McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| (AWD8171-503) | OEM |
| 0200459-001 | PMA |
| 1055508 | PMA |
| 1055519 | PMA |
| 1055527 | PMA |
| 1068522-4 | PMA |
| 1068524-5 | PMA |
| 1068526-3 | PMA |
| 1068821-1 | PMA |
| 1068828-2 | PMA |
| 1068848-1 | PMA |
| 1068849-1 | PMA |
| 1085590 | PMA |
| 1085594 | PMA |
| 1085596 | PMA |
| 14D0008-120SD | PMA |
| 5132001 | unknown |
| 516048-1WE | PMA |
| 565-804 | PMA |
| 565-805-001 | PMA |
| 570-500-001 | PMA |
| 570-500-002 | PMA |
| 570-500-003 | PMA |
| 570-500-004 | PMA |
| 570-500-005 | PMA |
| 570-500-006 | PMA |
| 570-500-007 | PMA |
| 580-203 | PMA |
| 580-219-003 | PMA |
| 580-223-001 | PMA |
| 580-251-001 | PMA |
| 580-256-001 | PMA |
| 580-291-752 | PMA |
| 580-291-754 | PMA |
| 580236 | |
| 580500 | OEM |
| 664-101000-11 | OEM |
| 87-05546-001 | PMA |
| AG28200003 | OEM |
| AG477000-01 | OEM |
| AG723000-02 | PMA |
| AG723000-27 | PMA |
| AG728000-46 | PMA |
| AG822000-01 | PMA |
| AG843000-02 | PMA |
| AG843000-15 | PMA |
| AWJ7233 | PMA |
| HT3000FR-*XXX-A *(WIDTH IN INCHES X 100 (EX. 150 = 1.5) | PMA |
| HT3935-7FR-*XXX-A *(WIDTH IN INCHES X 100 (EX. 150 = 1.5) | PMA |
| L20421-15 | 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.