ETOPS- Like EXTW said, but it applies to long flights over water or the Poles. Looks like a pain in the neck, probably easier to do a stop in Alaska than to deal with all that *******t. I got this from a site, hope it helps you:


ETOPS exclusions
Private jets are exempted from ETOPS by the FAA, but are subject to the ETOPS-120 minute rule in JAA's jurisdiction. Several commercial airline routes are still off-limits to twinjets because of ETOPS regulations. They are routes traversing the South Pacific (e.g. Auckland - Santiago, Chile), Southern Indian Ocean (e.g. Perth, Western Australia - Johannesburg) and Antarctica.


[edit] Beyond ETOPS-180
Effective February 15, 2007, the FAA ruled that US-registered twin-engined airplane operators can fly over most of the world other than the South Polar Region, a small section in the South Pacific, and the North Polar area under certain winter weather conditions provided that the inflight shutdown rate is 1 in 100,000 engine hours. This limit is more stringent than ETOPS-180 (2 in 100,000 engine hours).

The qualified aircraft must have appropriate fire-suppression systems, adequate oxygen supplies for crew and passengers (to continue high altitude flight) in the event of depressurisation, and automated defibrillators. Weather reporting, training, and diversion accommodation requirements remain unchanged. Since aircraft occasionally divert for non-engine mechanical problems or passenger medical emergencies, the rule requires that airplane systems be able to support lengthy diversions in remote and sometimes harsh environments. The rules do not apply to 3- or 4-engined cargo aircraft and freed twinjets from ETOPS constraints.

EASA distinguishes between twin-engine (ETOPS) and aircraft with 3 or 4 engines. Rules governing such aircraft (3 or 4 engines) are covered under LROPS rules. LROPS would demand similar rules with regard to emergency oxygen and fire-suppression. EASA is expected to release rules for ETOPS and LROPS in 2008.


[edit] ETOPS ratings
The following ratings are awarded under current regulations according the capability of the airline:

ETOPS-75
ETOPS-90
ETOPS-120/138
ETOPS-180/207
However, ratings for ETOPS type approval are fewer. They are:

ETOPS-90, which keeps pre-ETOPS Airbus A300B4 legally operating under current rules
ETOPS-120/138
ETOPS-180/207, which covers 95% of the earth's surface.

[edit] Approval for ETOPS
ETOPS approval is a two-step process. Firstly: the airframe and engine combination must satisfy the basic ETOPS requirements during its type certification. This is called ETOPS type approval. Such tests may include shutting down an engine and flying the remaining engine during the complete diversion time. Often such tests are performed in the middle of the oceans. It must be demonstrated that, during the diversion flight, the flight crew is not unduly burdened by extra workload due to the lost engine and that the probability of the remaining engine failing is extremely remote. For example, if an aircraft is rated for ETOPS-180, it means that it should be able to fly with full load and just one engine for 3 hours.

Secondly: An operator who conducts ETOPS flights must satisfy his own country's aviation regulators about his ability to conduct ETOPS flights. This is called ETOPS operational certification and involves compliance with additional special engineering and flight crew procedures on top of the normal engineering and flight procedures. Pilots and engineering staff must be specially qualified and trained for ETOPS. An airline with extensive experience operating long distance flights may be awarded ETOPS operational approval immediately, others may need to demonstrate ability through a series of ETOPS proving flights.

Regulators closely watch the ETOPS performance of both type certificate holders and their affiliated airlines. Any technical incidents during an ETOPS flight must be recorded. From the data collected globally, the reliability of the particular airframe-engine combination is measured and statistics published. The figures must be within limits of type certifications. Of course, the figures required for ETOPS-180 will always be more stringent than ETOPS-120. Unsatisfactory figures would lead to a downgrade, or worse, suspension of ETOPS capabilities either for the type certificate holder or the airline.


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