McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| ABA8319501 | OEM |
| ABH7151-505 | PMA |
| ABH7443-1 | PMA |
| ABH7532-1 | PMA |
| ABM7332503 | OEM |
| ABP8999-1 | PMA |
| ACG7407-1 | PMA |
| ACM7059-503 | PMA |
| ADA0122-501 | PMA |
| ADA7761-1 | PMA |
| ADA7761-501 | PMA |
| ADA7872-2 | PMA |
| AKC7259-5 | PMA |
| ANB7415-1 | PMA |
| ANL7021-505 | PMA |
| APB7387-1 | PMA |
| ARB0134-1 | PMA |
| ARB0134-507 | PMA |
| ARB0135-1 | PMA |
| ARB0135-505 | PMA |
| ARB0135-507 | PMA |
| ARB0136-505 | PMA |
| ARB0975-516 | PMA |
| ARB0975-537 | PMA |
| ARB1151-507 | PMA |
| ARB1154-513 | PMA |
| ARB1409-501 | PMA |
| ARB1426-505 | PMA |
| ARB3036-505 | PMA |
| ARB3036-527 | PMA |
| ARC2100-501 | PMA |
| ARC2218-501 | PMA |
| ARC2822-501 | PMA |
| ARC7007-5 | PMA |
| ARG0006-1 | PMA |
| ARG0017-501 | PMA |
| ARG0800-1 | PMA |
| ARG1301-501 | PMA |
| ARG7137-1 | PMA |
| ARG7491-501 | PMA |
| ARG7626-1 | PMA |
| ASG7010-1 | PMA |
| ASL0040Y1 | PMA |
| ASL0192-503 | PMA |
| ASL0352-1 | PMA |
| AWJ7328U1 | PMA |
| AXG7000-501 | PMA |
| AYG7222-5 | PMA |
| S2922357-24000 | PMA |
| S391318072 | 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.