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The airport could be a viable candidate for an MLS. With an MLS, curved approach and departure routes could be designed that do not interfere with tall structures that preclude astraight-in precision approach from the northwest. While such a system would not significantly affect capacity, it would allow the airport to better fulfill its role as the primary reliever for Minneapolis-St. Paul International. (4) Area Airspace Operations at St. Paul Downtown Airport are generally compatible with operations at nearby Minneapolis-St. Paul International; however, IIS approaches for Runway 32 at St. Paul Downtown conflict with departures on Rumvay 11L at Minneapolis-St. Paul International. Rtmway 32 does not conflict with departures and arrivals on Runway 11R. Inbound traffic at St. Paul Downtown must hold for 30 minutes if departures are occurring at Minneapolis-St. Paul on Runway 11L If traffic at Minneapolis-St. Paul remains heavy for more than 30 minutes, departures on Runway 11L are held unfit traffic holding for St. Paul Downtown can be accommodated. Operations from St. Paul Downtown are usually routed underneath Minneapolis-St. Paul operations. With three runways, the airport is well suited for winds from arty direction during VFR conditions. VFR operations can also occur on the airport's two shorter runways, while Runway 14/32 accommodates IFR operations. As area traffic in the airspace increases, improvements in existing radar coverage and approach control will be required A nonprecision approach is currently being considered for Rumvay 14. The proposed straight-in approach would lower minimums to approximately 500 feet AGL The possibility of developing a curving MIS approach could be considered; however, the feasibility of such a system would require extensive study. (5) ~ijFort Ernirons The land envelope at St. Paul Downtown Airport consists of 540 acres. The airport is wnstrained along its northern and eastern borders by the Mississippi River. V-51