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5. 18 : Auckland is the only practical terminal for trans-Pacific services. Since it should also be a terminal for trans-Tasman services, it must be organised to receive both landplane and seaplane services. (Paragraph 83.) 5. 19 : It would be desirable to connect both Wellington and Christ church by trans-Tasman services. Since Wellington can only be served by flying-boats and Christchurch by landplanes, it would be necessary for Tasman Empire Airways to operate both seaplanes and landplanes. Co-operation with the New Zealand National Airways Corporation would facilitate the latter. (Paragraphs 84-88.) 5. 20 : The choice of Solents for the next stage of operation by Tasman Empire Airways appears to be sound, but the restriction to day flying, which has been accepted, adversely affects the utility and economy of the service and is inconsistent with current operational practice with comparable landplanes. (Paragraphs 86-87.) 5. 21: There is grave doubt whether suitable seaplanes will be available to take the place of the Solents at the next stage of reequipment. Proposed capital expenditure at the Mechanics Bay seaplane base, which cannot be fully amortised or recovered, should therefore be carefully reviewed and alternatives sought. The location of an engine repair shop with its attendant engine test beds in the middle of the city may be open to objection on the score of noise nuisance. (Paragraphs 89-93.) Internal air services S. 22: The permanent location of the New Zealand National Airways base at Palmerston North, which is an artificial hub for air services, should be reviewed in the light of the proposed development of aerodromes at Rongotai and at Auckland. (Paragraph 95.) S. 23 : There would be advantage in the development of some of the minor air services initially on a non-scheduled basis and their operation by locally established companies under contract with the National Airways Corporation. There should be freedom for the operation of " taxi" services by such local operators. There appears to be scope for the use of small seaplanes or amphibians in this field. (Paragraphs 96-100.) Economic studies of air transport S. 24: The economic results of air transport operation should be analysed and reviewed by Government and the Directorate of Civil Aviation should be organised for this purpose. (Paragraph 101.) Air route organisation S. 25 : The working efficiency of the air traffic control, radio, and ' meteorological services at aerodromes would be improved if these services were housed together in properly planned control buildings. The relative responsibilities of the commander of aircraft and of the Air Traffic Control should be clearly defined. (Paragraphs 105 ; 106.) 5. 26: The Search and Rescue system of New Zealand is organised on sound principles. We recommend its extension to cover searches by flying club and private aircraft. (Paragraph 107.)