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• in circumstances identified by the operator as having a verified and
significant potential for unwanted or undesirable RAs
• engine out operation.
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.26 FCT 777/787 Preliminary (TM)
Resolution Advisory (RA)
When TCAS determines that separation from approaching traffic may not be
sufficient, TCAS issues a Resolution Advisory (RA) aural warning and a pitch
command. Maneuvering is required if any portion of the airplane symbol is within
the red region on the attitude indicator. Flight crews should follow RA commands
using established procedures unless doing so would jeopardize the safe operation
of the airplane or positive visual contact confirms that there is a safer course of
action. If a RA is received, immediately accomplish the Traffic Avoidance
maneuver in the QRH.
Resolution advisories are known to occur more frequently at locations where
traffic frequently converges (e.g. waypoints). This is especially true in RVSM
airspace. Climb or descent profiles should not be modified in anticipation of
avoiding an RA unless specifically requested by ATC.
RA maneuvers require only small pitch attitude changes which should be
accomplished smoothly and without delay. Properly executed, the RA maneuver
is mild and does not require large or abrupt control movements. Remember that
the passengers and flight attendants may not all be seated during this maneuver.
The flight director is not affected by TCAS guidance. Therefore, when complying
with an RA, flight director commands may be followed only if they result in a
vertical speed that satisfies the RA command.
During the RA maneuver, the aircrew attempts to establish visual contact with the
target. However, visual perception of the encounter can be misleading,
particularly at night. The traffic acquired visually may not be the same traffic
causing the RA.
Pilots should maintain situational awareness since TCAS may issue RAs in
conflict with terrain considerations, such as during approaches into rising terrain
or during an obstacle limited climb. Continue to follow the planned lateral flight
path unless visual contact with the conflicting traffic requires other action.
Windshear, GPWS, and stall warnings take precedence over TCAS advisories.
Stick shaker must be respected at all times. Complying with RAs may result in
brief exceedance of altitude and/or placard limits. However, even at the limits of
the operating envelope, in most cases sufficient performance is available to safely
maneuver the airplane. Smoothly and expeditiously return to appropriate altitudes
and speeds when clear of conflict. Maneuvering opposite to an RA command is
not recommended since TCAS may be coordinating maneuvers with other
airplanes.
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 7.27
Upset Recovery
For detailed information regarding the nature of upsets, aerodynamic principles,
recommended training and other related information, refer to the Airplane Upset
Recovery Training Aid available through your operator.
An upset can generally be defined as unintentionally exceeding the following
conditions:
• pitch attitude greater than 25 degrees nose up, or
• pitch attitude greater than 10 degrees nose down, or
• bank angle greater than 45 degrees, or
• within above parameters but flying at airspeeds inappropriate for the
conditions.
General
Though flight crews in line operation rarely, if ever, encounter an upset situation,
understanding how to apply aerodynamic fundamentals in such a situation helps
them control the airplane. Several techniques are available for recovering from an
upset. In most situations, if a technique is effective, it is not recommended that
pilots use additional techniques. Several of these techniques are discussed in the
example scenarios below:
• stall recovery
• nose high, wings level
• nose low, wings level
• high bank angles
• nose high, high bank angles
• nose low, high bank angles
Note: Higher than normal control forces may be required to control the airplane
attitude when recovering from upset situations. Be prepared to use a firm
and continuous force on the control column and control wheel to complete
the recovery.
Stall Recovery
In all upset situations, it is necessary to recover from a stall before applying any
other recovery actions. A stall may exist at any attitude and may be recognized by
　
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