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In case you haven't noticed, the alleged expertise posted on FT is often wrong/misleading. Especially when it comes to aviation technical matters or, say, revenue management.

At least so far, the answers here are broadly accurate though with caveats. ETOPS hasn't stood for "twin engine" in a while. It's just Extended Operations now (ETOPS practice has been expanded to ALL operations beyond 180 minutes from a suitable diversion airport). Though Engines Turn Or Passengers Swim will always be a fundamental law of the sky!

Probably also worth pointing out that the 60 or 180 minute rules are based on a suitable airport and at OEI (one engine inoperative) cruise speed. The Q routes across the Gulf between Florida and Louisiana certainly keep you within 60 minutes of a diversion airport at all times.

Back when DFW-TPA was operated with a mix of 738 and MD-80 frequencies, the MD-80s never flew the Q routes. They would typically file J2 to the Crestview VOR, then I believe Seminole, before picking up the arrival (which might have still nicked the corner of the Gulf SE of TLH/NW of Cedar Key). Most likely the MD-80s were not life vest equipped. So, there may be non-ETOPS reasons for a certain plane needing to stay closer to land. At least in the past, life vest/life raft didn't strictly tie to whether a plane was ETOPS or not (i.e. I remember a "limited overwater" 727 subfleet...)

<redacted> They also often get pricing and yield management wrong.