McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 003-001-004 | PMA |
| 1055501 | PMA |
| 1055502 | PMA |
| 1065583 | PMA |
| 1065598 | PMA |
| 1065599 | PMA |
| 1085532 | PMA |
| 1085542 | PMA |
| 1085545 | PMA |
| 217-003-( ) | PMA |
| 217-003-112M | PMA |
| 217-003-132M | PMA |
| 3179383-1KT | PMA |
| 352-061-002 | PMA |
| 41391410 | PMA |
| 41391450 | PMA |
| 41391550 | PMA |
| 41391651 | PMA |
| 41391801 | PMA |
| 580-237-001 | PMA |
| 580-291-755 | PMA |
| 680106-10H | PMA |
| 680140-006H | PMA |
| 680140-050H | PMA |
| 680146-908H | PMA |
| 801660-00LW | PMA |
| 887986-5JA | PMA |
| ADV-3575-1251-07 | PMA |
| AG247000-04 | PMA |
| AG843000-01 | PMA |
| AG843000-79 | PMA |
| AWM7394-507 | PMA |
| AWM7394-509 | PMA |
| AWM7394-511 | PMA |
| AWM7394-517 | PMA |
| AWM7394-529 | PMA |
| AWM7394-553 | PMA |
| AWM7394-595 | PMA |
| AWM7394-599 | PMA |
| AWM7394-615 | PMA |
| AWM7394-617 | PMA |
| AWM7394-619 | PMA |
| AWM7394-629 | PMA |
| CON5037 | |
| S00401-11-89 | PMA |
| S00401-21-81 | PMA |
| S00402-8-15 | PMA |
| S3934348-19-49 | PMA |
| S3934746-4-27 | PMA |
| TAE0528-1X | 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.