Cessna C208B Grand Caravan
1,122 parts applicable to this airframe — turboprop
| Part Number | Status |
|---|---|
| 131553-3F | OEM |
| 26110197 | PMA |
| 261102917 | PMA |
| 261102919 | PMA |
| 261103411 | PMA |
| AP8-100 | PMA |
| C208-123-103 | PMA |
| C208-123-105 | PMA |
| C208-140-003 | PMA |
| C208-140-009 | PMA |
| C208-140-011 | PMA |
| C208-140-1 | PMA |
| HF3 | OEM |
| LSM-500-011 | PMA |
| LSM-500-014 | PMA |
| LSM-500-021 | PMA |
| LSM-500-024 | PMA |
| LSM-500-029 | PMA |
| LSM-500-032 | PMA |
| LSM-500-035 | PMA |
| LSM-500-040 | PMA |
| LSM-500-059 | PMA |
| LSM-500-064 | PMA |
| MW-3M-53 | OEM |
| RA4200-P-(x) | PMA |
| RA4200-P-A-(x) | PMA |
| RA6000-P-(x) | PMA |
| RP1000-P-(x) | PMA |
| RP1005-P-1 | PMA |
| RP1005-P-2 | PMA |
| RP1010-P-(x) | PMA |
| RP1020-P-(x) | PMA |
| RP1030-P-(x) | PMA |
| RP1040-P-1-(x) | PMA |
| RP1040-P-2-(x) | PMA |
| RP1100-P-(x) | PMA |
| RP1110-P-(x) | PMA |
| RP3000-P | PMA |
| RP3010-P | PMA |
| RP3020-P | PMA |
| RP3030-P | PMA |
| RP3040-P | PMA |
| RP4200-F | PMA |
| RP4200-P | PMA |
| RP5000-P | PMA |
| RP6100-P-(x) | PMA |
| RP6110-P-(x) | PMA |
| RP6200-P-(x) | PMA |
| RP6300-P-(x) | PMA |
| S1104-3 | OEM |
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.