Originally Posted by
martymayes
Well, lets review the AIM and see what we can come up with: Para 5-5-8 says: "When meteorological conditions permit, regardless of type of flight plan or whether or not under control of a radar facility, the pilot is responsible to see and avoid other traffic, terrain, or obstacles."
Section b) says a controller "Provides radar traffic information to radar identified aircraft operating outside positive control airspace on a workload permitting basis" The controller is only 'obligated' to provide traffic information in positive controlled airspace.
Continuing on to 5-5-10, the pilot "Does not expect to receive radar traffic advisories on all traffic. Some aircraft may not appear on the radar display. Be aware that the controller may be occupied with higher priority duties and unable to issue traffic information for a variety of reasons."
The pilot of a TCAS equipped aircraft is authorized to deviate from an ATC clearance as necessary to follow the commands of a TCAS RA. I am not aware of any paperwork on ATC's part but I can find out in a few minutes. FWIW, most TCAS RA's I have encountered occurred while under ATC control.
Now for reality: The most likey type traffic H.A.S. will encounter is not traffic flying to/from the primary class C airport. It will be pilots trying to skirt the Class C without a transponder, or those not comfortable talking to ATC. In the latter, you'll have two aircraft on a 1200 code with the controller unable to do anything because neither have been radar identified.
H.A.S. - You might want to review what a TIS system can and can't do. I don't think it will provide any value to your type flying.
Essentially, you have a ~320# airplane which willl incur a substantial wt. penalty once all this gear and power source (batteries) are installed. Performance suffers, the higher gross wt means structural safety margins are compromised and there is very little if any collision avoidance benefit.
But, it is a free country.