B737-800
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict
Flight Crew Returned To Clearance
Human Factors; Procedure
ZZZ Center issued a clearance to climb and maintain 26;000 ft. At approximately 11;400 ft.; we received a TCAS descending RA. The Pilot Flying without delay complied with the descending RA. The autopilot and auto throttle were disengaged; and a smooth adjustment to a pitch down attitude was completed to satisfy the RA command. The Pilot Flying followed this planned lateral flight path until approximately 10;500 ft. when the Clear of Conflict was heard. ZZZ Center was advised of the TCAS deviation.Some important points that I (Pilot Monitoring) and the First Officer (Pilot Flying) took away from this event includes knowing company policies and procedures. The Pilot Flying did not hesitate to comply with the TCAS RA. The teamwork between the roles of Pilot Flying and Pilot Monitoring worked. I can contribute this to our TCAS training. This real life TCAS RA with passengers onboard was just like the scenarios we receive in the simulators.[We also had] a concern regarding ZZZ Center. Our flight was never given any traffic advisories to be on the lookout for this aircraft. The TCAS equipment on the aircraft was our first signal that there was a traffic conflict. Only after ZZZ Center was notified of the TCAS RA; did ZZZ Center start issuing traffic advisories to another company flight behind us. This is my first time in XX years of flying Part 121 operations that I have come this close to another aircraft. When ATC asked if I could identify the aircraft; I had no trouble identifying it as a King Air. During this descending TCAS RA; the closest I saw the two aircraft apart was 500 ft.
A B737 pilot reported a near miss after following an automated advisory to descend. Pilot reported ATC did not issue a traffic advisory prior to incident.