Operated by New Zealand National Airways Corp. Sold in Samoa as 5W-FAC in November 1966. Photo from: Whites Aviation Collection/Alexander Turnbull Collection

Qantas retained two immaculate DC-4s for services to Norfolk Island. It was in theory an international destination and Qantas protected its international monopoly vigorously. But for an airline with ambitions to become all 747 they were an expensive luxury. Runway restricts on the island stopped jets and limits on overwater operations prevented twin props. The dilemma was resolved when an exemption was given to allow F27s with long-range tanks to replace the DC-4s. Longer, stronger runways later opened the airport to 737 and A320 aircraft.

Qantas' two DC-4 became anachronisms as the airline pushed towards becoming an all 747 operator in the late 1970s. Only DC-4s met the overwater safety requirements and still be able use the airport. The solution came with a dispensation for East-West to operate long-range Fokker F27 500s on the route. The airstrip has since been lengthened and strengthened for 737/A320 class airliners.

Ex VH-RZT. It is seen here during its trans-Pacific delivery flight. Peter Ricketts photo

VH-EWQ was fitted with long-range tanks for the service from Sydney to Norfolk Island, replacing the DC-4s that had previously operated the route. The F27s flew under a dispensation to allow them to operate outside the normal rules for overwater flights by twins. In 1983 F28s, which could operate within the rules, took over. Peter Ricketts photo

VH-IBC was withdrawn from use in March 1988. Norfolk Island Airlines used the aircraft for a scheduled passenger service between Brisbane and the island. At 1500km (800nm) it was one of the longest commuter airline routes in the world. Peter Ricketts photo