All of which would require the pilot to look in even more....
No new electric kit is needed, except perhaps mandatory transponder areas (the more congested parts of the UK, perhaps) and an effective 24/7 national LARS coverage?
But who would pay for it?
The ever increasing number of highly complex avionic boxes, moving map displays etc positively encourage 'head-in' flying - which is why I prefer a CAA chart and non-moving map GPS which just gives a simple L/R CDI demand, plus numeric data.
Talking to a FIE yesterday, he is constantly dismayed at the poor standards of look out and even basic attitude flying exhibited by many students AND some instructors.
As I was driving back home through Chipping Norton yesterday afternoon, the AAIB low-loader with the sad wreckage went past going the other way. Not nice.
TCAS II is emphatically not the answer in the GA VFR environment; it is primarily an IFR safety system which attempts to provide vertical separation to resolve conflict with other Mode C or Mode S platforms. Mode S v Mode S TCAS also provides co-ordinated Resolution Advisory guidance for both platforms.
Few GA spamcans would be able to meet the climb rates required by TCAS; azimuth collision resolution is not provided by any current TCAS.