McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 129X58X132G | PMA |
| 14179-341 | PMA |
| 20122-560 | PMA |
| 20144-560 | PMA |
| 20145-560 | PMA |
| 20176-560-1 | PMA |
| 20189-560 | PMA |
| 4414VBC | PMA |
| 4428VBCL | PMA |
| 4429VBCL | PMA |
| 4435VBCL | PMA |
| 4440VBC | PMA |
| 4442VBC | PMA |
| 4450VBC | PMA |
| 4452VBC | PMA |
| 4456VBC | PMA |
| 4459VBC | PMA |
| 4463VBCL | PMA |
| 4479VBC | PMA |
| 4483VBC | PMA |
| 4484VBC | PMA |
| 4488VBC | PMA |
| 4496VBC | PMA |
| 4497VBC | PMA |
| 4508VBC | PMA |
| 4511VBC | PMA |
| 4512VBCL | PMA |
| 4514VBC | PMA |
| 4515VBC | PMA |
| 4518VBC | PMA |
| 4519VBC | PMA |
| 4522VBC | PMA |
| 4524VBCL | PMA |
| 4763561EI-1, 4763561EI-501, 4763561EI-503 | PMA |
| 4763561EI-2 | PMA |
| 4763561EI-3, 4763561EI-5, 4763561EI-7 | PMA |
| 4763561EI-4 | PMA |
| 51208-311 | PMA |
| 51298-311 | PMA |
| 51387-311 | PMA |
| 51406-311 | PMA |
| 5205CEB | PMA |
| 5212CEB | PMA |
| 5312VBYL | PMA |
| 5316VRWL | PMA |
| 59019-263 | PMA |
| 70-030015 | PMA |
| ACG7031-1G | PMA |
| ASL7128-5G | PMA |
| AYG7196-1G | 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.