McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 10-1490-28 | PMA |
| 10-1490-29 | PMA |
| 10-1490-30 | PMA |
| 10-1490-31 | PMA |
| 10-1490-32 | PMA |
| 10-1490-33 | PMA |
| 10-1490-34 | PMA |
| 10047-1 | PMA |
| 10048-1 | PMA |
| 100491 | OEM |
| 10050-1 | PMA |
| 10051-1 | PMA |
| 1022040101 | OEM |
| 170-12376-990 | PMA |
| 170-12377-990 | PMA |
| 170-12378-990 | PMA |
| 170-12379-990 | PMA |
| 19940305-1 | PMA |
| 24D30051-13 | OEM |
| 24D30051-23 | PMA |
| 26B25060-7 | OEM |
| 26B25060-9 | unknown |
| 52838-101 | PMA |
| 63318-1 | unknown |
| 716581680 | PMA |
| 8062143 | PMA |
| 82LB1038-KIT | PMA |
| 85LB2071-KIT | PMA |
| ACG71041 | PMA |
| AEA0161 | OEM |
| AECI PN P4-01-0021AEC | PMA |
| AF718 | PMA |
| AJC7054501 | |
| ALC72738 | |
| ARB09421 | PMA |
| B25074-12 | OEM |
| B25074-14 | OEM |
| B25074-26 | OEM |
| B25074-29 | OEM |
| B25074-32 | OEM |
| B25074-42 | OEM |
| B43583-001 | PMA |
| D13617-101 | |
| D30075-101 | OEM |
| Index List No. 497186 | PMA |
| NDA6066503 | PMA |
| NLC60035 | |
| NRC6062519 | PMA |
| P135395 | |
| SB102702085 | 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.