MD-11
Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Situational Awareness
Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe
Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Aircraft
On the second leg of trip; we were departing [the airport on the SID]. After passing approximately FL190 in a right turn we hit what felt like light turbulence and got an aural and visual master caution warning and the stick shaker activated continuously along with the autopilot and auto throttles kicking off. The EAD (Engine and Alert Display) showed a level 2 AOA (Angle Of Attack) Left Heat Failure and Wind shear Detect Failure. The flight director pitch indicator went away and elevator feel select manual was displayed. The FCP (Flight Control Panel) also was all dashes except for the heading and would not accept any input.We notified Center we were having instrument problems and asked for a heading and we would keep them advised. They cleared us to FL350 while we worked the problem. Upon reaching FL350; the Captain and I noticed the Airspeed and Altitude comparator displayed on our PFD (Primary Flight Display). Center asked what our altitude showed and I referenced the standby instruments and the Captain`s instruments along with what ATC was reading and we realized that the Captain displays were bad and the First Officer were still good. The Captain selected Flight Director on 2 and CADC (Central Air Data Computer) on 2 and we then asked ATC to descend us to FL270 to get us out of RVSM airspace and the Captain called for the Airspeed Unreliable checklist in the QRH. After following the QRH checklist; we were able to get the Autopilot 2 and FCP back but the stick shaker remained on continuously until landing along with the Captain Airspeed red and the AOA in the HUD stayed reading 25 degrees nose up. We requested direct to [destination] and flew the RNAV runway 29 for a visual approach flaps 35. We backed up the pitch and airspeed with pitch and power settings from the QRH and made an uneventful landing. Upon leaving the aircraft; I checked the left side of the aircraft and noticed the Captain AOA vane was missing and notified maintenance.
After takeoff and climbing through approximately FL190; we experienced turbulence and multiple failure indications:•	Master Caution light.•	Both Autopilots and the Auto throttles kicked off.•	Stick shaker.•	FCP (Flight Control Panel) indicated all dashes and no input could be made. •	Magenta steering bar was still in the PFD (Primary Flight Display) but there was no vertical steering bar.•	Level 2 Select Elevator Feel Manual.•	Level 1 wind shear detect fail•	Level 1 AOA (Angle Of Attack) heat left fail.•	Noticed an airspeed split between the Captain and First Officer displayed airspeeds.•	Altitude and Airspeed mis-compares displayed on PFDI continued to fly and called for the Airspeed Erratic Checklist.We continued our climb to FL350 while we worked the checklist. When we reached FL350 having not figured out which system was in error and after being asked by Center what our altitude was it became apparent to us that we could not stay in RVSM airspace so we asked for a descent to FL280. He gave us a descent to FL270 and asked if we needed any assistance.After leveling at FL270 and holding 280 knots; we continued to work the checklist. We selected both AFS (Auto Flight Systems) Override OFF and selected both FD (Flight Director) switches off. We compared values for Captain; First Officer; and Standby systems and it was apparent that the Captain system was in error. We selected Captain CADC (Central Air Data Computer) on 2; Captains Static Air Switch on ALT; and Captains FD on 2. We placed the number 2 AFS OFF Switch back to normal and we regained the autopilot. I noticed that the HUD AOA was pegged at 25 degrees. Stick shaker continued until landing. Used Flap Limit override and Elevator Feel Manual. Flew a visual to destination. After landing and making our write-up; we left it with the maintenance. We discovered that the Captain`s AOA vane was gone and reported this to the mechanics. The Maintenance Resolution email that I received the following morning made no mention of the missing AOA vane. It is a rare occurrence that no one could predict but how often are AOA vanes inspected beyond a normal walk around glance from 10 feet below.
MD-11 flight crew reported that the Engine Alert Display showed several failures and the stick shaker remained on continuously.