McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 105607-003 | PMA |
| L-14349 | PMA |
| L-14726 | PMA |
| L-15202 | PMA |
| L-15601 | PMA |
| L-15637 | PMA |
| L-15902 | PMA |
| L-16908 | PMA |
| L-16911 | PMA |
| L-16967 | PMA |
| L-16984 | PMA |
| L-18406 | PMA |
| L-18442 | PMA |
| L-19045 | PMA |
| L-19056-1 | PMA |
| L-19109 | PMA |
| L-19146 | PMA |
| L-19157-1 | PMA |
| L-19184 | PMA |
| L-19188 | PMA |
| L-19196 | PMA |
| L-20132 | PMA |
| L-20162 | PMA |
| L-20179 | PMA |
| L-20186 | PMA |
| L-20187 | PMA |
| L-20214 | PMA |
| L-20226 | PMA |
| L-20241 | PMA |
| L-20244 | PMA |
| L-20261 | PMA |
| L-20266 | PMA |
| L-20285 | PMA |
| L-20467 | PMA |
| L-20473-9 | PMA |
| L-20478-17 | PMA |
| L-20480-16 | PMA |
| L-20487-12 | PMA |
| L-20487-17 | PMA |
| L-20487-4 | PMA |
| L-20487-8 | PMA |
| L-20489-3 | PMA |
| L-20504-1 | PMA |
| L-20508-1 | PMA |
| L-20511-9 | PMA |
| L-20516-1 | PMA |
| L-20539-1 | PMA |
| L-20800-5 | PMA |
| L14367 | PMA |
| L16210-1 | 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.