Quick Reading
Which legacy Boeing and McDonnell Douglas aircraft are covered by FAA AD 2026-13-15?
FAA AD 2026-13-15, effective July 1, 2026, covers Boeing 707, 717, 727, DC-8, DC-9, DC-10, MD-11, and MD-80/87/88/90-30 series aircraft. It requires AFM Limitations revisions for most variants, with MD-81, MD-82, MD-83, MD-87, MD-88, and MD-90-30 also requiring an AFM Operating Procedures revision.
Do operators of legacy Boeing aircraft that don’t fly to Canada need to comply with AD 2026-13-15?
No. The FAA stated that airplanes that do not operate in Canadian airspace will not have to comply and will have no costs under AD 2026-13-15. The AFM revision requirement applies only to aircraft that operate in Canadian airspace.
Quick Compliance Summary
| Regulatory body | Federal Aviation Administration (FAA) |
| AD number | 2026-13-15 — Amendment 39-23398 |
| Docket | FAA-2026-7206 |
| Aircraft affected | Boeing 707, 717, 727, DC-8, DC-9 (except certain MD variants noted below), DC-10, MD-11, MD-80, MD-87, MD-88, MD-90-30 |
| Issue | 5G Lower C-Band interference in Canadian airspace causes increased flightcrew workload on approach with flight director, autothrottle, or autopilot engaged |
| Required action | AFM Limitations revision. MD-81, MD-82, MD-83, MD-87, MD-88, MD-90-30 also require an AFM Operating Procedures revision |
| Compliance deadline | July 1, 2026 — already effective |
| Terminating action | Available — upgrade to radio altimeter tolerant airplane |
| Source | Federal Register Vol. 91, No. 125, June 30, 2026 — FR Doc 2026-13205 |
Who Should Read This
Directly relevant to:
- Directors of Operations for freighter, charter, and cargo operators still flying these legacy types
- Continuing Airworthiness Managers (CAMs)
- Directors of Maintenance responsible for AFM currency on legacy Boeing and McDonnell Douglas types
- Part 145 MRO organisations maintaining these aircraft
- Lessors with legacy fleet assets operating into Canada
This is the sixth and most broadly-scoped type-specific 5G AD. It covers a large range of legacy Boeing and McDonnell Douglas aircraft types.
At a Glance
| Item | Details |
|---|---|
| AD Number | 2026-13-15 |
| Amendment | 39-23398 |
| Docket | FAA-2026-7206 |
| ATA Code | 34 — Navigation |
| Effective Date | July 1, 2026 |
| Required Action (most variants) | AFM Limitations revision |
| Required Action (MD-81/-82/-83/-87/-88/MD-90-30) | AFM Limitations revision + AFM Operating Procedures revision |
| Failure mode | Increased flightcrew workload on approach with autoflight systems engaged |
| Terminating action | Available — radio altimeter tolerant upgrade |
| Comment deadline | August 14, 2026 |
What Changed
The FAA published AD 2026-13-15 on June 30, 2026. It became effective July 1, 2026.
The root cause is the same as all other 5G ADs in this series. Canadian 5G Lower C-Band airport protection mitigations were removed from July 1, 2026, leaving non-radio-altimeter-tolerant airplanes vulnerable to interference that disrupts radio altimeter data.
This AD is notable for the breadth of its applicability. It covers nine aircraft families across two manufacturers — Boeing and McDonnell Douglas — spanning decades of commercial aviation history.
Why It Matters
The failure mode in this AD mirrors the 737 Classic and NG directive. When 5G interference degrades radio altimeter data on approach, certain autopilot, autothrottle, and flight director functions may not perform correctly.
The consequence is increased flightcrew workload at the most demanding phase of flight. A crew managing unexpected autoflight degradation on approach has fewer resources to manage other tasks simultaneously. This could lead to a reduced ability to maintain safe flight and landing.
For legacy types, this matters in a specific operational context. Many 707, 727, DC-8, DC-9, DC-10, and MD-series aircraft in active service today are operated by cargo, charter, or training operators. These operators often have smaller crew training departments and less frequent recurrent simulator training than major airlines. The crew workload risk in this AD deserves particular attention in those environments.
