McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 16005-001 | PMA |
| 1C1060-1 | PMA |
| 1C1090 | PMA |
| 20001-1 | PMA |
| 2222604 | OEM |
| 2223000-1 | PMA |
| 2C9196 | PMA |
| 2C9724 | PMA |
| 2E2026 | PMA |
| 2P2038 | PMA |
| 2S3006 | PMA |
| 360-012-002 | PMA |
| 4916219-1 | PMA |
| 4C9572 | OEM |
| 5000418WE | PMA |
| 5000815WE | PMA |
| 5000817WE | PMA |
| 5000861AB | PMA |
| 6F2648 | PMA |
| 6F2734 | PMA |
| 6F2784 | PMA |
| 6F2786 | PMA |
| 6F2818 | PMA |
| 90-20421 | PMA |
| 9522643WE | PMA |
| 955C165-29WE | PMA |
| 955C165-67WE | PMA |
| 962C526-1WE | PMA |
| 974182-1WE | PMA |
| 9R2154 | PMA |
| 9R2246 | PMA |
| A75JWE | PMA |
| ADV-428-0074-1 | PMA |
| CAC 32M-7373-1 | PMA |
| H10006001 | PMA |
| PE7783S0-48-1 | PMA |
| PE7783S48-0-3 | PMA |
| S00240-1 | PMA |
| S4892944-131WE | PMA |
| S4892944-21WE | PMA |
| S4892944-224WE | PMA |
| S4892944-238WE | PMA |
| S4892944-25WE | PMA |
| S4892944-28WE | PMA |
| S4892944-29WE | PMA |
| S4892944-30WE | PMA |
| S4922454-1 | PMA |
| S9413-034WE | PMA |
| SP3810-01-4055 | PMA |
| VY420-3KT | 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.