McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 064000-1 | PMA |
| 084000-1 | PMA |
| 2609760KT | PMA |
| 2LA455010-40 | PMA |
| 43445007KT | PMA |
| 8KA200008-01 | PMA |
| 8KA407333-01 | PMA |
| 9AB200390-01 | PMA |
| AAM7342-611 | PMA |
| AAM7354-3 | PMA |
| ABE7003-3 | PMA |
| ABE7004-175 | PMA |
| ABE7004-209 | PMA |
| ABE7010-7 | PMA |
| ACM7007-27 | PMA |
| AE1011-7006-502 | PMA |
| AE1011-7006-503 | PMA |
| AE1011-7378-1 | PMA |
| AE1011-7378-501 | PMA |
| AE1011-7559-11 | PMA |
| AE1011-7559-5 | PMA |
| AE1011-7559-501 | PMA |
| AE1011-7559-7 | PMA |
| AMI7019-501 | PMA |
| AMI7019-503 | PMA |
| AMI7049-1 | PMA |
| AMI7049-501 | PMA |
| AMI7178-1 | PMA |
| AMI7178-505 | PMA |
| AWE7304-137WE | PMA |
| AWE7304-144WE | PMA |
| AWE8126-105 | PMA |
| AWE8786-11 | PMA |
| AWE8787-80 | PMA |
| AWE8789-49 | PMA |
| AWE8789-9 | PMA |
| AWE9179-53 | PMA |
| AWE9189-25 | PMA |
| AWE9419-7 | PMA |
| ME81100-28 | PMA |
| ME81100-33 | PMA |
| ME97955-12 | PMA |
| ME97955-8 | PMA |
| MEI 98810-23H | PMA |
| RFS8B13 | PMA |
| S9026A011KT | PMA |
| S9026A160KT | PMA |
| S9026A254KT | PMA |
| S9026G114KT | PMA |
| SP2510-00-8A095 | 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.