McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0101- | PMA |
| 0101AD | PMA |
| 0102- | PMA |
| 0102AD | PMA |
| 0104- | PMA |
| 0104AD | PMA |
| 0105- | PMA |
| 0105VRW | PMA |
| 0106- | PMA |
| 0106VRW | PMA |
| 0121- | PMA |
| 0121VRW | PMA |
| 0185AD | PMA |
| 0200041-001SMI | PMA |
| 0200041-003SMI | PMA |
| 0207AD | PMA |
| 0287- | PMA |
| 100C0178 | PMA |
| 100C0235 | PMA |
| 100C0242 | PMA |
| 213D1014-11 | PMA |
| 213D1052-1, & -2 | PMA |
| 3162926-3PR | PMA |
| 403173-3 | PMA |
| 4271PGWL | PMA |
| 4455VBC | PMA |
| 5405MBSL | PMA |
| 5598VBC | PMA |
| 6771XXX | PMA |
| 73427 Series | PMA |
| 73656- Series | PMA |
| 73820- Series | PMA |
| 73875- Series | PMA |
| 74370- Series | PMA |
| 7580492 | PMA |
| 7580991 | PMA |
| 7583431 | PMA |
| AD-43B050LB01 | PMA |
| CH0201-501 | PMA |
| CH9201-0281-503 | PMA |
| CH9201-0281-503A | PMA |
| JM12010-1 | PMA |
| KD 205-1, KD 205-2, KD205-3, KD 205-4, KD 250-401 | PMA |
| KD 360-401, KD 370-201, KD 370-401, KD 380-401, KD 390-401, | PMA |
| KD 380-403 | PMA |
| KD 400-1, KD 400-2 | PMA |
| KD 500-1, KD 500-3 | PMA |
| KD 620-1, KD 620-3, KD 620-5, KD 620-7 | PMA |
| P199000 | PMA |
| ULK 8012X-48-A3-3/12, GE SF 1147 | 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.