Why don't I be the first to say that I am not convinced it adds anything to helicopter operations except expense. First of all, you are applying it to old analog instrumentation in old helicopters that never even had TCAD. Some operators with both TCAD and TCAS have told me that they prefer the information from the TCAD presented on a map view for traffic information in helicopter situations. The fancy TCAS II system that Bristow would like all operators to splurge for has serious limitations on lateral presentation, and in fact relies on altitude differentiation for traffic avoidance. It will command (via the modified VSI) either a 1500fpm climb or descent. OK so let's forget that most helicopters have a limitation against this in IMC. Let's forget the questional benefits of a "bunt", pushing the nose over and the risk of negative "G". This system does nothing to present in the lateral, and is inferior to a TCAD presented in a map view. Even more inferior to a map view with routings and reporting points displayed on it, like you would have if you displayed on a SAGEM or Garmin or Honeywel MFD.
I don't know where you guys fly where you can change altitude a few thousand feet on a TCAS threat, but most of us bottom feeders jammed into a few hundred feet between MOCA and IFR airspace and icing and wrong way traffic above and below just simply cannot climb or descend very much at all.
Why don't I close by saying that the Bristow system was already obsolete 10 years ago on top of being irrelevant to helicopter operations. If you really want to see what operators are more likely to install, have a look at the ADS-B going into the Gulf of Mexico. Present that on a map display and you really have something. Probably the North Sea will be out of oil before it gets there.