{"id":21145126,"date":"2026-09-08T17:09:12","date_gmt":"2026-09-08T15:09:12","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/uberlingen-2002-midair-collision-tcas-versus-controller\/"},"modified":"2026-09-08T17:11:13","modified_gmt":"2026-09-08T15:11:13","slug":"uberlingen-2002-midair-collision-tcas-versus-controller","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/fr\/uberlingen-2002-midair-collision-tcas-versus-controller\/","title":{"rendered":"\u00dcberlingen: The Night TCAS and the Controller Gave Opposite Orders"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n<p>At 23:34:49 on the night of 1 July 2002, the collision avoidance system aboard a Tupolev Tu-154M over southern Germany told its crew to climb. Seconds later the air traffic controller told them to descend. They descended. On the Boeing 757 converging with them, the same system said descend, and that crew did too.<\/p>\r\n\r\n<p>Forty-three seconds after the first warning, the two aircraft met at almost a right angle at 10,630 metres over Lake Constance. Seventy-one people were killed, 52 of them children. What followed changed a rule that governs every airliner flying today.<\/p>\r\n\r\n\r\n<div style=\"background:#f5f5f5;padding:20px 24px;margin:24px 0;border-left:4px solid #5C91FF\"><p style=\"margin:0 0 10px;font-weight:700;font-size:17px;color:#0d1117\">Quick Facts<\/p><table style=\"width:100%;border-collapse:collapse;font-size:15px;line-height:1.6\"><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Date<\/strong><\/td><td style=\"padding:5px 0;color:#222\">1 July 2002, 23:35:32 local (21:35:32 UTC)<\/td><\/tr><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Location<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Near &Uuml;berlingen, Lake Constance, southern Germany<\/td><\/tr><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Aircraft 1<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Bashkirian Airlines Flight 2937, Tupolev Tu-154M, RA-85816, Moscow to Barcelona<\/td><\/tr><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Aircraft 2<\/strong><\/td><td style=\"padding:5px 0;color:#222\">DHL Flight 611, Boeing 757-23APF, A9C-DHL, Bergamo to Brussels<\/td><\/tr><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Altitude<\/strong><\/td><td style=\"padding:5px 0;color:#222\">10,630 m (34,890 ft)<\/td><\/tr><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Fatalities<\/strong><\/td><td style=\"padding:5px 0;color:#222\">71 &mdash; 69 aboard the Tu-154, 2 aboard the 757. No survivors<\/td><\/tr><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Children killed<\/strong><\/td><td style=\"padding:5px 0;color:#222\">52, including 46 schoolchildren from Ufa, Bashkortostan<\/td><\/tr><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Investigating body<\/strong><\/td><td style=\"padding:5px 0;color:#222\">German BFU, report AX001-1-2\/02, published 19 May 2004<\/td><\/tr><tr><td style=\"padding:5px 14px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Airspace controlled by<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Skyguide, from ACC Zurich<\/td><\/tr><\/table><\/div>\r\n<h2>One controller, two workstations<\/h2>\r\n\r\n<p>Peter Nielsen was working the sector alone. His colleague was resting in another room &mdash; against Skyguide&rsquo;s written rules, but a practice the BFU found had gone on for years and was known and tolerated by management. Nielsen was manning two workstations at once.<\/p>\r\n\r\n<p>The main radar image processing system was being maintained, so he was on a fallback. The ground-based optical collision warning system, which would have shown him the conflict roughly two minutes out, had been switched off for maintenance &mdash; and he had not been told. The telephone system was also down, cutting him off from other control centres. And a delayed Aero Lloyd flight was approaching Friedrichshafen at an hour when nobody expected another landing, so with the phones out he had to stay in radio contact with that crew himself.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/bashkirian-airlines-tu-154m-ra-85816-sharjah-2002.jpg\" alt=\"Bashkirian Airlines Tupolev Tu-154M RA-85816 at Sharjah in March 2002\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">Bashkirian Airlines Tu-154M RA-85816 at Sharjah in March 2002, four months before the accident. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n<h2>The last six minutes<\/h2>\r\n\r\n<p>DHL 611 had checked in at 23:21 and been cleared up to FL320, then to FL360 to save fuel. It levelled off at 23:29. At 23:30 Flight 2937 came on frequency, also at FL360. Nielsen acknowledged and assigned neither aircraft a different level. They were now co-altitude and converging.<\/p>\r\n\r\n<p>At 23:34:49 the Tu-154&rsquo;s TCAS commanded a climb. Seconds later Nielsen, seeing the conflict, told 2937 to descend to FL350. The Russian crew disconnected the autopilot and went down. At almost the same moment the 757&rsquo;s TCAS commanded a descent, and the DHL crew followed it &mdash; they could not tell Nielsen immediately, because he was talking to the other aircraft.