McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 3732CEB | PMA |
| 4391CAB | PMA |
| 4392CEB | PMA |
| 4393CEB | PMA |
| 4395CEB | PMA |
| 4396CAB | PMA |
| 4402CEB | PMA |
| 4409CEB | PMA |
| 4410CEB | PMA |
| 4411CEB | PMA |
| 4698CEB | PMA |
| 4699CEB | PMA |
| 4702CEB | PMA |
| 4705CAB | PMA |
| 4949CAB | PMA |
| 5085CEB | PMA |
| 5089CEB | PMA |
| 5095CEB | PMA |
| 5162CAB | PMA |
| 5174CEB | PMA |
| 5175CEB | PMA |
| 5177CEB | PMA |
| 5181CEB | PMA |
| 5182CEB | PMA |
| 5198CEB | PMA |
| 5199CEB | PMA |
| 5210CRB | PMA |
| 5214CEB | PMA |
| 5219CEB | PMA |
| 5220CEB | PMA |
| 5221CEB | PMA |
| 5222CEB | PMA |
| 5223CEB | PMA |
| 5224CEB | PMA |
| 5226CAB | PMA |
| 5228CAB | PMA |
| 5230CEB | PMA |
| 5231CEB | PMA |
| 5235CEB | PMA |
| 5236CEB | PMA |
| 5237CEB | PMA |
| 5238CEB | PMA |
| 5243CEB | PMA |
| 5244CEB | PMA |
| 5245CEB | PMA |
| 5248CEB | PMA |
| 5249CEB | PMA |
| 5251CEB | PMA |
| 5252CAB | PMA |
| 5256CRB | 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.