McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| AAM7335-17 | PMA |
| AAM7342-591 | PMA |
| AAM7342-621 | PMA |
| AAM7342-627 | PMA |
| ABE7003-17 | PMA |
| ABE7003-22 | PMA |
| ABE7003-31 | PMA |
| ABE7003-33 | PMA |
| ABE7003-41 | PMA |
| ABE7003-47 | PMA |
| ABE7004-109 | PMA |
| ABE7004-171 | PMA |
| ABE7004-231 | PMA |
| ABE7004-63 | PMA |
| ABE7004-85 | PMA |
| ABE7005-3 | PMA |
| ABE7005-43 | PMA |
| ABE7005-67 | PMA |
| ABE7005-9 | PMA |
| ABE7007-225 | PMA |
| AWE7039-119 | OEM |
| AWE7040-11 | PMA |
| AWE7049-123 | PMA |
| AWE7049-125 | PMA |
| AWE7049-33 | PMA |
| AWE7051-367 | PMA |
| AWE7091-61 | PMA |
| AWE7269-89 | PMA |
| AWE7269-97 | PMA |
| AWE8126-7 | PMA |
| AWE8134-313 | PMA |
| AWE8134-341 | PMA |
| AWE8786-15 | PMA |
| AWE8786-5 | PMA |
| AWE8787-81 | PMA |
| AWE8788-153 | PMA |
| AWE8788-17 | PMA |
| AWE8788-25 | PMA |
| AWE8789-11 | PMA |
| AWE8789-15 | PMA |
| AWE8799-35 | PMA |
| AWE9179-101 | PMA |
| AWE9179-193 | PMA |
| AWE9179-201 | PMA |
| AWE9179-207 | PMA |
| AWE9189-29 | PMA |
| AWE9189-35 | PMA |
| AWE9189-37 | PMA |
| AWE9418-137 | PMA |
| AWE9418-167 | 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.