McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 055916 | PMA |
| 1040-12, 1040-15 | PMA |
| 150TR147 | PMA |
| 19650-4 | PMA |
| 1A-0-1020 | PMA |
| 30040 | OEM |
| 4-007-4 | PMA |
| 4168-031 | PMA |
| 4168-035 | PMA |
| 4168-132SK | PMA |
| 4249-410BSQ | PMA |
| 44A3-1A | PMA |
| 44A3-4 | PMA |
| 75D64 | PMA |
| 75D82-1 | PMA |
| 7G413 | PMA |
| 7GB375 | PMA |
| 8211-015 | PMA |
| 8238-210 | PMA |
| 8249-203ASQ | PMA |
| 8271-406 | PMA |
| 8279-201 | PMA |
| 8279-202 | PMA |
| 8279-204 | PMA |
| 8333-431 | PMA |
| 8DJ172LWA1 | PMA |
| 8DJ172LWD1 | PMA |
| 8DJ174LWG1 | PMA |
| 8DJ174LWK1 | PMA |
| 8DJ184LWG1 | PMA |
| 8DJ184LWK1 | PMA |
| 8DJ225WAD2 | PMA |
| 8DJ225WAE2 | PMA |
| 8DJ225WAJ2 | PMA |
| 8DJ259WAA1 | PMA |
| 8G703 | PMA |
| 8KE85AAC1 | PMA |
| 8KE85AAD1 | PMA |
| 8KE85AAE1 | PMA |
| 8TJ99GAF2 | OEM |
| 8TJ99GAT1 | PMA |
| 8TJ99GBH1 | PMA |
| 8TJ99GBM2 | PMA |
| AFA25-0061-00 | PMA |
| AWE8566-1 | PMA |
| D10-56-001-001 | PMA |
| Document C-1-158-RCB-78-006 | PMA |
| ML-1970X | PMA |
| NCA604463 | OEM |
| V2651D516C0A | PMA |
Utilization & cargo trend(US carriers, 2015–2025)
DC-10 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)
DC-10 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 |
|---|---|---|---|---|---|
| GE CF6-6D | 2 | 6 | 17 | 0 | 49.8 yr |
| P & W JT9D series | 13 | 37 | 3 | 0 | 41.7 yr |
| GE CF6-50C2 | 10 | 30 | 3 | 0 | 46 yr |
| GE CF6-50 series | 9 | 26 | 1 | 3 | 43 yr |
| GE CF6-50C | 1 | 3 | 0 | 0 | — |
| P & W JT9D-59A | 1 | 3 | 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.