Cessna C208B Grand Caravan
1,122 parts applicable to this airframe — turboprop
| Part Number | Status |
|---|---|
| 41-0111K | PMA |
| 41-0111K-1 | PMA |
| 410-049200-11-011-0211-0421 | PMA |
| 410-049200-11-011-2135-2535 | PMA |
| 410-049200-11-012-0111-0421 | PMA |
| 410-049200-11-012-2635-0000 | PMA |
| AS101-505 | PMA |
| C208ELP-100 | PMA |
| CD14187-1 | PMA |
| LS03-01022 | PMA |
| LW2005 | PMA |
| LW2005A | PMA |
| LW2005B | PMA |
| LW2014A | PMA |
| LW2014B | PMA |
| LW2028 | PMA |
| LW2028A | PMA |
| LW2028B | PMA |
| LW2034 | PMA |
| LW2034B | PMA |
| LW2038 | PMA |
| LW2038A | PMA |
| LW2038B | PMA |
| LW3005 | PMA |
| LW3005A | PMA |
| LW3005AA | PMA |
| LW3005AB | PMA |
| LW3005B | PMA |
| LW3005V | PMA |
| LW3014 | PMA |
| LW3014A | PMA |
| LW3014AB | PMA |
| LW3014B | PMA |
| LW3014V | PMA |
| LW3028A | PMA |
| LW3028AA | PMA |
| LW3028AB | PMA |
| LW3028B | PMA |
| LW3028V | PMA |
| LW3034A | PMA |
| LW3034AA | PMA |
| LW3034AB | PMA |
| LW3034B | PMA |
| LW3034V | PMA |
| LW3038AA | PMA |
| LW3038B | PMA |
| LW3038V | PMA |
| SL17024 | PMA |
| SL17082 | PMA |
| W-MD116 | PMA |
Utilization & cargo trend(US carriers, 2015–2025)
Cessna Caravan family rollup — BTS T-100, domestic + international
US carriers only (BTS T-100, domestic + international segments) — foreign-carrier flying is excluded, so global utilization runs higher. Fleet size is reconstructed from the FAA registry (built on or before each year, not yet deregistered) — an approximation. Freighter share counts departures with zero passengers and freight aboard — a proxy for freighter/combi operations, not a tail-by-tail conversion count. Missing years render as gaps.
USM supply — retirements & teardowns(2023–2026)
Cessna Caravan family — FAA registry deregistrations
FAA registry data. Domestic deregistration is a teardown proxy — it also captures re-registrations and some unflagged exports, so it is not a confirmed part-out count; exported aircraft left the US fleet intact and are not USM supply. ATA shares reflect where this directory's parts for the family concentrate (parts in parentheses) — a coverage signal, not the aircraft's bill of materials or a teardown-yield forecast.
Engine-program supply pressure(since 2023)
FAA registry — US-registered fleet
Engines account for roughly half of all MRO spend, so engine programs shedding aircraft are where retirement supply carries the most value.
| Engine model | Active tails | Engine units | Retired since ’23 | Exported | Avg age at dereg |
|---|---|---|---|---|---|
| P&W PT6A series | 1,678 | 2,556 | 40 | 113 | 29.1 yr |
| P&W CANADA PT6A-60A | 1,182 | 2,264 | 33 | 102 | 24.1 yr |
| P&W CANADA PT6A-42A | 387 | 388 | 6 | 106 | 7.1 yr |
| P&W CANADA PT6A-140 | 239 | 239 | 4 | 153 | 2.3 yr |
| P&W CANADA PT6A-114A | 254 | 254 | 3 | 45 | 11.9 yr |
| P&W PT6 series | 43 | 73 | 3 | 11 | 32 yr |
| P&W CANADA PT6A-6 series | 171 | 256 | 2 | 8 | 24.2 yr |
| P&W CANADA PT6A-45 | 33 | 49 | 0 | 0 | — |
FAA registry data, US-registered aircraft only. Counts reflect the engine model as registered — generic “series” rows coexist with thrust-variant rows, so per-variant figures are partial. Retired = domestic deregistrations (a teardown proxy, not a confirmed part-out); exported aircraft left the US fleet intact. Active tails span every family the engine flies on, not just this one.