McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 10214-401 | PMA |
| 112 | OEM |
| 151009-003, 151009-P003 | PMA |
| 16850101 | |
| 171101-09 | PMA |
| 171101-10 | PMA |
| 171334 | PMA |
| 172045 | PMA |
| 174836 | PMA |
| 174837 | PMA |
| 174838 | PMA |
| 175144-01 | PMA |
| 175145-01 | PMA |
| 175146-01 | PMA |
| 175147-01 | PMA |
| 175148-01 | PMA |
| 175149-01 | PMA |
| 176378-01 | PMA |
| 9699-1014 | PMA |
| ABG7-103NH | PMA |
| AMB4-1006BNH | PMA |
| AMBK4-1001RNH | PMA |
| AMBK4-4037NH | PMA |
| AMI0054-1 | PMA |
| AMI0160-1 | PMA |
| AMI0160-501 | PMA |
| AMI0160-503 | PMA |
| AMI0160-505 | PMA |
| AMI7006-1 | PMA |
| AMI7006-501 | PMA |
| AMI7006-503 | PMA |
| AMI7378-1 | PMA |
| ARG7351-1 | PMA |
| AWE7039-115 | PMA |
| AWJ7124-503 | PMA |
| AWJ7255-1 | PMA |
| AZZ7377-43 | PMA |
| AZZ7377-44 | PMA |
| GA-GPS-KIT-DC10 | PMA |
| MK208 | PMA |
| NCA608037 | PMA |
| P5400-1, P5400-1 | PMA |
| P5400-1, P5400-2 | PMA |
| Parts as noted on MDL No. 174808 | PMA |
| PE7763 | PMA |
| S22040 | PMA |
| S22220 | PMA |
| S22510-1 | PMA |
| S22520-1, S22520-2, S22520-4, S22520-5, S22520-6, S22520-7, S22520-8, S22520-9 | PMA |
| S22530-1, S22530-2 | 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.