Cessna C208B Grand Caravan
1,122 parts applicable to this airframe — turboprop
| Part Number | Status |
|---|---|
| *N150SG1071 | PMA |
| 01-1030-H-A | OEM |
| 20-112 | OEM |
| 2011-1 | PMA |
| 211039-1 | PMA |
| 220601-11 | PMA |
| 220601-15 | PMA |
| 220601-17 | PMA |
| 260010159 | PMA |
| 26060153 | PMA |
| 322CES100 | PMA |
| 322CES910 | PMA |
| 41-0111 | PMA |
| 512014-1 | PMA |
| 59500342 | |
| 6306 | PMA |
| 700-00184-( ) | PMA |
| 8006 | PMA |
| 87-05207-001 | PMA |
| 87-05207-002 | PMA |
| 965300-00 | PMA |
| ABS-2000 | PMA |
| CD14E00 | PMA |
| CD21190 | PMA |
| CD21195 | PMA |
| DA1003 | PMA |
| F2204-0373 | PMA |
| FAST-K-010-15 | PMA |
| GD-CC106 | PMA |
| GD-CC108 | PMA |
| GD-CC109 | PMA |
| GD-CC110 | PMA |
| K2615071-1 | PMA |
| K5SN | |
| LS03-02040 12vdc LS03-02041 24vdc | PMA |
| LSM-500-122 | PMA |
| MDL DB1607002 | PMA |
| RA073-08500 | PMA |
| RA177-00300 | PMA |
| RA66-33 | PMA |
| SA02812SE-TKXX | PMA |
| SC-W/G-2397-DR-LH | PMA |
| SC-W/G-2397-LH | PMA |
| SP-KT-17 | PMA |
| SP-KT-52 | PMA |
| SP3558-51-1070 | PMA |
| W-2397-LH | PMA |
| W-MD137 (PMA items only) | PMA |
| W-MD141 (PMA items only) | PMA |
| W/T-2397-DR-LH | PMA |
Utilization & cargo trend(US carriers, 2015–2025)
Cessna Caravan 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)
Cessna Caravan 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 |
|---|---|---|---|---|---|
| P&W PT6A series | 1,678 | 2,556 | 40 | 113 | 29.1 yr |
| P&W CANADA PT6A-60A | 1,182 | 2,264 | 33 | 102 | 24.1 yr |
| P&W CANADA PT6A-42A | 387 | 388 | 6 | 106 | 7.1 yr |
| P&W CANADA PT6A-140 | 239 | 239 | 4 | 153 | 2.3 yr |
| P&W CANADA PT6A-114A | 254 | 254 | 3 | 45 | 11.9 yr |
| P&W PT6 series | 43 | 73 | 3 | 11 | 32 yr |
| P&W CANADA PT6A-6 series | 171 | 256 | 2 | 8 | 24.2 yr |
| P&W CANADA PT6A-45 | 33 | 49 | 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.