McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0016-0018 | PMA |
| 100138-26WE | PMA |
| 1065550 | PMA |
| 1164460-120 | PMA |
| 20-622841-001 | PMA |
| 2651-259-1 | PMA |
| 31236-100H | PMA |
| 3600638-1WE | PMA |
| 3600866-1WE | PMA |
| 3609137-1WE | PMA |
| 41391510 | PMA |
| 41391600 | PMA |
| 4259-20 & 4259-31 | PMA |
| 4529-20 | PMA |
| 48120 | PMA |
| 48190 | PMA |
| 5000788WE | PMA |
| 5004884WE | PMA |
| 53257-101 | PMA |
| 602-1966-001 | PMA |
| 602-1975-001 | PMA |
| 602-1975-002 | PMA |
| 610-0084-001 | PMA |
| 617-3031-001 | PMA |
| 680140-011H | PMA |
| 68462 | PMA |
| 68712 | PMA |
| 70-622741-001 | PMA |
| AG627000-02 | PMA |
| DWG. No. 483600 | PMA |
| DWG. No. 486075-B | PMA |
| Dwg. No. 986100-1 | PMA |
| DWG. No. A-486505 | PMA |
| DWG. No. A-487300 | PMA |
| DWG. No. A-487600 | PMA |
| H65334-10 | PMA |
| H65334-17 | PMA |
| H65334-18 | PMA |
| HA813614 | PMA |
| HA813629 | PMA |
| Index List 1304667 | PMA |
| M229310 | PMA |
| NRB6027-59WE | PMA |
| NRB6027-60WE | PMA |
| NRB6027-61WE | PMA |
| NRB6027-62WE | PMA |
| NRB6027-63WE | PMA |
| NRB6027-64WE | PMA |
| SP2510-00-5050 | PMA |
| SP3558-51-1500 | 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.