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/dhl-boeing-757-23apf-a9c-dhl-brussels-2002.jpg\" alt=\"DHL Boeing 757-23APF A9C-DHL at Brussels Airport in June 2002\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">DHL&rsquo;s Boeing 757-23APF A9C-DHL at Brussels on 2 June 2002, a month before the collision. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n<p>At 23:35:00 an audible short-term conflict alert sounded at the RE SUED workstation, 32 seconds before impact. Nobody heard it. Nielsen repeated the descent instruction and told the Russian crew the conflicting traffic was at their two o&rsquo;clock. It was at ten. Two seconds before impact the Tu-154 crew finally followed their TCAS and pulled up. The 757&rsquo;s vertical stabiliser cut through the Tupolev&rsquo;s fuselage just ahead of the wings.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/ZW_oQxXgWxA\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n<p>The Tu-154 broke apart over the Brachenreute district. The 757, missing 80 per cent of its fin, flew on in a flat spin for about two minutes and roughly seven kilometres before hitting woods near Taisersdorf.<\/p>\r\n\r\n<h2>The ambiguity at the centre of it<\/h2>\r\n\r\n<p>Both aircraft carried TCAS. Both crews got a correct, coordinated instruction from it. The system worked exactly as designed. The problem was that nothing told the crews which authority to obey when the two disagreed.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7\"><em>&ldquo;For the avoidance of in-flight collisions is the visual control of the situation in the airspace by the crew and the correct execution of all instructions issued by the Air Traffic Controller to be viewed as the most important tool. TCAS is an additional instrument that ensures the timely determination of oncoming traffic, the classification of the risk, and if necessary, planning of an advice for a vertical avoidance manoeuvre.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Tupolev Tu-154M Flight Operations Manual<\/strong> &mdash; Chapter 8.18.3.4, quoted in BFU investigation report AX001-1-2\/02, p. 53<\/div><\/div>\r\n<p>The same manual, three sub-chapters later, forbade manoeuvring contrary to TCAS. The TCAS Pilot&rsquo;s Guide itself called the system a &ldquo;back-up&rdquo; to ATC separation services, which the BFU noted could reasonably be read as putting the controller first. There was no rule. There was a contradiction, and a crew with seconds to resolve it.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7\"><em>&ldquo;The collision would thus not have occurred if both the aircraft&rsquo;s crews had obeyed the TCAS&rsquo;s instructions.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>German Federal Bureau of Aircraft Accident Investigation (BFU)<\/strong> &mdash; Investigation Report AX001-1-2\/02, p. 34, published 19 May 2004<\/div><\/div>\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/PlJPxTha80Q\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n<h2>What changed<\/h2>\r\n\r\n<p>The BFU&rsquo;s Safety Recommendation 18\/2003 asked that the ambiguity be resolved in favour of TCAS. Eleven days after &Uuml;berlingen, Japan published its report into a near-collision between two JAL aircraft in 2001 and asked ICAO for the same thing. In November 2003 ICAO amended its regulations: a resolution advisory takes precedence over an air traffic control instruction. That is now the rule everywhere. We wrote about how the system works in <a href=\"https:\/\/migflug.com\/afterburner\/tcas-explained-the-machine-that-overrules-the-pilot\/\">The Machine That Overrules the Pilot<\/a>.<\/p>\r\n\r\n<p>The hardware changed too. A pending change proposal, CP112, added the ability for TCAS to reverse an advisory in flight &mdash; which, Eurocontrol later concluded, would have told the DHL aircraft to climb and avoided this collision. Every TCAS II installation has since been upgraded to support reversals, and the ambiguous &ldquo;Adjust Vertical Speed&rdquo; callout was replaced with &ldquo;Level-Off&rdquo;.<\/p>\r\n\r\n<h2>Afterwards<\/h2>\r\n\r\n<p>Skyguide initially pointed at the Russian crew, then accepted full responsibility and asked the families for forgiveness. In 2006 a Swiss prosecutor charged eight employees with manslaughter; in September 2007 four managers were convicted, three receiving suspended sentences and one a fine, and four were acquitted. Colleagues kept a vase with a white rose at Nielsen&rsquo;s old workstation.<\/p>\r\n\r\n<p>Nielsen did not live to see the verdict. On 24 February 2004 Vitaly Kaloyev, a Russian architect who had lost his wife and both children aboard Flight 2937, went to Nielsen&rsquo;s home near Zurich and killed him in front of his family. Kaloyev was convicted of manslaughter in 2005, had his sentence reduced on grounds of diminished responsibility, and was released in November 2007. He was appointed a deputy construction minister in North Ossetia the following January.