Interesting article, NoD, but it relates to the pilot acting contrary to a radar
control service such as one gets in CAS / airways.
The context here is GA, OCAS, where the only radar service under which the controller is legally permitted to suggest avoidance is a Radar Advisory Service. Very few pilots use RAS because ATC sends you all over the sky, often with 90/90/90 degree doglegs flown around nontransponding contacts which for anybody cares could be 5000ft below you. It's also not available most of the time you might want it, due to controller workload because the required separation is impossible to achieve in the actual traffic density OCAS.
So, with the kind of TCAS systems available to GA today, all one is going to get is other traffic azimuth/altitude information, and since ATC giving a Radar Information Service (the most common radar service one goes for, OCAS) aren't allowed to even suggest which way to turn, the pilot is never going to be acting in conflict with ATC.
I am afraid that in GA we are pretty well on our own and have to do our own "safety management".
When I fly airways, which I do occassionally, I fly FL100-FL190 and one doesn't need TCAS there because there ain't no traffic there anyway! CAT flies way above or way below, and the routings take one many miles away from any CAT climbing/descending in the busy terminal areas. Never flown a hold on ATC instructions, either. And other GA in the airways is rare as rocking horse s***
