McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 1065571 | PMA |
| 1065580 | PMA |
| 149690R | PMA |
| 150619R | PMA |
| 150621R | PMA |
| 150947R | PMA |
| 150950R | PMA |
| 17450-2 | PMA |
| 1921001-3 | PMA |
| 207640-33 | PMA |
| 207640-34 | PMA |
| 2971001-513 | PMA |
| 31801312 | OEM |
| 37191R | PMA |
| 37785R | PMA |
| 383-0271-1 | OEM |
| 38371R | PMA |
| 5001700AB | PMA |
| 544620-2 | PMA |
| 571658841 | PMA |
| 60-843504 | PMA |
| 6315-0106-02R | PMA |
| 6315-0107-02R | PMA |
| 631546-02R | PMA |
| 631579-01R | PMA |
| 631582-01R | PMA |
| 6328-0015-01R | PMA |
| 780125-01R | PMA |
| 780137-02R | PMA |
| 80635R | PMA |
| ACG7272-1WE | PMA |
| AGA72773 | PMA |
| AWE7406-503 | PMA |
| AZ763 | |
| B6084-34 | PMA |
| B65334-10 | PMA |
| B65334-16 | PMA |
| B65334-17 | PMA |
| B65334-18 | PMA |
| B6RC500HT3 | PMA |
| B6RC650HT3 | PMA |
| B6RC750HT3 | PMA |
| C22177763 | PMA |
| In accordance with MDL DL10007, Rev. IR, DTD 10/13/92 or later FAA approved revision | PMA |
| LA00200X150A50D5 | PMA |
| P134-395-7 | PMA |
| P135-395-7 | PMA |
| P91-228 | PMA |
| SP2511-10-6015 | PMA |
| WKA89524001 | PMA |
Top Replacement-Prone Parts(1)
From FAA SDR — directional buying signal, not a failure rate
| Part # | Propensity | SDRs |
|---|---|---|
| 6506606 | 100% | 31 |
* Structural ATA chapters use FAA K-code change rate. Verb-based propensity is suppressed there because "REPAIRED" in the SDR text usually refers to the airframe being repaired around the part.
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.