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Controllers have a much more complete view of the air traffic situation than TCAS allows. Try to refrain from “second guessing” ATC or asking for special handling based on the potentially incomplete traffic information available on the TCAS display.
Operation in TA ONLY Mode
When operating in the TA ONLY mode, a TCAS equipped aircraft will appear to another TCAS aircraft as “Mode C Only.” In addition to inhibiting RA’s in the “TA only” cockpit, TCAS to TCAS coordination does not occur. These issues, along with the fact that few general aviation aircraft are TCAS equipped, mandate that use of the TA (only) mode be limited to situations of operational necessity. Use of TA (only) may be indicated in one or more of the following circumstances:
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During takeoff towards known nearby traffic which is in positive visual contact and which would cause an unwanted RA. Reselect TA/RA as soon as possible.

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During parallel approaches when the other aircraft has been positively identified visually (VMC) or by the controller (IMC).

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In visual conditions when flying in known close proximity to other aircraft.

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During emergencies and in-flight failures that severely limit aircraft performance or control to the point that ability to respond to an RA is in doubt.

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In response to specific Company guidance regarding areas or operations identified as having a verified and significant potential for unwarranted RA’s.

Operational Limitations
TCAS does not alter or diminish the pilot’s basic authority and responsibility to ensure safe flight. Since TCAS does not respond to aircraft which are not transponder equipped or aircraft with a transponder failure, TCAS alone does not ensure safe separation in every case. Other aircraft may not be able to maneuver due to equipment malfunctions. Further, TCAS RA’s may, in some cases, conflict with flight path requirements due to terrain, such as an obstacle limited climb segment or an approach to rising terrain. Since many approved instrument procedures and IFR clearances are predicated on avoiding high terrain or obstacles, it is particularly important that pilots maintain situational awareness and continue to use good operating practices and judgment when following TCAS RA’s. TCAS does not diminish the flight crew’s responsibility for outside visual scan and “see and avoid” vigilance.
TCAS may occasionally issue an RA against an aircraft that has legal separation. This may be the result of one aircraft maneuvering, or in the case of 500’ VFR - IFR separation, due to either or both aircraft being only slightly off altitude. TCAS uses a target’s existing and previous vertical speed to predict separation. It is not aware of traffic’s intention to level off at an altitude above or below its own altitude. For this reason, an RA can be issued prior to such a level off.
TCAS is only required to tract aircraft within 14 miles, outside of this range targets may be intermittent. Non-transponder or inoperative transponder aircraft are invisible to TCAS. Traffic with a transponder, but without altitude reporting, will not generate an RA. Mode C only transponders are not capable of coordinating responses. The TCAS aircraft assumes that the Mode C aircraft will not change its flight path.
Required Reports
Submit a Captain’s Irregularity Report whenever response to an RA requires deviation from an assigned clearance. Submit Aviation Safety Reporting System (ASRS) reports at the crew’s discretion. Report areas or operations that result in a high number of TA’s or unwanted RA’s via flight envelope write-ups.
INTENTIONALLY LEFT BLANK
GROUND PROXIMITY WARNING SYSTEM (GPWS)
GPWS Warning
GPWS warnings of “TERRAIN, PULL UP,” or any Configuration Warning require an immediate response by the flight crew.  Without delay, apply go-around thrust, verify speedbrakes are retracted, and climb at the best angle of climb until clear of terrain.
WARNING:  Any “TERRAIN,” “PULL UP,” or configuration warning that occurs or continues below 500’ AFE mandates a go-around, regardless of flight conditions.
Note:  If a warning occurs above 500’ AFE when flying under daylight VMC conditions, and positive visual verification is made that no hazard exists and that aircraft configuration is correct, the warning may be regarded as cautionary and the approach may be continued.
GPWS Alert
GPWS alerts of “DON’T SINK,” “SINK RATE,” “GLIDE SLOPE,” or “BANK ANGLE” (if applicable ) require immediate response by the flight crew.  The PF must take immediate action to correct the flight path.
INTENTIONALLY LEFT BLANK ADVERSE WEATHER
WEATHER RADAR
The requirements for weather radar for dispatch are stated in the aircraft minimum equipment list. If the radar becomes inoperative in flight, the flight may not enter a known or forecast thunderstorm area unless the Captain is satisfied that thunderstorms can be avoided visually. If already in a thunderstorm area when the radar becomes inoperative, the flight will avoid thunderstorms visually, or if this is impossible, slow to recommended turbulence penetration speed and take the shortest course out of the area consistent with safety.
　
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