McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0060-0061 | PMA |
| 02-18000-3 | OEM |
| 0201951-001 | PMA |
| 1061-0004 | PMA |
| 110816-1 | PMA |
| 112190-3 | PMA |
| 1140-0082-22 | PMA |
| 114127 | PMA |
| 1305001 | PMA |
| 137847-1GF | PMA |
| 20106-012JA | PMA |
| 2315M68-1WE | PMA |
| 27114-2WE | PMA |
| 27114-3WE | PMA |
| 27114-7WE | PMA |
| 27648WE | PMA |
| 3177068-1WD | PMA |
| 3231392-1WE | PMA |
| 330893WE | PMA |
| 3U3196 | PMA |
| 4093376-1 | PMA |
| 580-220-001 | PMA |
| 580-251-002 | PMA |
| 580-504 | PMA |
| 617-3031-003 | PMA |
| 62000665-1 | PMA |
| 680106-17H | PMA |
| 680106-40H | PMA |
| 680106-44H | PMA |
| 69-623002 | PMA |
| 861118WE | PMA |
| A2017588 | PMA |
| AG728000-18 | PMA |
| RD204829-9 | PMA |
| RD204868-1 | PMA |
| RD204868-2 | PMA |
| RD204869-1 | PMA |
| RD204872-1 | PMA |
| RD204872-2 | PMA |
| RD204873-1 | PMA |
| RD204987-1 | PMA |
| RD2204294-1 | PMA |
| RD2206706-1 | PMA |
| RD681646-1 | PMA |
| SP2510-00-1020C | PMA |
| SP2510-00-1020D | PMA |
| SP2510-00-1025E | PMA |
| SP2510-11-5005B | PMA |
| SP2510-11-5010A | PMA |
| SP3558-50-1020B | 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.