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Runway 32 at St Paul Downtown. With an MIS, it is conceivable that simultaneous instrument approaches to Runways 32 and 30 wuld be implemented, which possibly could enhance IFR arrival capacity. Aa MLS approach to Runway 26 may also be feasible for periods when the wind requires an approach to the west. Even with NAVAID and instrumentation improvements, St Paul Downtown would not experience a substantial capacity increase because its primary access from the southeast is limited as are options for expanding the suaounding airspace. Such an improvement would, however, allow the airport to better fulfill its current role as the primary reliever for corporate operations. With increased demand by corporate capacity, light aircraft and training operations will need to be redelegated to other well equipped reliever airports is the region. (3) Cnnth St Paul South St Paul Airport is located approximately seven nautical miles southeast of Minneapolis-St Paui International and 3.7 nautical miles south of St Paul Downtown. It has one runway, Runway 16/34, and an NDB instrument approach procedure with circling minimums of a 700•foot ceiling and one to two miles visibility. Its current activity levels are low. Its proximity to both St. Paul Downtown and Minneapolis-St Paul International and its location immediately under the departure and arrival flows to both airports are too close for compatible IFR operations. Its future as an IFR airport is highly limited; an IFR procedure to Runway 34 is not feasible because it would require operations at St Paul Downtown to be totally dependent of this approach. Any future role for South St. Paul should be developed with these restrictions in mind. (4) ~rvsta! Ai_mort Crystal Airport is located approximately 11 nautical miles northwest of Minneapolis-St Paul Iatetnational. Paved Runway SL/23R has displaced thresholds at each end; this limits the potential of the rttttway to be developed as an IFR III-32