McDonnell Douglas DC-9-50

19,340 parts applicable to this airframe — narrowbody

Part NumberStatus
1009100-1PMA
1009100-5PMA
1009100-7PMA
10091003OEM
106440-1PMA
111045-1PMA
111045-505PMA
2011632-1WDPMA
257630WDPMA
2955928-1OEM
3011001-101, -105 Dwg.: DL. No. 3011000, Rev. M, dtd 10/26/87 or later FAA Appr. Rev.PMA
3601027-1WDPMA
3609476-1WDPMA
4821001-102 Dwg.: DL 4821000 Rev. C dtd 4/26/92 or later FAA Appr. Rev.PMA
4831001-102 Dwg.: DL 4831000 Rev. D dtd 4/26/91 or later FAA Appr. Rev.PMA
4841001-101 Dwg.: DL 4841000 Rev. D dtd 4/26/91 or later FAA Appr. Rev.PMA
4851001-102 Dwg.: DL 4851000 Rev. C dtd 4/26/91 or later FAA Appr. Rev.PMA
4917978-1OEM
5001457-1SDPMA
5012001-102 Dwg.: DL 5692000 Rev. N/C dtd 7/31/92 or later FAA Appr. Rev.PMA
5022001-101 Dwg.: DL 5692000 Rev. N/C dtd 7/31/92 or later FAA Appr. Rev.PMA
51000008-0137PMA
536149
5691001-102 Dwg.: DL 5692000 Rev. N/C dtd 7/31/92 or later FAA Appr. Rev.PMA
5701001-102 Dwg.: DL 5692000 Rev. N/C dtd 7/31/92 or later FAA Appr. Rev.PMA
5711001-101 Dwg.: DL 5692000 Rev. N/C dtd 7/31/92 or later FAA Appr. Rev.PMA
5721001-101 Dwg.: DL 5692000 Rev. N/C dtd 7/31/92 or later FAA Appr. Rev.PMA
5932723-53PMA
5932724-33PMA
5934140-20PMA
5934140-293PMA
5934140-323PMA
5934140-53PMA
5937900-189PMA
5937902-155PMA
5937902-69PMA
5937903-145PMA
5937903-155PMA
5937904-133PMA
728638GAWE, 728638GCWE, 728638GDWE, 728638GHWEPMA
8536176 APMA
95014-1PMA
AD-12536-2PMA
All parts listed on Master Data List 2583-01PMA
DEC92-006-111PMA
DEC92-006-211PMA
DEC92-006-511PMA
KTD65-4PMA
MD90-ELT-1PMA
S245000205-0106PMA

Utilization & cargo trend(US carriers, 2015–2025)

MD-80 family rollup — BTS T-100, domestic + international

Cycles per aircraft
752025
2015: 809 cycles/aircraft2016: 734 cycles/aircraft2017: 739 cycles/aircraft2018: 778 cycles/aircraft2019: 613 cycles/aircraft2020: 124 cycles/aircraft2021: 35 cycles/aircraft2022: 53 cycles/aircraft2023: 58 cycles/aircraft2024: 86 cycles/aircraft2025: 75 cycles/aircraft
20152025
2020: 124
Recovered to 14% of 2019 (2024 vs 2019)
Freighter share of departures
1%→44%2015 → 2025
2015: 1.2% freighter share2016: 1.2% freighter share2017: 1.5% freighter share2018: 1.7% freighter share2019: 2.3% freighter share2020: 14.2% freighter share2021: 60.2% freighter share2022: 62.4% freighter share2023: 54.3% freighter share2024: 37.6% freighter share2025: 43.5% freighter share
20152025
Est. US-registered fleet
1202025
20152025

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)

MD-80 family — FAA registry deregistrations

Left the US registry
49aircraft
Stayed domestic
42vs 7 exported
Avg age at retirement
38.3years
Still US-registered
119aircraft
Where this family's parts catalog concentrates — the systems most exposed to incoming teardown supply
ATA 53 — Fuselage
26.3%(8,027)
ATA 25 — Equipment / Furnishings
21.3%(6,513)
ATA 20 — Standard Practices - Airframe
11.2%(3,432)
ATA 33 — Lights
4.4%(1,357)
ATA 52 — Doors
3.2%(982)

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 modelActive tailsEngine unitsRetired since ’23ExportedAvg age at dereg
P & W JT8D series8417229834.4 yr
P & W JT8D-21922444034.5 yr
P & W JT8D-9 series9244253.8 yr
P & W JT9D series13373041.7 yr
P & W JT8D-18213033 yr
P & W JT8D-17 series7161144 yr
P & W JT8D-156131151 yr
P & W JT8D-9A51100—

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.

Maintenance economics(US carriers, through 2026)

MD-80 family — BTS Form 41 filings

Direct maintenance per block hour
$471fleet avg
Airframe / engine split
$432/$39
Reporting carriers
3

BTS Form 41 data (Schedule P-5.2 maintenance expense over T-2 block hours), Group III US carriers only — filers above $1B annual revenue; smaller US operators, Part 135, and all non-US carriers are not in this data. Dollars are accrual-basis from regulatory filings (reserves and depreciation included), so they benchmark fleet economics and do not track to individual repair events. Averages are block-hour- weighted across every reporting carrier; the range spans per-carrier rates after excluding marginal reporting slices, and small carrier counts are noisy.