McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 105601-003 | PMA |
| 105601-008 | PMA |
| 105603-001 | PMA |
| 105606-104 | PMA |
| 20D102 | OEM |
| 50446 | PMA |
| 520GPS-5 | PMA |
| 600189-4 | OEM |
| 680146-908H | PMA |
| AKC70112 | OEM |
| ARC0264508 | OEM |
| ARC04689 | OEM |
| ARC25121 | OEM |
| ARC25122 | OEM |
| CHRF-22895, Rev. F, dated 2-20-74 or later FAA approved revision | PMA |
| D10-001 | PMA |
| DBS6-366 | PMA |
| DEC92-001-505 | PMA |
| G-4146 | PMA |
| G-4147 | PMA |
| G-4177 | PMA |
| L-14460 | PMA |
| L-14461 | PMA |
| L-14724 | PMA |
| L-15669 | PMA |
| L-15902-1 | PMA |
| L-16689 | PMA |
| L-16983-2 | PMA |
| L-18366 | PMA |
| L-19016 | PMA |
| L-19020 | PMA |
| L-19122 | PMA |
| L-19167 | PMA |
| L-20189 | PMA |
| L-20258 | PMA |
| L-20259 | PMA |
| L-20288 | PMA |
| L-20462 | PMA |
| L-20469 | PMA |
| L-20480-10 | PMA |
| L-20480-4 | PMA |
| L-20487-30 | PMA |
| L-20489-11 | PMA |
| L-20489-8 | PMA |
| L-20490-3 | PMA |
| L-20509-3 | PMA |
| L-20509-9 | PMA |
| L-20647-1 | PMA |
| McDonnell Douglas BWD-7031-7273 BWD-7031-6628 BWD-7031-7453 BWD-7031-6499 | OEM |
| SJ8665 FP-016 | 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.