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major airport with a new facility at some as yet undetermined location. The recommended development plan includes contingency planning and development options in the event certain airport development does not occur as expected, or if a new major airport is located in an area generally north or south of the urbanized area. A decision on the major airport relocation will be determined by the legislature in 1996, this becomes a crucial date for priority setting because of the long lead times implicit in the planning/development process. The process typically involves system planning, preparation and/or update of an individual airport comprehensive plan, environmental studies and impact statements, securing of necessary approvals and permits, establish funding and programming, accomplish acquisition activities if needed, prepare bids and select contractors, complete construction, implement operational use, and monitor status. All of these planning and development steps require some degree of coordination and public discussion. Some require public hearings. That process can and does take several years to a decade or more to complete and that does not assume any major legal or political challenges. Rernaunended Reliever System Priorities The following system implementation priorities integrates the various agencies requirements within the context of the overall metropolitan aviation system; also, other regional planning and development activities. Priorities are defined as "High", "Medium", or "Low" depending upon their development schedule in relation to the major airport decision in 1996. The priorities are dmded into several categories: planning (system and airports), navigational aids (NAVAIDS), capital improvements, and land acquisition. A high priority is assigned to those planning activities that should be accomplished in the next five years since they will provide important information for decision making regarding the contingency options and their implementation or non-implementation. High Priority Projects consist of the following: Operations Monitoring - it is important to monitor air traffic activity and aircraft use on a wntinuous bases. This serves as a check on the aviation forecasts and the resulting facility needs and investment requirements. Only three of the seven reliever airports have air traffic control towers and allow reasonable recording of flight activity; however, these towers are not manned on a 24 hour basis. Accurate activity information will be important in the next several years due to a potential historical shift occurring in the ownership and use of single engine aircraft. Rather than rely on assumed towered/non-towered airport traffic relationships it is proposed in the reliever study that acoustic counters be acquired with which to refine local data base for use in preparing future forecasts. • General Aviation Fee Structure Analysis - as the airport system has continued to develop the cost of development, operations, maintenance and services has increased.