Today, though regulations have changed dramatically regarding which aircraft are legally permitted to fly long distances from a diversion airport, aircraft still need an ETOPS certification.
While this certification can be granted to many narrowbody and widebody aircraft alike, airlines still need to ensure every aircraft embarking on a long-distance flight has received approval to do so.
ETOPS stands for Extended-Range Twin-Engine Operations Performance Standards, though some in the industry humorously refer to it as 'engines turn or passengers swim.'
Its foundation stretches back to when piston-powered aircraft were widespread in the commercial aviation market.
These engines were unreliable, so traveling too far from a diversion airport could have serious and deadly consequences for those onboard.
In response, the Federal Aviation Administration created its 60-minute rule. This regulation stated that any aircraft with two or fewer engines could not fly more than one hour from a diversion airport.
With many parts of the world’s oceans offering no land for diversion airports, airlines had to purchase and deploy massive aircraft like the Boeing 747 or McDonnell Douglas MD-11 on routes spanning oceans.
However, as new technology ushered in the jet age, aircraft engines became more reliable. Additionally, new twin jets were launched by Boeing and Airbus.
This next generation of aircraft, led by planes such as the Boeing 767 , was much more capable in performance, efficiency, and, most importantly, range.
As a result of modernized airline fleets, the FAA adjusted its standards for long-distance, over-water flying. It started by issuing certifications for individual twinjet aircraft to fly long-haul flights that extended up to 120 minutes from the nearest diversion airport.
This regulation became known as ETOPS 120. Among the first to receive these ratings were the Boeing 767-200ER and Airbus A300.
Despite the improvements in flexibility airlines received in many markets, services to Hawaii were still required to be operated by aircraft with an ETOPS 180 certification, which is slightly higher than the 120-minute rule established for other operations.
As a result, airlines were still forced to operate widebody, high-capacity aircraft on domestic services to the Hawaiian Islands, severely limiting where the carriers could serve beyond Honolulu.
Eventually, these restrictions were relaxed once more. In 1995, the new Boeing 777 became the first twinjet to receive ETOPS 180 certification.
In 1999, a major change occurred when the Next Generation Boeing 737 family received an ETOPS 180 rating. The Airbus A320 family followed suit in 2004.
Airlines have taken full advantage of the relaxed policies regarding the deployment of narrowbody aircraft on flights to Hawaii.
Alaska Airlines and Southwest Airlines heavily utilize the Boeing 737 on various Hawaiian routes, while carriers like American Airlines and Hawaiian Airlines deploy the Airbus A321neo.
According to ch-aviation, on August 31, 2015, American Airlines flight AA31 was mistakenly operated by a non-ETOPS-certified Airbus A321.
The service departed Los Angeles International Airport and was bound for Daniel K. Inouye International Airport in Honolulu, Hawaii. The mistake reportedly occurred 12 days after the A321 was first deployed on the route.
“When we realized what happened, we immediately notified the FAA and began a thorough review of our procedures. Already, we have revised our software to properly identify the correct aircraft are operating the correct routes.”
There are minimal differences between a non-ETOPS-certified and ETOPS-certified A321, the latter simply having auxiliary fuel tanks to extend range in the event of a diversion. Additionally, extra medical equipment and fire suppression tools must be onboard and accessible to the crew. American Airlines spokesperson Casey Norton explained:
“The planes themselves are the same: same engines, same fuel tanks, same range, all of that. They can go the same distances. There are two small differences in terms of equipment to allow Etops certification. Since you can’t divert for medical [on a Hawaii bound flight], you’re required to carry extra medical oxygen on board and an extra fire suppression canister.”
The Airbus A321 has become a very popular aircraft in the United States and continues to gain sales from airlines through its next-generation variant, the Airbus A321neo. As the largest variant of the A320 family, the aircraft has a higher capacity than the A320, A319, and A318. According to Artheau Aviation, the A321’s fuselage is extended by 23 feet (6.9 meters) to allow for the higher capacity.
Several major US carriers offer scheduled services to Hawaii, and Breeze Airways also recently expressed interest in serving the market with its fleet of A220-300s:
Hawaiian Airlines has undoubtedly benefited most from ETOPS changes, as it operates a fleet of Airbus A330, Airbus A321neo, and Boeing 787 aircraft between the Hawaiian Islands and the mainland. If the rules had not been changed, the airline would have had to invest in costly trijets and quadjets to make its business model work.
Meanwhile, Alaska Airlines deploys many Boeing 737s on routes from the West Coast to Hawaii. The airline’s mainline fleet consists entirely of Boeing 737s, which would otherwise not be able to serve the market. The same is true of low-cost carrier Southwest Airlines, which has quickly positioned itself as a powerful player in the Hawaiian market.
