McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0108177 ( ) | PMA |
| 0501166-1 | PMA |
| 1065517 | PMA |
| 1065519 | PMA |
| 1065551 | PMA |
| 1065552 | PMA |
| 1065553 | PMA |
| 1065556 | PMA |
| 1065557 | PMA |
| 1065558 | PMA |
| 1065559 | PMA |
| 1065561 | PMA |
| 1065562 | PMA |
| 1065565 | PMA |
| 1065566 | PMA |
| 1065568 | PMA |
| 1065569 | PMA |
| 1065570 | PMA |
| 1065572 | PMA |
| 1065573 | PMA |
| 1065574 | PMA |
| 1065575 | PMA |
| 1065576 | PMA |
| 1065577 | PMA |
| 1065578 | PMA |
| 1065579 | PMA |
| 112-12 RP | PMA |
| 123894-1 | PMA |
| 32-3110-001 | PMA |
| 3575-1480-07-VA | PMA |
| 7576689 | PMA |
| 84D33-4 | PMA |
| 8921664G2 | PMA |
| 977743-1WE | PMA |
| 977743-2WE | PMA |
| ABWA182-12 | PMA |
| AD227000-01 | PMA |
| ANZMKP68BR-P | PMA |
| ASL0160-507WE | PMA |
| FG323000-01 | PMA |
| FG323000-03 | PMA |
| K228-D0-WCB-002 | PMA |
| RD2205358-1 | PMA |
| RD2205673-1 | PMA |
| RD2206781-1 | PMA |
| RD2206782-1 | PMA |
| RK1011-65 | PMA |
| RK1011-77 | PMA |
| S226227 | PMA |
| S226266 | 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.