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/uberlingen-broken-pearl-necklace-memorial.jpg\" alt=\"Broken Pearl Necklace memorial to the victims of the 2002 Uberlingen mid-air collision\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The &ldquo;Broken Pearl Necklace&rdquo; memorial near Brachenreute, where much of Flight 2937 came down. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n<p>The memorial near Brachenreute is a string of pearls, broken. Seventy-one of them.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/rycXgXPuDWU\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What happened in the 2002 &amp;Uuml;berlingen mid-air collision?<\/summary><div class=\"a\">On the night of 1 July 2002, Bashkirian Airlines Flight 2937, a Tupolev Tu-154M, and DHL Flight 611, a Boeing 757-23APF, collided at 10,630 metres over &Uuml;berlingen near Lake Constance in southern Germany. All 71 people aboard the two aircraft were killed. The Tu-154 crew followed a controller&rsquo;s descent instruction while their TCAS was telling them to climb; the 757 crew followed their TCAS descent advisory. Both aircraft descended into each other.<\/div><\/details><details><summary>How many people died at &amp;Uuml;berlingen?<\/summary><div class=\"a\">Seventy-one, with no survivors: 69 aboard Bashkirian Airlines Flight 2937 (60 passengers and 9 crew) and 2 aboard DHL Flight 611. Fifty-two of the dead were children, including 46 schoolchildren from Ufa in Bashkortostan who were travelling to Spain.<\/div><\/details><details><summary>Why did the &amp;Uuml;berlingen crash lead to a rule change?<\/summary><div class=\"a\">Because nothing in the rules said which instruction a crew should obey when TCAS and air traffic control disagree. The BFU&rsquo;s Safety Recommendation 18\/2003 asked for the ambiguity to be resolved in favour of TCAS, and in November 2003 ICAO amended its regulations so that a TCAS resolution advisory takes precedence over an ATC instruction. That is the rule worldwide today.<\/div><\/details><details><summary>Was the air traffic controller to blame for &amp;Uuml;berlingen?<\/summary><div class=\"a\">The BFU found the immediate shortcomings lay with the Swiss air traffic control service, but the picture is broader than one person. Peter Nielsen was working two workstations alone, the main radar was on a fallback because of maintenance, the optical conflict alert had been switched off without telling him, the telephone system was down, and an unexpected extra flight was demanding his attention. Skyguide later accepted full responsibility, and in 2007 four of its managers were convicted while four other employees were acquitted.<\/div><\/details><details><summary>Did TCAS fail at &amp;Uuml;berlingen?<\/summary><div class=\"a\">No. TCAS worked as designed and issued correct, coordinated advisories to both aircraft &mdash; climb for the Tu-154 and descend for the 757. The collision happened because one crew followed the controller instead. The BFU concluded that the collision would not have occurred if both crews had obeyed their TCAS.<\/div><\/details><details><summary>What happened to the controller Peter Nielsen?<\/summary><div class=\"a\">On 24 February 2004 Vitaly Kaloyev, a Russian architect who had lost his wife and two children on Flight 2937, killed Nielsen at his home near Zurich. Kaloyev was convicted of manslaughter in 2005, had his sentence reduced on grounds of diminished responsibility, and was released in November 2007. He was later appointed a deputy construction minister in North Ossetia.<\/div><\/details><details><summary>What technical changes were made to TCAS after &amp;Uuml;berlingen?<\/summary><div class=\"a\">Two significant ones. TCAS II systems were upgraded to support reversal advisories, so the system can change its instruction in flight if an aircraft is not responding as expected &mdash; Eurocontrol concluded that this alone would have prevented the &Uuml;berlingen collision. The ambiguous &ldquo;Adjust Vertical Speed&rdquo; callout was also replaced with the clearer &ldquo;Level-Off&rdquo;.<\/div><\/details><details><summary>Is there a memorial at &amp;Uuml;berlingen?<\/summary><div class=\"a\">Yes. A memorial known as the &ldquo;Broken Pearl Necklace&rdquo; stands near Brachenreute, where much of Flight 2937&rsquo;s wreckage came down. Many of the children&rsquo;s bodies fell in the field just to the southeast of it.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What happened in the 2002 &Uuml;berlingen mid-air collision?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"On the night of 1 July 2002, Bashkirian Airlines Flight 2937, a Tupolev Tu-154M, and DHL Flight 611, a Boeing 757-23APF, collided at 10,630 metres over &Uuml;berlingen near Lake Constance in southern Germany. All 71 people aboard the two aircraft were killed. The Tu-154 crew followed a controller\u2019s descent instruction while their TCAS was telling them to climb; the 757 crew followed their TCAS descent advisory. Both aircraft descended into each other.