McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 2C6560 | PMA |
| 9-113642-22 | PMA |
| 9-3164680-2 | PMA |
| 9-880274-4 | PMA |
| 9-880500-25 | PMA |
| AAM7309-1 | PMA |
| AAM7309-501 | OEM |
| ABE7007-339 | PMA |
| ABM7196-501 | PMA |
| ABN7083-1 | PMA |
| ADA3841-501 | PMA |
| ADA7247-501 | PMA |
| ADA7247-503 | PMA |
| AFA3998-1 | PMA |
| AJC7393-1 | PMA |
| AJC7393-503 | PMA |
| APH7204-503 | PMA |
| APH7204-505 | PMA |
| ARB1444-509 | OEM |
| ARB1444-513 | OEM |
| ARB1487-503 | PMA |
| ARB1487-505 | PMA |
| ARB4350-1 | PMA |
| ARC1378-1 | OEM |
| ARC2170-1 | PMA |
| ARC2327-501 | PMA |
| ARG7040-531 | PMA |
| ARG7040-557 | PMA |
| ARG7040-561 | PMA |
| ARG7040529 | |
| ARG7450-1 | PMA |
| ARG7452-1 | |
| ARH7024-509 | PMA |
| ARH7024-513 | PMA |
| ARH7024-517 | PMA |
| ARH7024-527 | PMA |
| ARH7024-543 | PMA |
| ARH7024-559 | PMA |
| ARH7024-563 | PMA |
| ARH7024-583 | PMA |
| ARH7024529 | PMA |
| ARH7024567 | OEM |
| AWE7180Y137 | PMA |
| AWE8786-17 | PMA |
| AWE9189-9 | PMA |
| AWE9244-1 | PMA |
| AWE9244-501 | PMA |
| AWJ7021-501 | OEM |
| AWJ7061-505 | PMA |
| AWJ7183-505 | 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.