McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 104237 (Hardman) | OEM |
| 104238 (Hardman) | OEM |
| 104269 (Hardman) | OEM |
| 104524 (Hardman) | OEM |
| 105242 (Hardman) | OEM |
| ADA30241 | PMA |
| BLG7002-1 | OEM |
| Boeing P/N AWJ7006-1 | OEM |
| Boeing P/N AWJ7006-501 | OEM |
| Boeing P/N AWJ7006-502 | OEM |
| Boeing P/N AWJ7006-503 | OEM |
| CHRF-22895 | PMA |
| L-14115 | PMA |
| L-14445 | PMA |
| L-15419 | PMA |
| L-16686-1 | PMA |
| L-16915 | PMA |
| L-19110 | PMA |
| L-19118 | PMA |
| L-19156 | PMA |
| L-19169 | PMA |
| L-19172 | PMA |
| L-20138 | PMA |
| L-20139-1 | PMA |
| L-20153-1 | PMA |
| L-20158 | PMA |
| L-20227 | PMA |
| L-20264 | PMA |
| L-20297 | PMA |
| L-20297-13 | PMA |
| L-20377-3 | PMA |
| L-20418-1 | PMA |
| L-20473-11 | PMA |
| L-20478-15 | PMA |
| L-20487-11 | PMA |
| L-20487-13 | PMA |
| L-20487-29 | PMA |
| L-20487-5 | PMA |
| L-20494-1 | PMA |
| L-20495-1 | PMA |
| L-20497-3 | PMA |
| L-20509-11 | PMA |
| L-20509-5 | PMA |
| L-20510-13 | PMA |
| L-20511-1 | PMA |
| L-20654-3 | PMA |
| L-20660-1 | PMA |
| L-20666-1 | PMA |
| L-7362 | PMA |
| L205381 | OEM |
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.