McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 1040-15 | PMA |
| 104012 | OEM |
| 1200-067-10 | PMA |
| 1526-066-2 | PMA |
| 15770-1 | PMA |
| 160-066-80 | PMA |
| 174986-01 | PMA |
| 175020-01 | PMA |
| 175021-01 | PMA |
| 175022-01 | PMA |
| 20029-20-T | PMA |
| 30089-046, -1 | PMA |
| 30099-046 | PMA |
| 30100-046 | PMA |
| 4663VRW | PMA |
| 4991VRC | PMA |
| 5253CAB | PMA |
| 5259CEB | PMA |
| 5381CEB | PMA |
| 5947PRWL | PMA |
| 5992KIT | PMA |
| 6257VBWL | PMA |
| 6370MSB | PMA |
| 6401VBC | PMA |
| 6402VBC | PMA |
| 6403VBC | PMA |
| 6404VBC | PMA |
| 6405VBC | PMA |
| 6406VBC | PMA |
| 6407VBC | PMA |
| 6538PBW | PMA |
| 8500-004-5 | PMA |
| 8500-005-10 | PMA |
| AAP-A8416-1 | PMA |
| ACG7222-1G, 501G | PMA |
| AHQH6428V600WFCS | PMA |
| ARG7038-1G, -3G, -5G, -7G, -501G, -503G | PMA |
| CD-01053F-2 | PMA |
| DEC31-169-501 | PMA |
| DEC31-170-501 | PMA |
| DEC61-013-501 | PMA |
| DEC61-014-501 | PMA |
| DEC71-026-501 | PMA |
| DEC71-028-503 | PMA |
| DEC71-030-501 | PMA |
| H20-17B | PMA |
| H20-37B | PMA |
| H20081 | PMA |
| SM600BA20N22-1 | PMA |
| SM600BA60N22 | 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.