McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 003-001-005 | PMA |
| 0108181 ( ) | PMA |
| 1068521-2 | PMA |
| 11J50-150 | PMA |
| 11J50-175 | PMA |
| 217-003-109M | PMA |
| 217-003-126M | PMA |
| 27114-6WE | PMA |
| 27574WE | PMA |
| 2C9294 | |
| 3162926-1WE | PMA |
| 328-015-10 | PMA |
| 328-016-6 | PMA |
| 352-061-001 | PMA |
| 3R2192 | PMA |
| 41389313 | PMA |
| 41389401 | PMA |
| 41391400 | PMA |
| 41391650 | PMA |
| 41391800 | PMA |
| 565-504-001 | PMA |
| 570-500-00 I | PMA |
| 580-301-006 | PMA |
| 6F25781 | OEM |
| 6F2800 | PMA |
| 7050 | PMA |
| 904737 | PMA |
| 949496-11 | OEM |
| A0241210000 | PMA |
| AMBK4-4036NH | PMA |
| KP21B-P | PMA |
| KSP3L-P | PMA |
| L20519-39 | PMA |
| LA00700X250A20B6 | PMA |
| P01175 | PMA |
| P01176 | PMA |
| P01177 | PMA |
| P01178 | PMA |
| P01179 | PMA |
| RFS18A22 | PMA |
| RFS18A23 | PMA |
| RFS18B11 | PMA |
| RFS18B13 | PMA |
| RFS5001401 | PMA |
| RFS5001515 | PMA |
| RFS5003608 | PMA |
| RFS8A23 | PMA |
| RS823JP-1 | PMA |
| SP3558-51-1070 | PMA |
| TA1720SS3TWE | 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.