McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0184VBW | PMA |
| 0186VBW | PMA |
| 0187AD | PMA |
| 0188AD | PMA |
| 0189VBW | PMA |
| 0243VRW | PMA |
| 0830AD | PMA |
| 10404-1 | PMA |
| 10603-1 | PMA |
| 10603-3 | PMA |
| 10603-4 | PMA |
| 10603-6 | PMA |
| 10603-7 | PMA |
| 20193-9 | PMA |
| 22155696 | PMA |
| 2969VRWL | PMA |
| 3219VBWL | PMA |
| 388640-1, & -2 | PMA |
| 4398CAB | PMA |
| 4401CEB | PMA |
| 4405CAB | PMA |
| 4406CEB | PMA |
| 4408CEB | PMA |
| 70124-1 | PMA |
| 7190PMW | PMA |
| 7232VRW | PMA |
| 7555VRW | PMA |
| 7598VMW | PMA |
| 7617VBW | PMA |
| 7618VBW | PMA |
| 7619VBW | PMA |
| 7620VBW | PMA |
| 7686VBM | PMA |
| 7687VBM | PMA |
| 7691VBM | PMA |
| 7756VYY | PMA |
| 7757VBCL | PMA |
| 7758VBCL | PMA |
| 7759VBCL | PMA |
| 7760VBCL | PMA |
| 7761VBCL | PMA |
| 7907VBW | PMA |
| 95H1B | PMA |
| 969-0018-001 | PMA |
| 975-0195-002 | PMA |
| 975-0197-002 | PMA |
| HRBL3EW3 | PMA |
| HRBLL3E3 | PMA |
| P4010021SMI | OEM |
| PM-431 | 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.