between Gatwick and Faro. The airline's second 757 (G-BPGW) entered commercial service on 29 March 1984, between Gatwick and Milan. An order for a third, the first directly ordered from Boeing, followed in 1984 and further such aeroplanes operated. During the early 1980s the Federal Aviation Administration (FAA) began rethinking its policy on the minimum number of engines an aircraft needed to be permitted to fly long distances non-stop over water. The FAA's rethink had been prompted by the increasing reliability of jet engines powering new widebodied airliners as well as other technological advances. Mid-air engine shutdowns that necessitated an emergency landing at the nearest diversion airfield and which could harm the structure and/or occupants had become a rare phenomenon. The result was ETOPS, a set of rules permitting twin-engined aircraft to fly long over water routes, provided that there were usable diversion airfields within 120 minutes' non-stop flying distance plus a 15% margin from the aircraft's route. Following the introduction of the new rules in the mid-1980s, Air Europe became one of the first airlines to have its 757s ETOPS-equipped to take advantage of the aircraft's design range, which was sufficient to permit non-stop flights to the East coast of North America, the Caribbean and Central America as well as certain parts of South America and Asia. This enabled Air Europe to become the first British charter airline to operate its 757s on transatlantic charter flights between various points in the UK and Orlando, Florida, from 1989. The first three planes were sold in April 1985 when the company cashed in on their dollar-denominated residual values. The contractual ability to sell in this way meant keeping the fleet young with a policy or replacing planes whenever residual values happened to exceed the costs of leasing new replacements, such as capacity temporarily leased in from other operators.) Air Europe placed an initial order for five, larger 400 series Boeing 737s. These aircraft were delivered during 1989. ILG's 1989 annual report, which covered financial and operational performance during Air Europe's tenth anniversary had summary statistics: Group operating profit of £35.5 million. 31 jet aircraft operated across the group. 20 scheduled routes. Total surplus aircraft valuations of £360 million. A combined share of 20% of all slots at London Gatwick. Total passenger numbers for all the group's airlines of 5.8 million. Total passenger numbers for all the group's tour operators of 2.7