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multidirectional IFR approaches to all nmways that aze noninterfering. Ike Elmo, however, is currently ineligible for a precision approach due to insufficient runway length. The FAA requires a runway length of 4,200 feet for MIS installations. ('~ Aiilak~ Airlake Airport is located approximately 14 nautical miles due south of Minneapolis-St. Paul IaternadonaL From an air traffic control standpoint, it is well located for a reliever airport. Its only runway, R»ttway 11/29, is aligned with the primary runways at Minneapolis-St. Paul International, which provides compatible IFR traffic flows for the two airports. Airlake currently has an IIS and VOR instrument approach. Airlake also has a VORTAC (Farmington VOR - FGT) with DME capability, approximately two nautical miles due east. This means that additional IFR approach procedures could be designed for the airport if the planned crosswind rumvay (Runway 4/22) is added To improve Airlake's reliever capabilities, it should have an additional tmway or runways, an air traffic control tower, and, subsequently, a radaz monitor and limited approach control authority. ($) Other ?Arsnace ConsideratiorL Gateway North Industrial Airport, which was considered for a possible reliever role, is located approximately 24 nautical miles northwest of Minneapolis-St. Paul International and approximately 11 nautical miles from Crystal and Anoka County- Blaine-airports. Due to its location, Gateway North Industrial, as a VFR facility, would not impact operations at nay of the existing reliever airports. If it was improved to accommodate more IFR operations, it would impact IFR operations at both Anoka County-Blaine and Crystal airports. The degree of impact would be determined by the NAVAIDs that would be utilized for the instrument approach procedures, as well as the volume of IFR operations at the three airports. III-35