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remaining in the airport traffic pattern). The pilots maintain spacing and separation <br />between themselves by visual means and the help of a dedicated frequenry known as <br />LINICOM, on which pilots can exchange information relative to their position at or in <br />proximity to an airport. When the traffic pattern is saturated with touch-and-go operations, <br />it is not feasible to practice IIS or other instrument approach procedures at uncontrolled <br />airports. <br />The most suitable environment for practice instrument procedures is at a towered <br />airport where the controllers regulate and separate touch-and-go pattern operations from <br />practice or real instrument operations. Because all IFR operations must be conducted <br />under ATC control, it is also more realistic to practice IFR procedures at controlled <br />facilities in an ATC environment. <br />All of the reliever airports serving the Minneapolis-St. Paul area currently have <br />instrument approach procedures; these procedures are summarized in Table III-g. <br />Specific airspace considerations for the existing and future reliever airport system are <br />discussed in the following sections. <br />(1) Anoka County-Blaine <br />Anoka County-Blaine is located approximately 14 nautical miles due north of <br />Minneapolis-St. Paul International It currently has two runways and three <br />instrument approach procedures. The tower located at the airport is currently <br />unmanned <br />All Minneapolis-St. Paul International traffic flows and procedures are <br />removed from those of Anoka County-Blaine. The location of Anoka County-Blaine <br />as a VFR reliever is excellent; additional runways could be developed at the airport <br />without precipitating an airspace problem. As an IFR airport, however, there are <br />some possible airspace wnstraints. Anoka County-Blaine is located approximately <br />III-27 <br />