McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0130010300-1 | PMA |
| 0130010300-7 | PMA |
| 08000101005 | OEM |
| 1008520-10 | PMA |
| 1008520-9 | PMA |
| 1511420100-1 | PMA |
| 20146-560 | PMA |
| 3185800-6 | PMA |
| 3185800-7 | PMA |
| 3185800-8 | PMA |
| 3187007 | OEM |
| 3197850-1 | PMA |
| 3197850-3 | PMA |
| 4035CAB | PMA |
| 4053832-1G | PMA |
| 4397CAB | PMA |
| 4399CEB | PMA |
| 4400CEB | PMA |
| 4403CAB | PMA |
| 45100-510 | PMA |
| 4697CEB | PMA |
| 4700CAB | PMA |
| 4701CEB | PMA |
| 4703CEB | PMA |
| 4704CEB | PMA |
| 4707CAB | PMA |
| 485000-12 | PMA |
| 485000-14 | PMA |
| 4954CEB | PMA |
| 5060CEB | PMA |
| 5087CEB | PMA |
| 5088CEB | PMA |
| 5090CEB | PMA |
| 5092CEB | PMA |
| 5176CEB | PMA |
| 5180CEB | PMA |
| 5189CRB | PMA |
| 5196 CEB | PMA |
| 5200CEB | PMA |
| 5209CRB | PMA |
| 5215CEB | PMA |
| 5227CAB | PMA |
| 5233CEB | PMA |
| 5239CEB | PMA |
| 5241CEB | PMA |
| 5246CAB | PMA |
| 5247CEB | PMA |
| 5250CEB | PMA |
| 5254CEB | PMA |
| 53000-1 | 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.