ARFF NEWS
had caught fire.
aircraft charging is expected to largely take place very early in the day, in the evenings and overnight because that is when aircraft are parked. There is then a major risk of a fire spreading to other parked aircraft, unless there is sufficient distance between the aircraft. This also goes for the fire spreading to other combustible and flammable materials in the vicinity of the ‘e-parking facility’. This risk exists when, for example, electric vehicles are stored in hangars and similar facilities. A fire can do great damage in such surroundings. This is a focus point not only for aircraft owners, but also for the owner of the storage space (hangar) and their insurer (which may include specific requirements for the storage space in the policy). Ground handlers must also be instructed and trained in the safe handling of electric aircraft and in dealing with the specific hazards that may be involved in handling such aircraft. Like the airport’s (operations) personnel involved, they have to be familiar with the correct use of charging stations and cables. They also need to be able to recognise hazards, meaning, for example, that they must be able to identify noises from the aircraft’s engine/battery compartment that may indicate a thermal runaway (bubbling and/or thudding noises) or vapour/smoke coming from the compartment. Aside from that, it is advisable for them to know how to de- energise such an aircraft and how to safely disconnect the charging cables. Another specific focus point is the presence of high- voltage components (cables) and the electrocution hazard that this may present (see Fig. 4). While this electrocution hazard itself may be limited, the consequences are major, meaning that it does have to be addressed specifically in training. Other focus areas In order to develop towards sustainable aviation, the focus should not only be on making aircraft green, but also on sustainable infrastructure and equipment. This can include electrification of the ground handling equipment and vehicles that are needed at an airport. This transition is currently already underway at many airports. Not only are they investing in solar parks and other renewable energy sources, but they are also looking into zero-emission transport and electric taxiing. As a result, there are already various kinds of electrically powered vehicles in use at airports. Handling companies In practice, it is advisable to locate an e- parking facility at least 15 metres from essential airport infrastructure and not underneath spaces that are used by people. It is also a good idea to install charging points at a considerable distance from airport buildings or essential equipment. Compliance with the NEN 1010 standard is a must. 5 Ground risks and focus points for electric aircraft and ground equipment • Fire caused by thermal runaway • Formation of highly toxic flue gases due to a fire • Uncontrollable fire (Li-ion fires are very hard to extinguish, requires a lot of water) • Risk of fire propagation (to buildings or other aircraft) due to the intensity of the
Additionally, RFFS personnel need to have been trained to use respiratory protective equipment. Smaller General Aviation (GA) airports up to airport category 3 (aircraft length up to 18m) are not equipped to effectively extinguish a Li-ion fire themselves. Such airports depend on assistance from public fire services. Given the response times of public fire services (7 - 15 minutes), the expectation is that the fire will be uncontrollable for a longer time (4 - 12 minutes). This will complicate rescue efforts for passengers that may be stuck in the aircraft and in a worst-case scenario it will even make rescue impossible. Given this worst- case scenario, airports up to category 3 must consider doubling their fire fighting resources no later than one year after they start to welcome electric aircraft. This is in line with Annex 14 (Articles 9.2.3 and 9.22 to 9.2.25), in anticipation of future further national and international regulations. https://www.ifv.nl/kennisplein/Documents/20210608- BwNL-Aandachtskaart-lithium-ion-energiedragers.pdf https://www.ifv.nl/kennisplein/Documents/20210224- IFV-Onderzoek-dompelcontainers.pdf
Charging and infrastructure In order to be able to charge electric aircraft, airports will have to create parking
Charging and infrastructure In order to be able to charge electric aircraft, airports will have to create parking spaces designed especially for charging purposes, complete with an adequately sized charging outlet (generally a 3-phase outlet). Despite the fact that charging stations have to meet strict requirements, technical failure may still lead to overcharging, Another specific focus point Despite the fact that storage space in the policy).
charging stations have to meet strict requirements, technical fail
is the presence of high-voltage components (cables) and the ele
22 MAY- JUNE 2025 | ARFF NEWS for example, which may, in turn, lead to thermal runaway. The risk of a fire starting in a battery pack is greater while the battery is being charged. Electric spaces designed especially for charging purposes, complete with an adequately sized charging outlet (generally a 3-phase outlet). Other focus areas In order to develop towards sustainable aviation, the focus should not only be on making aircraft green, but also on sustainable
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