McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 101NC110-1 | PMA |
| 101NC210-1 | PMA |
| 101NC310-1 | PMA |
| 101NC410-1 | PMA |
| 1106PWDL | PMA |
| 1198VBW | PMA |
| 1400J12AG, 1400J12CG, 1400J16AG, 1400J16CG | PMA |
| 14153-341 | PMA |
| 20010-560, 20125-560, 20127-560, 20128-560 | PMA |
| 20074-560 | PMA |
| 20182-560 | PMA |
| 2550VBW | PMA |
| 30029-046 | PMA |
| 30030-046 | PMA |
| 30039-046-1 | PMA |
| 30044-046 | PMA |
| 3980PRWL | PMA |
| 402-158 | PMA |
| 41422001G | PMA |
| 43023-169 | PMA |
| 4454VBC | PMA |
| 45099-510 | PMA |
| 45108-510 | PMA |
| 45151-510 | PMA |
| 51242-311-13 | PMA |
| 51337-311 | PMA |
| 51338-311 | PMA |
| 51340-311 | PMA |
| 51413-311 | PMA |
| 59029-263 | PMA |
| 6105PBG | PMA |
| 6106PBG | PMA |
| 638-0776 | PMA |
| 638-0777 | PMA |
| 69036-333 | PMA |
| 814893-401G | PMA |
| 83633-1G | PMA |
| 84629-5G | PMA |
| 9541-11G | PMA |
| A315106-127-2G | PMA |
| ARG7294-1G, -501G | PMA |
| ARG7348-1G, -3G, -5G, -7G, -9G, -11G, -501G, -503G | PMA |
| AUB7278-1G | PMA |
| DEC31-017-501 | PMA |
| DEC31-166-503 | PMA |
| DEC31-166-505 | PMA |
| DEC31-166-513 | PMA |
| GI1975-1 | PMA |
| L45003-401G | PMA |
| PMA3505-0087-01 | 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.