McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 105-602011 | OEM |
| 105605-001 | PMA |
| 105607-001 | PMA |
| 105610-005 | PMA |
| 105629-001 | PMA |
| L-14119 | PMA |
| L-14727 | PMA |
| L-15430-3 | PMA |
| L-15618-1 | PMA |
| L-16687 | PMA |
| L-16688 | PMA |
| L-18405-1 | PMA |
| L-18425 | PMA |
| L-18429 | PMA |
| L-19001 | PMA |
| L-19118-1 | PMA |
| L-19123 | PMA |
| L-19157 | PMA |
| L-19158 | PMA |
| L-19163 | PMA |
| L-19174 | PMA |
| L-19187 | PMA |
| L-20131 | PMA |
| L-20176 | PMA |
| L-20205 | PMA |
| L-20249 | PMA |
| L-20262 | PMA |
| L-20286 | PMA |
| L-20419-3 | PMA |
| L-20473-7 | PMA |
| L-20482-9 | PMA |
| L-20487-14 | PMA |
| L-20487-6 | PMA |
| L-20489-10 | PMA |
| L-20489-16 | PMA |
| L-20489-4 | PMA |
| L-20489-9 | PMA |
| L-20491-3 | PMA |
| L-20509-7 | PMA |
| L-20510-7 | PMA |
| L-20513-1 | PMA |
| L-20515-5 | PMA |
| L-20531-1 | PMA |
| L-20559-3 | PMA |
| L-20644-1 | PMA |
| L-20653-1 | PMA |
| L-20653-3 | PMA |
| L-20660-5 | PMA |
| L-20660-9 | PMA |
| L-20801-1 | 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.