Aircraft Covered
The AD applicability is broad. Confirm your specific model and series against the AD text.
| Family | Variants covered |
|---|---|
| Boeing 707 | -100 Long Body, -200, -100B Long Body, -100B Short Body, -300, -300B, -300C, -400 |
| Boeing 717 | -200 |
| Boeing 727 | 727, 727C, -100, -100C, -200, -200F |
| Douglas DC-8 | DC-8-11 through DC-8-73F series |
| Douglas DC-9 | DC-9-11 through DC-9-51 (excluding DC-9-81/82/83/87 — see MD series below) |
| Douglas DC-10 | All series |
| McDonnell Douglas MD-11 | MD-11 and MD-11F |
| McDonnell Douglas MD-80/90 | DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), MD-88, MD-90-30 |
Required Action — Note the Two-Tier Requirement
Most aircraft in scope require only an AFM Limitations revision — the same single-section revision required for the 737 Classic/NG AD.
However, the MD-81, MD-82, MD-83, MD-87, MD-88, and MD-90-30 require both an AFM Limitations revision and an AFM Operating Procedures revision.
This mirrors the 787 AD approach. The Operating Procedures revision provides specific procedures for the flightcrew to follow in Canadian airspace when operating under the limitations.
If you operate MD-80 or MD-90 series aircraft, confirm that both AFM sections are revised before dispatch to Canada.
Terminating action: Modifying any affected airplane to a radio altimeter tolerant airplane terminates all limitations and operating procedures for that airplane. After modification, the relevant AFM sections may be removed.
Operational Impact
Most 707, 727, DC-8, and DC-9 series aircraft currently in service are operated by cargo, charter, or training organisations. The 5G AD applicability does not mean these operators are routinely flying to Canada.
Confirm which aircraft in your fleet actually operate Canadian routes. The AFM revision requirement applies only if the aircraft will operate in Canadian airspace. The FAA stated that airplanes that do not operate in Canada will not have costs under this AD.
For cargo and charter operators with Canadian operations, the AFM revision is the priority. For most MD-80 operators — particularly charter airlines operating in North America — Canadian routes are common. Confirm AFM currency across the fleet now.
5G AD Series — Where This Fits
| AD | Aircraft | Failure mode |
|---|---|---|
| 2026-13-02 | All transport/commuter category | General limitation |
| 2026-13-17 (MAX) | 737-8, 737-9, 737-8200 | Thrust reverser/spoiler/idle thrust |
| 2026-13-13 | 737 Classic/NG (-100 to -900ER) | Autoflight workload increase |
| 2026-13-11 | 787-8, 787-9, 787-10 | AIR/GROUND transition + landing distance |
| 2026-13-10 | 747-8, 747-8F, 777 family | Pitch control / tail strike protection |
| 2026-13-15 | Legacy Boeing/MD fleet | Autoflight workload increase |
Key Dates
| Event | Date |
|---|---|
| Transport Canada notifies FAA | Late March 2026 |
| AD 2026-13-15 published | June 30, 2026 |
| AD effective / Canadian 5G protections removed | July 1, 2026 |
| Comment deadline | August 14, 2026 |
Source Documents
- Federal Register Vol. 91, No. 125, June 30, 2026 — FR Doc 2026-13205
- Transport Canada 5G aviation guidance — tc.canada.ca/en/aviation
- Docket: regulations.gov, Docket No. FAA-2026-7206
FAQ
Does this AD apply to aircraft that never fly to Canada?
No. The FAA stated that airplanes that do not operate in Canada will not have to comply and will have no costs under this AD.
Why do the MD-81/82/83/87/88 and MD-90 require two AFM revisions when the DC-9 variants only require one?
The MD-80 and MD-90 series have different autoflight system architectures from the earlier DC-9 variants. The Operating Procedures revision provides specific crew procedures for managing the autoflight limitations in Canadian airspace on those types.
Is a terminating action available?
Yes. Upgrading any affected airplane to radio altimeter tolerant status terminates all limitations and operating procedures for that airplane.
How many US-registered aircraft are covered?
The FAA’s cost analysis includes aircraft from nine families. Given the age of many variants, the active US-registered population is significantly smaller than the total certificated population. Operators should check current US registry status for their specific aircraft.
Is the DC-10 included?
Yes. All DC-10 series airplanes are in scope. Many remain in active cargo service.
Relaed Reading
- FAA AD 2026-10-14: Boeing 747 SATCOM Antenna Adapter Plate Corrosion —
- FAA AD 2026-10-15: Airbus A318/A319/A320/A321 Forward Pressure Bulkhead..
- FAA AD 2026-13-11: Boeing 787 Dreamliner 5G Canadian Airspace Limitations —
- FAA AD 2026-13-06: Rolls-Royce Trent XWB Fuel Manifold Hose Inspection Now…
aviationregwatch.com publishes regulatory intelligence for aviation compliance professionals. This article is an informational summary, not legal or airworthiness advice. Consult your aircraft manufacturer, type certificate holder, or legal counsel for compliance decisions.