\"}},{\"@type\":\"Question\",\"name\":\"How many people died at &Uuml;berlingen?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Seventy-one, with no survivors: 69 aboard Bashkirian Airlines Flight 2937 (60 passengers and 9 crew) and 2 aboard DHL Flight 611. Fifty-two of the dead were children, including 46 schoolchildren from Ufa in Bashkortostan who were travelling to Spain.\"}},{\"@type\":\"Question\",\"name\":\"Why did the &Uuml;berlingen crash lead to a rule change?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Because nothing in the rules said which instruction a crew should obey when TCAS and air traffic control disagree. The BFU\u2019s Safety Recommendation 18\/2003 asked for the ambiguity to be resolved in favour of TCAS, and in November 2003 ICAO amended its regulations so that a TCAS resolution advisory takes precedence over an ATC instruction. That is the rule worldwide today.\"}},{\"@type\":\"Question\",\"name\":\"Was the air traffic controller to blame for &Uuml;berlingen?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The BFU found the immediate shortcomings lay with the Swiss air traffic control service, but the picture is broader than one person. Peter Nielsen was working two workstations alone, the main radar was on a fallback because of maintenance, the optical conflict alert had been switched off without telling him, the telephone system was down, and an unexpected extra flight was demanding his attention. Skyguide later accepted full responsibility, and in 2007 four of its managers were convicted while four other employees were acquitted.\"}},{\"@type\":\"Question\",\"name\":\"Did TCAS fail at &Uuml;berlingen?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. TCAS worked as designed and issued correct, coordinated advisories to both aircraft \u2014 climb for the Tu-154 and descend for the 757. The collision happened because one crew followed the controller instead. The BFU concluded that the collision would not have occurred if both crews had obeyed their TCAS.\"}},{\"@type\":\"Question\",\"name\":\"What happened to the controller Peter Nielsen?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"On 24 February 2004 Vitaly Kaloyev, a Russian architect who had lost his wife and two children on Flight 2937, killed Nielsen at his home near Zurich. Kaloyev was convicted of manslaughter in 2005, had his sentence reduced on grounds of diminished responsibility, and was released in November 2007. He was later appointed a deputy construction minister in North Ossetia.\"}},{\"@type\":\"Question\",\"name\":\"What technical changes were made to TCAS after &Uuml;berlingen?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Two significant ones. TCAS II systems were upgraded to support reversal advisories, so the system can change its instruction in flight if an aircraft is not responding as expected \u2014 Eurocontrol concluded that this alone would have prevented the &Uuml;berlingen collision. The ambiguous \\\"Adjust Vertical Speed\\\" callout was also replaced with the clearer \\\"Level-Off\\\".\"}},{\"@type\":\"Question\",\"name\":\"Is there a memorial at &Uuml;berlingen?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes. A memorial known as the \\\"Broken Pearl Necklace\\\" stands near Brachenreute, where much of Flight 2937\u2019s wreckage came down. Many of the children\u2019s bodies fell in the field just to the southeast of it.\"}}]}<\/script><p><em>Sources: German Federal Bureau of Aircraft Accident Investigation (BFU), Investigation Report AX001-1-2\/02, 19 May 2004; Wikipedia (2002 &Uuml;berlingen mid-air collision); BBC News reporting on the Skyguide trial, 4 September 2007.<\/em><\/p>\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/tcas-explained-the-machine-that-overrules-the-pilot\/\">TCAS Explained: The Machine That Overrules the Pilot<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/1956-grand-canyon-mid-air-collision-faa\/\">The Crash That Built Modern Air Traffic Control<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/ana-flight-58-shizukuishi-midair-collision-1971\/\">ANA Flight 58: The Midair That Killed 162 Over Shizukuishi<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/the-deadliest-midair-collision-in-history\/\">The Deadliest Midair Collision in History<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>On 1 July 2002 two airliners collided over Lake Constance because nothing in the rules said whether to obey TCAS or the controller. Seventy-one people died.<\/p>","protected":false},"author":24,"featured_media":21144622,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665,666],"tags":[],"class_list":["post-21145126","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world","category-history-and-legends"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>\u00dcberlingen Mid-Air Collision: TCAS Against the Controller<\/title>\n<meta name=\"description\" content=\"On 1 July 2002 two airliners collided over Lake Constance because no rule said whether to obey TCAS or ATC. 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