McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 2583910K-1 | PMA |
| 3011001-107 Dwg.: DL No. 3011000, Rev. N, dtd 8/10/89 or later FAA Appr. Rev. | PMA |
| 3301-GW-232-001 | PMA |
| 3S2060DM174A1 | PMA |
| 3S2060DR149A1A | PMA |
| 4059001-903 | PMA |
| 4059001-906 | PMA |
| 4059001920 | OEM |
| 4059002-902 | PMA |
| 4059020-901 | PMA |
| 4059022-920 | PMA |
| 4059024-920 | PMA |
| 4059026-901 | PMA |
| 4059028-920 | PMA |
| 4059029-901 | PMA |
| 4059030-911 | PMA |
| 5000908SD | PMA |
| 5140515-1EDC | PMA |
| 6400209EDC | PMA |
| AD-22003 | PMA |
| L-14500 | PMA |
| L-14725 | PMA |
| L-14881 | PMA |
| L-16968-1 | PMA |
| L-16983 | PMA |
| L-18422 | PMA |
| L-19049-1 | PMA |
| L-19057 | PMA |
| L-19145-1 | PMA |
| L-19162 | PMA |
| L-19175 | PMA |
| L-19185 | PMA |
| L-20418-2 | PMA |
| L-20468 | PMA |
| L-20478-13 | PMA |
| L-20480-15 | PMA |
| L-20480-9 | PMA |
| L-20487-18 | PMA |
| L-20487-2 | PMA |
| L-20487-27 | PMA |
| L-20487-31 | PMA |
| L-20487-9 | PMA |
| L-20492-7 | PMA |
| L-20498-5 | PMA |
| L-20511-11 | PMA |
| L-20512-2 | PMA |
| L-20659-1 | PMA |
| L18427 | PMA |
| RYY 509-027 | PMA |
| S6-06-0136 | 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.