McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 05000-1 | PMA |
| 05000-2 | PMA |
| 05000-3 | PMA |
| 102JE2FG | OEM |
| 1103P48-2 | PMA |
| 11J50-600 | PMA |
| 11J50-700 | PMA |
| 120-84603-102 | PMA |
| 1225P12-2 | PMA |
| 12J57-500 | PMA |
| 12J85-150 | PMA |
| 12J85-200 | PMA |
| 276155 | PMA |
| 33J25-175 | PMA |
| 33J25-250 | PMA |
| 33J25-350 | PMA |
| 33J25-400 | PMA |
| 33J25-450 | PMA |
| 33J25-500 | PMA |
| 33J25-550 | PMA |
| 33J25-800 | PMA |
| 352004-003, 352004-P003 | PMA |
| 352004-004, 352004-P004 | PMA |
| 352005-001, 352005-P001 | PMA |
| 357-1 | PMA |
| 357-3 | PMA |
| 357-3-1 | PMA |
| 712A106-1 | PMA |
| 72785-1001 | PMA |
| 7914600-551 | OEM |
| 810128000B | PMA |
| A-965C395-1 | PMA |
| AC72745-1 | PMA |
| AC72749-11 | PMA |
| AC72750-1 | PMA |
| AC72750-2 | PMA |
| AC75730-03 | PMA |
| AC75750-3 | PMA |
| AC75750-4 | PMA |
| AV24E1150-5 | PMA |
| AV24E11504 | PMA |
| B10002-01 | PMA |
| DCT2346 | PMA |
| DCT2346 Rev. G dtd 12/23/86 or later FAA Appr. Rev. | PMA |
| F38C37 | OEM |
| M449009 | PMA |
| NCS60201-1 | PMA |
| Parts as listed per MDL 966-10010-001 | PMA |
| PM-431 | PMA |
| TT75711-03 | 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.