McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| AAM7354-13 | PMA |
| AAM7354-17 | PMA |
| ABE7003-24 | PMA |
| ABE7003-39 | PMA |
| ABE7003-45 | PMA |
| ABE7003-7 | PMA |
| ABE7004-121 | PMA |
| ABE7004-13 | PMA |
| ABE7004-173 | PMA |
| ABE7004-97 | PMA |
| ABE7005-20 | PMA |
| ABE7005-53 | PMA |
| ABE7005-54 | PMA |
| ABE7005-65 | PMA |
| ABE7007-655 | PMA |
| ABE7007-693 | PMA |
| ACM7005-43 | PMA |
| AWE7039-131 | PMA |
| AWE7039-35 | PMA |
| AWE7039-77 | PMA |
| AWE7040-5 | PMA |
| AWE7050-137 | PMA |
| AWE7052-155 | PMA |
| AWE7091-23 | PMA |
| AWE7252-195 | PMA |
| AWE7736-101 | PMA |
| AWE7736-147 | PMA |
| AWE7736-155 | PMA |
| AWE7736-161 | PMA |
| AWE7736-203 | PMA |
| AWE8126-23 | PMA |
| AWE8126-55 | PMA |
| AWE8126-61 | PMA |
| AWE8134-163 | PMA |
| AWE8134-383 | PMA |
| AWE8787-71 | PMA |
| AWE8787-77 | PMA |
| AWE8788-37 | PMA |
| AWE8789-21 | PMA |
| AWE8789-59 | PMA |
| AWE8799-45 | PMA |
| AWE9154-51 | PMA |
| AWE9179-131 | PMA |
| AWE9179-195 | PMA |
| AWE9189-11 | PMA |
| AWE9189-19 | PMA |
| AWE9189-23 | PMA |
| AWE9189-7 | PMA |
| AWE9189-81 | PMA |
| AWE9418-165 | 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.