There is no need to be so suspicious about a business case, so long as it also includes a sound safety case. It is essential to have both, the one to ensure a financial return and the other for all the obvious safety reasons you and I value. If ADS-B is to be used in the future, the first priority is to ensure that the accuracy, integrity, continuity, etc of the position information is all of the right quality. It isn’t at the moment, and the ADS-B positions you have been looking at are from aircraft where the system has not yet been certificated. When it is, you will be able to rely upon it in exactly the same way you can rely on the Mode S altitude read-outs. There is a huge effort going on to get aircraft fitted and certificated. The Hudson Bay business case comes from the fact that, over Hudson Bay where the east/west traffic between N. America and Europe crosses the north/south traffic between America and the Far East, at the moment they can only use procedural control. ADS-B would allow reduced separations to be used without the expense of installing MSSRs in an arctic environment. Nearer home, the helicopter traffic over the N Sea requires better surveillance than exists at the moment. ADS-B and Wide Area Multilateration (WAM) could revolutionise this and offer much greater safety. Regarding UPS at Louisville, their aircraft are being fitted with ADS-B (In and Out) so that the pilots have a good reliable pictorial presentation of other traffic. (Pilots think that TCAS can do this but it is not accurate enough) ADS-B will be sufficiently accurate but only when properly certificated, which it is on the UPS aircraft. The benefits come from the controller being able to delegate time or distance intervals between suitable equipped aircraft to set up arrival streams. The pilots then maintain the required distance or time intervals which in turn allows them to do continuous descent approaches without reducing the arrival rate. It is early days, but just think of what ultimately could be done at European airports, and how much easier both the controller’s and the pilot’s job could become - much better than the old tombone pattern with the pilots trying to second guess the controller and the controller wondering whether the pilots will do exactly as instructed, quickly and accurately. Go and look at the website I referred to in my earlier message.