McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 16975-4IAC | PMA |
| 16975-5IAC | PMA |
| 3D0256-3-5 | |
| 4004C7-7-26WE | PMA |
| 4914493-501 | OEM |
| 4956799-1 | OEM |
| 698640 | OEM |
| 79052-1002 | PMA |
| 7914600-552 | PMA |
| ABA7157-507 | PMA |
| ABA7157-511 | PMA |
| ABA7157-527 | PMA |
| ABE7005-23 | PMA |
| ABH7617-1 | PMA |
| ACA7628-1 | PMA |
| ACG7013-509 | PMA |
| ANB74341 | unknown |
| ARB1456-503 | PMA |
| AWE8786-10 | PMA |
| AWE8787-83 | PMA |
| AWJ7169-1 | PMA |
| AWM7199-1 | OEM |
| AYG7344503 | OEM |
| AZZ7300 | PMA |
| AZZ7305 | PMA |
| AZZ7346-1 | PMA |
| AZZ7351-1 | PMA |
| AZZ7351-507 | PMA |
| AZZ7351-515 | PMA |
| AZZ7351-517 | PMA |
| AZZ7351-533 | PMA |
| AZZ7355-517 | PMA |
| AZZ7355-525 | PMA |
| AZZ7355-537 | PMA |
| AZZ7355-538 | PMA |
| AZZ7355-539 | PMA |
| AZZ7404-501 | PMA |
| AZZ7404-503 | PMA |
| AZZ7464-501 | PMA |
| AZZ7464-503 | PMA |
| AZZ7474-1 (Alt) | PMA |
| AZZ7474-503 | PMA |
| HL10000-124 | PMA |
| M405573 | PMA |
| MC21-34 | PMA |
| PS40000-18 | PMA |
| PS40000-19 | PMA |
| PS46000-11 | PMA |
| RAI 2510-00-2090 | PMA |
| WSP1251-1 | 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.