McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 14D0008-120 | OEM |
| ABA73181 | OEM |
| ABA73182 | OEM |
| ABE702023 | OEM |
| ACP8030-43 | PMA |
| AJC7500-501 | PMA |
| AJH7079501 | OEM |
| AJH7155-501 | PMA |
| AJH7315U1 | PMA |
| AKC7148-1 | PMA |
| AKC7259-501 | PMA |
| ALC7085-1 | PMA |
| ALG7048-501 | PMA |
| ANB7416-501 | PMA |
| ARB0135-503 | PMA |
| ARB0136-501 | PMA |
| ARB0387-513 | PMA |
| ARB0975-513 | PMA |
| ARB0975-538 | PMA |
| ARB0975-545 | PMA |
| ARB1153-509 | PMA |
| ARB11881 | OEM |
| ARB1386-505 | PMA |
| ARC2317-5 | PMA |
| ARC2317-501 | PMA |
| ARC2576-1 | PMA |
| ARC2704-1 | PMA |
| ARC2805-1 | PMA |
| ARC2930-1 | PMA |
| ARC70071 | |
| ARG7022-3 | PMA |
| ARG7158-1 | PMA |
| ARG7158-9 | PMA |
| ARG7187-1 | PMA |
| ARG7214-501 | PMA |
| ARG7490-1 | PMA |
| ASL0041Y1 | PMA |
| ASL0069-509 | PMA |
| ASM0027-501 | PMA |
| ASM0027-505 | PMA |
| AUB7159-45 | PMA |
| AWD7253-501 | PMA |
| AWJ73221 | OEM |
| AWJ7329-1 | PMA |
| AWJ7333-1 | PMA |
| AYG7200-1 | PMA |
| NRB6027-60 | PMA |
| S4931358-9 | PMA |
| S4931455B1000-1 | PMA |
| S4931617B0000 | 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.