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would not choose to base his/her aircraft at a facility greatly removed from its current based location. For example, it is unlikely that diversion would occur between Anoka County-Blaine and Airlake, regazdless of the fact that Airlake has available storage and operational capacity. For this reason, an airport is only considered eligible to attract diversion from a "saturated" airport if it is in close proximity to the airport experiencing capacity constraints. A limit of approximately 15 miles between airports was set to establish diversion limitations. (4) t m gyrynhic Coverage An additional factor considered in the formulation of the system alternatives was the adequary of the geographic coverage provided by the existing reliever airport system. Several different aspects of system geographic rnverage were examined, including: . Reliever system airport servicxi azeas . Precision approach service areas . Secondary ring airport service areas Individual airport service areas are based on driving times from each reliever airport as provided by the Metropolitan Council of the Twin Cities s Driving times aze based on the level of service provided by an airport. The Metropolitan Council of the Twin Cities estimates that the service area for intermediate airports is approximated by a 30-minute drive time radius. Intermediate airports aze defined under the regional system as having a primary runway of between 5,001 to 8,000 feet. St. Paul Downtown is the only intermediate airport in the reliever system. Fifteen-minute service azeas have been assigned to the other reliever airports, as well as the ring of secondary airports. The reliever airports within the seven-county metropolitan region aze classified as minor airports because they all have primary runways less 'Metropolitan Aviation Development Guide Amendments - Report to the Legislature, January 1990. N-10