. 
during closely spaced parallel runway approaches

. 
when flying in known close proximity to other airplanes

. 
in circumstances identified by the operator as having a verified and
significant potential for unwanted or undesirable RAs

. 
engine out operation.

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 (as installed) or if the existing vertical speed is in the red band (RA VSI) (as installed). 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.
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.
Copyright . The Boeing Company. See title page for details.
October 31, 2003 FCT 757 (TM) 7.19

During the RA maneuver, the aircrew attempts to establish visual contact with the target. However, visual perception of the encounter can be misleading. The traffic acquired visually may not be the same traffic causing the RA.
Note: Unless it is confirmed that the target acquired visually is the one generating the RA, the pilot should always comply with the displayed RA commands.
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.

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

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 continuous stick shaker activation accompanied by one or more of the following:
.
buffeting which could be heavy at times

.
lack of pitch authority and/or roll control

.
inability to arrest descent rate. If the airplane is stalled, recovery from the stall must be accomplished first by applying and maintaining nose down elevator until stall recovery is complete and stick shaker activation ceases. Under certain conditions, it may be necessary to reduce some thrust in order to prevent the angle of attack from continuing to
　
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