2 TCASII RA'S WOULD HAVE REQUIRED EXTREME CLBING ESCAPE MANEUVERS IF THE WX HAD NOT BEEN VMC.

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THE FO WAS FLYING THE ACFT WITH THE AUTOPLT ENGAGED. WE WERE INBOUND TO DFW ON THE ACTON ARR AT 11000 FT WHEN WE RECEIVED 2 TCASII WARNINGS FROM 2 SEPARATE ACFT THAT WERE DEPARTING DFW AND CLBING TO 10000 FT. BOTH TIMES WE RECEIVED THE AURAL WARNING WITH INSTRUCTIONS TO CLB. WHEN I LOOKED AT THE VSI ALMOST THE ENTIRE CIRCUMFERENCE SHOWED RED. THIS WOULD HAVE REQUIRED A CLB OF OVER 4000 FPM TO COMPLY WITH THE TCASII INSTRUCTIONS. FORTUNATELY; WE WERE ABLE TO SEE BOTH ACFT AND WERE ABLE TO CONTINUE INBOUND ON THE ARR AT 11000 FT. IF THE VISIBILITY HAD BEEN LIMITED HOWEVER; WE WOULD HAVE BEEN REQUIRED TO INITIATE A VERY STEEP CLB. INITIATING AN UNNECESSARY MAX PERFORMANCE CLB RIGHT IN THE MIDDLE OF THE DFW TCA COULD BE DANGEROUS. TCASII IS AN INVALUABLE AID. I NOW FEEL VULNERABLE WHENEVER I FLY WITHOUT AN OPERABLE UNIT. THE TCASII WORKED PROPERLY IN THIS INCIDENT. IT SEEMS TO ME THAT IT IS QUITE DANGEROUS TO ROUTINELY AIM HIGH PERFORMANCE ACFT THAT CLB AT A HIGH RATE DIRECTLY AT INBOUND FLTS. REQUIRING THEM TO LEVEL OFF JUST 1000 FT BELOW THE INBOUND TFC LEAVES VERY LITTLE ROOM FOR ERROR. SOONER OR LATER THIS IS A RECIPE FOR DISASTER GIVEN THE TFC VOLUME AT THE DFW ARPT.