McDonnell Douglas DC-10

9,474 parts applicable to this airframe — widebody

Part NumberStatus
105606-102PMA
L-14119-1PMA
L-14350PMA
L-14367-1PMA
L-14459PMA
L-14460-1PMA
L-14513PMA
L-15455-1PMA
L-15618PMA
L-15667PMA
L-15697PMA
L-16211PMA
L-16909PMA
L-16982-1PMA
L-16985PMA
L-18405PMA
L-19048-1PMA
L-19069PMA
L-19140-3PMA
L-19145PMA
L-19179PMA
L-19181PMA
L-20153PMA
L-20173PMA
L-20194PMA
L-20196PMA
L-20210PMA
L-20211PMA
L-20221PMA
L-20265PMA
L-20420-7PMA
L-20473-17PMA
L-20480-13PMA
L-20480-14PMA
L-20480-18PMA
L-20480-20PMA
L-20487-1PMA
L-20487-23PMA
L-20487-32PMA
L-20489-2PMA
L-20490-1PMA
L-20508-3PMA
L-20510-4PMA
L-20532-5PMA
L-20653-5PMA
L-20654-1PMA
L-20658-1PMA
L-20802-1PMA
L-20803-1PMA
L204961PMA

Utilization & cargo trend(US carriers, 2015–2025)

DC-10 family rollup — BTS T-100, domestic + international

Cycles per aircraft
02023
2015: 333 cycles/aircraft2016: 288 cycles/aircraft2017: 299 cycles/aircraft2018: 296 cycles/aircraft2019: 238 cycles/aircraft2020: 185 cycles/aircraft2021: 89 cycles/aircraft2022: 57 cycles/aircraft2023: 0 cycles/aircraft2024: no data2025: no data
20152025
2020: 185
Freighter share of departures
100%→100%2015 → 2023
2015: 100% freighter share2016: 100% freighter share2017: 100% freighter share2018: 100% freighter share2019: 100% freighter share2020: 100% freighter share2021: 100% freighter share2022: 100% freighter share2023: 100% freighter share2024: no data2025: no data
20152025
Est. US-registered fleet
802023
20152025

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

Left the US registry
52aircraft
Stayed domestic
51vs 1 exported
Avg age at retirement
48.4years
Still US-registered
31aircraft
Where this family's parts catalog concentrates — the systems most exposed to incoming teardown supply
ATA 53 — Fuselage
22.5%(4,047)
ATA 25 — Equipment / Furnishings
19.8%(3,575)
ATA 20 — Standard Practices - Airframe
9.6%(1,732)
ATA 57 — Wings
4.6%(824)
ATA 33 — Lights
4.1%(743)

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 modelActive tailsEngine unitsRetired since ’23ExportedAvg age at dereg
GE CF6-6D2617049.8 yr
P & W JT9D series13373041.7 yr
GE CF6-50C210303046 yr
GE CF6-50 series9261343 yr
GE CF6-50C1300—
P & W JT9D-59A1300—

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.