McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 4413VBC | PMA |
| 4426VBC | PMA |
| 4427VBCL | PMA |
| 4431VBCL | PMA |
| 4432VBCL | PMA |
| 4441VBC | PMA |
| 4443VRCL | PMA |
| 4444VBC | PMA |
| 4445VBC | PMA |
| 4447VBC | PMA |
| 4448VBC | PMA |
| 4451VBC | PMA |
| 4458VBC | PMA |
| 4460VBC | PMA |
| 4464VBCL | PMA |
| 4465VBCL | PMA |
| 4468VRC | PMA |
| 4469VRC | PMA |
| 4470VBC | PMA |
| 4472VBC | PMA |
| 4473VBC | PMA |
| 4480VBC | PMA |
| 4481VBC | PMA |
| 4482VBC | PMA |
| 4485VBC | PMA |
| 4486VBC | PMA |
| 4490VBC | PMA |
| 4491VBC | PMA |
| 4492VBC | PMA |
| 4493VBC | PMA |
| 4494VBC | PMA |
| 4500VBC | PMA |
| 4501VBC | PMA |
| 4504VBC | PMA |
| 4505VBC | PMA |
| 4506VBC | PMA |
| 4509VBC | PMA |
| 4510VBC | PMA |
| 4517VBC | PMA |
| 4520VBC | PMA |
| 4521VBC | PMA |
| 4523VBC | PMA |
| 5201CEB | PMA |
| 5202CEB | PMA |
| 5203CEB | PMA |
| 5204CEB | PMA |
| 5206CEB | PMA |
| 5207CEB | PMA |
| 5211CEB | PMA |
| 5313VBYL | 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.