McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0724AD | PMA |
| 0725AD | PMA |
| 0738AD | PMA |
| 113063-01G | PMA |
| 1639PRW | PMA |
| 1644VRW | PMA |
| 20-00343 | PMA |
| 20133-560 | PMA |
| 20204-560 | PMA |
| 2962PWB | PMA |
| 30090-046, -1, -2 | PMA |
| 3648PBWL | PMA |
| 4078PRWL | PMA |
| 43022-169 | PMA |
| 45001-510 | PMA |
| 4771VBW | PMA |
| 4889VRW | PMA |
| 5006VRCL | PMA |
| 5016PMML | PMA |
| 5020PBWL | PMA |
| 5021PWRL | PMA |
| 5022PRWL | PMA |
| 5023PRR | PMA |
| 5027PRR | PMA |
| 5031PBWL | PMA |
| 5033PRWL | PMA |
| 5034PBWL | PMA |
| 5038PBWL | PMA |
| 5041PBWL | PMA |
| 5042PBWL | PMA |
| 5046PBWL | PMA |
| 5048PBWL | PMA |
| 5049PBWL | PMA |
| 5050PRWL | PMA |
| 5051VBWL | PMA |
| 5056PBWL | PMA |
| 5058VYY | PMA |
| 5077VRR | PMA |
| 51293-311 | PMA |
| 51306-311 | PMA |
| 51331-311 | PMA |
| 5465VRR | PMA |
| 5468VRR | PMA |
| 5484VRR | PMA |
| 59021-263 | PMA |
| 822619-403G | PMA |
| ARG7031-1G, -3G, -5G, -7G, -9G, -11G, -501G, -503G, -501NG | PMA |
| ARG7487-1G, -3G | PMA |
| AYG7186-1G, -3G, -5G, -7G, -501G | PMA |
| GI1979 | 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.