McDonnell Douglas DC-10
9,474 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 20024-560 | PMA |
| 20025-560 | PMA |
| 20130-560 | PMA |
| 20175-560-1 | PMA |
| 20176-560 | PMA |
| 30032-046 | PMA |
| 30042-046-3 | PMA |
| 30079-046-2 | PMA |
| 30101-046 | PMA |
| 34011-180 | PMA |
| 3729CEB | PMA |
| 4277CEB | PMA |
| 43014-169 | PMA |
| 4407CEB | PMA |
| 45008-510 | PMA |
| 4706CEB | PMA |
| 5086CEB | PMA |
| 51329-311-1 | PMA |
| 5165CEB | PMA |
| 5178CEB | PMA |
| 5179CEB | PMA |
| 5194CRB | PMA |
| 5197CAB | PMA |
| 5208CRB | PMA |
| 5213CEB | PMA |
| 5216CRB | PMA |
| 5217CEB | PMA |
| 5218CEB | PMA |
| 5225CEB | PMA |
| 5229CEB | PMA |
| 5232CEB | PMA |
| 5234CEB | PMA |
| 5240CEB | PMA |
| 5242CEB | PMA |
| 622-8587-522 | PMA |
| 67012-222 | PMA |
| 822-0661-002 | PMA |
| 87305-3G | PMA |
| ABN 7193-1 | PMA |
| ABN 7373-579 | PMA |
| ABN7189-1 | unknown |
| ACG7230-1G | PMA |
| AFA25-0079-00 | PMA |
| AFA25-0080-00 | PMA |
| AFA25-0081-00 | PMA |
| AFA25-0091-00 | PMA |
| AFA25-0092-00 | PMA |
| DEC31-040-005 | PMA |
| DEC31-040-501 | PMA |
| JMS2079-4G, -4AG,-4BG | 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.