McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0157AD | PMA |
| 0250VRW | PMA |
| 0313AD | PMA |
| 0398AD | PMA |
| 0492AD | PMA |
| 104100-102 | PMA |
| 1113VRW | PMA |
| 1641PRW | PMA |
| 1643VRW | PMA |
| 2552PRWL | PMA |
| 32800-1710 | PMA |
| 3380VWGL | PMA |
| 3793CAB | PMA |
| 4088VBWL | PMA |
| 4204VBYL | PMA |
| 4205VBYL | PMA |
| 4206VBYL | PMA |
| 4207VBYL | PMA |
| 4935CEB | PMA |
| 4945VBW | PMA |
| 4960VMW | PMA |
| 5010VMWL | PMA |
| 5019VMML | PMA |
| 5025VWRL | PMA |
| 5026PRWL | PMA |
| 5029MBSL | PMA |
| 5030PBWL | PMA |
| 5032PBWL | PMA |
| 5035PBWL | PMA |
| 5036MBSL | PMA |
| 5037PMWL | PMA |
| 5043PBWL | PMA |
| 5044PBWL | PMA |
| 5045PBWL | PMA |
| 5052PRWL | PMA |
| 5054VXWL | PMA |
| 5057PBWL | PMA |
| 5099VMWL | PMA |
| 5100VMWL | PMA |
| 5141VBYL | PMA |
| 5142VBYL | PMA |
| 5617VBYL | PMA |
| 5626VBYL | PMA |
| 5627VBYL | PMA |
| 5628VBYL | PMA |
| 5639VBWL | PMA |
| 5819KIT | PMA |
| DEC31-137-501 | PMA |
| V2651D516C00 | PMA |
| V2651D516COA | 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.