in ISO/DIS 2685. The difference in the temperatures given in the two standards can be considered as negligible.
The JAR–25 revisions in this Orange Paper Amendment are complemented by revisions to JAR–1 which will be prepared as soon as possible. In the meantime, the texts to be put in JAR–1 are shown below:–
(These definitions will allow the deletion of the French National Variants.)
JAR–1 pages 1–5 and 1–9
Revise the definitions of ‘Fireproof’ and ‘Fire-resistant’ on page 1–5 as follows:
(a)  ‘Fireproof’ with respect to materials, components, and equipment means the capability to withstand the application of heat by a flame, for a period of 15 minutes without any failure that would create a hazard to the aircraft. The flame will have the following characteristics:
Temperature 1100°C ± 80°C