McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0122AD | PMA |
| 0368VRC | PMA |
| 0369VRC | PMA |
| 30050 | PMA |
| 40060-02 | PMA |
| 4415VBB | PMA |
| 4439VRR | PMA |
| 4446VMB | PMA |
| 4475VYY | PMA |
| 4476VBB | PMA |
| 4477VRR | PMA |
| 4548VRC | PMA |
| 515GPS-1 | PMA |
| 515GPS-2 | PMA |
| 5186CEB | PMA |
| 5187CEB | PMA |
| 5188CEB | PMA |
| 5190CEB | PMA |
| 5191CEB | PMA |
| 5192CEB | PMA |
| 5193CEB | PMA |
| 5195CEB | PMA |
| 5255CEB | PMA |
| 5257CEB | PMA |
| 5258CEB | PMA |
| 5491CAB | PMA |
| 5796KIT | PMA |
| A91 | PMA |
| AD-22036 | PMA |
| AD-3097F | PMA |
| AMP 2532-924-01-01, -05, -07 | PMA |
| AMP 2532-924-06-01, -03, -04, -05, -07, -09, -11, -12, -15, -17, -19 | PMA |
| B7236P | PMA |
| DEC31-104-501 | PMA |
| DEC31-105-501 | PMA |
| DEC31-111-501 | PMA |
| DEC31-112-501 | PMA |
| DEC31-131-501 | PMA |
| DEC61-002-501 | PMA |
| EFC 5992C | PMA |
| EFC 5993C | PMA |
| MEI 74940-41 | PMA |
| MEI 74940-60H | PMA |
| MEI 850479-3R | PMA |
| MEI 900868-3 | PMA |
| MEI 907478 | PMA |
| MEI 98810-19 | PMA |
| OA844003 | PMA |
| OA844103 | PMA |
| OA844176 | 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.