Lithium Battery Fires in Cabins Force Airlines to Rethink Power Bank Rules

The KLM Fire and the Lithium Battery Trend Behind It

On September 17, a portable charger caught fire aboard KLM flight 735 from Amsterdam to Curaçao. The Boeing 777 was forced to turn back, one person was injured, and the aircraft remained out of service until September 20, causing cancellations. Dutch media reported the device allegedly belonged to former KLM CEO Camiel Eurlings, though the airline declined to identify the passenger. The Dutch Safety Board opened an investigation on November 4.

The incident is not isolated. The UK Civil Aviation Authority estimates the average passenger now carries four lithium-powered devices, and reports of passenger devices overheating rose 98% between 2024 and 2025. The FAA logged 97 lithium-battery incidents involving smoke, fire, or extreme heat in 2025, up from 47 in 2017. FAA deputy director Paul Serafin said the agency has recently seen roughly two incidents a week on passenger aircraft.

The cost goes beyond safety. UL Standards & Engagement estimates an average of about $96,000 per event, with roughly 12% of incidents resulting in a diversion or emergency landing. KLM lost two long-haul flights and a widebody aircraft for two days. New ICAO provisions effective at the end of March cap passengers at two power banks and prohibit recharging them in flight, but implementation varies by jurisdiction and airlines can impose stricter limits, creating a patchwork of rules.

Why Airlines Are Struggling to Contain a Growing Cabin Risk

Why Power Banks Are the Leading Culprit

Lithium-ion batteries power almost every portable device, but power banks are particularly risky because they pack high energy density into a small, often poorly regulated package. Unlike laptops or phones, which have sophisticated battery management systems, many power banks are cheaply made and lack adequate protection circuits. When a battery overheats, it can enter thermal runaway — a chain reaction that produces intense heat and fire that is difficult to extinguish with standard cabin extinguishers. The UK CAA data shows power banks are the leading device category in overheating reports, and the KLM incident fits that pattern.

The Fragmented Regulatory Landscape

ICAO's new provisions, effective at the end of March, set a global baseline: two power banks per passenger and no in-flight recharging. But ICAO standards are not self-executing. Each jurisdiction implements them differently, and airlines can impose stricter limits. This means a passenger flying from Amsterdam to Curaçao might face different rules than on a connecting flight from another region. For airlines, this fragmentation creates operational complexity: crew must enforce varying rules, and passengers may be confused about what is allowed. The lack of a unified global standard also means some carriers may lag in enforcement.

The Cost Calculus for Airlines

At roughly $96,000 per incident, the direct costs — diversions, emergency landings, aircraft downtime, passenger compensation — add up quickly. KLM's experience shows the cascading effect: two long-haul flights cancelled and a widebody out of service for two days. For an industry with thin margins, these costs are material. But the bigger risk is reputational and regulatory. A serious fire that causes fatalities could trigger groundings, lawsuits, and far stricter rules. Airlines are thus caught between the cost of tighter enforcement and the potentially catastrophic cost of a major incident.

What the Industry Is Doing — and Not Doing

IATA's Jonathan Jasper cautions that most reports involve overheating rather than full thermal runaway, suggesting the current risk is manageable but not negligible. However, battery safety expert Paul Christensen argues the industry needs to wake up with extreme urgency. The gap between these positions reflects a broader tension: airlines are getting better at putting out fires, but are they doing enough to prevent them? Current measures focus on passenger education and crew training, but enforcement of power bank rules is inconsistent. Some airlines have banned power banks entirely, while others rely on passengers to self-police. The lack of a coordinated global response leaves cabin crews as the last line of defense.

What Airlines, Regulators and Passengers Should Do Next

The most important insight: airlines are getting better at extinguishing lithium battery fires, but the underlying risk is growing faster than the patchwork regulatory response can contain it.

For airline executives and safety managers, the KLM incident and the ICAO rules create a clear set of priorities over the next 6–24 months:

• Audit power bank policies against ICAO's two-unit cap and in-flight recharging ban. Ensure crew are trained to enforce the limit at boarding and during flight, and that gate agents communicate the rule clearly. KLM's experience shows a single incident can cost two long-haul flights and a widebody for two days.
• Invest in better fire containment equipment. Standard extinguishers may not stop thermal runaway. Evaluate specialized battery fire containment bags or blankets for cabin crew, and train on their use. The $96,000 average incident cost justifies the investment.
• Track and report incident data more rigorously. The 98% rise in UK CAA reports may reflect better reporting, but it also signals a real trend. Airlines should feed their own incident data into industry-wide databases to help regulators target the highest-risk devices.
• Prepare for stricter rules. If a major fatal incident occurs, regulators could ban power banks entirely or require them in checked baggage only. Airlines should model the operational impact of such a scenario now.

For passengers, the practical takeaway is simple: carry power banks in the cabin, never in checked luggage, and do not recharge them in flight. If a device feels unusually hot, alert a crew member immediately. The rules may vary by airline and route, so check before you fly.