McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 2088197-0010 Or 3TKCZZ29-360 Or S2936MCZZE5P511LY238 | OEM |
| 226294E | PMA |
| 226337E | PMA |
| 3600919-1 | OEM |
| 5000832-1 | OEM |
| 501119 | OEM |
| 501127 | OEM |
| 501129 | OEM |
| 501135 | OEM |
| 651-503-9112 | OEM |
| 68-1960 | PMA |
| 9320-005 | OEM |
| 94702-3 | OEM |
| 95-3-1001 | PMA |
| 97955-33 | OEM |
| 97955-34 | OEM |
| ACA3846-1 | PMA |
| ACG71041 | PMA |
| ACG7161-501 | PMA |
| ACG7419-1 | PMA |
| AJH7076-1 | PMA |
| AJH7076-501 | PMA |
| AKG7016-1 | PMA |
| ALC7604-1 | PMA |
| ALG7047-507 | PMA |
| ANB7490-1 | PMA |
| ARB1441-507 | PMA |
| ARC1774-1 | PMA |
| ARC2167-1 | PMA |
| ARC2169-1 | PMA |
| ARG7185-501 | PMA |
| ARG7186-501 | PMA |
| ARG7316-1 | PMA |
| ARG7323-1 | PMA |
| ARG7349-1 | PMA |
| ARG7495-1 | PMA |
| ARG7653-3 | PMA |
| AWD0066-47 | OEM |
| AYG7281-1 | PMA |
| AYG7340-1 | PMA |
| CM4004C8-8 | PMA |
| CM4004C8-8-10 | PMA |
| CM4004C8-8-12 | PMA |
| CM4004C8-8-14 | PMA |
| CM4004C8-8-16 | PMA |
| CM4004C8-8-18 | PMA |
| CM4004C8-8-20 | PMA |
| CM4004C8-8-22 | PMA |
| CM4004C8-8-8 | PMA |
| P/N F20027 | 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.