McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| AAL7029-503 | PMA |
| AAL7029-548 | PMA |
| ACK7007-572 | PMA |
| ACK7007-573 | PMA |
| ACK7007-576 | PMA |
| ACK7007-581 | PMA |
| ACK7007-582 | PMA |
| ACK7007-590 | PMA |
| ACK7007-601 | PMA |
| ACK7007-628 | PMA |
| ACK7007-629 | PMA |
| ACK7007-638 | PMA |
| ACK7007-662 | PMA |
| AJK7004-512 | PMA |
| AJK7004-675 | PMA |
| AJK7004-687 | PMA |
| AJK7004-731 | PMA |
| AJK7004-760 | PMA |
| ANL7007-529 | PMA |
| ANL7007-589 | PMA |
| ARK7003-501 | PMA |
| ARK7003-526 | PMA |
| ARK7003-608 | PMA |
| ARK7003-615 | PMA |
| ARK7003-617 | PMA |
| ARK7003-621 | PMA |
| ARL0213-1042 | PMA |
| ARL0213-1095 | PMA |
| ARL0213-1102 | PMA |
| ARL0213-1137 | PMA |
| ARL0213-746 | PMA |
| ARL0213-766 | PMA |
| ARL0213-788 | PMA |
| ARL0213-813 | PMA |
| ARL0213-815 | PMA |
| ARL0213-816 | PMA |
| ARL0213-817 | PMA |
| ARL0213-885 | PMA |
| ARL0213-898 | PMA |
| ARL0213-899 | PMA |
| ARL0402-538 | PMA |
| AYK7002-1 | PMA |
| AYK7002-524 | PMA |
| AYK7002-596 | PMA |
| AYK7002-748 | PMA |
| AYK7002-750 | PMA |
| AYK7002-786 | PMA |
| AYK7002-842 | PMA |
| AYK7002-846 | PMA |
| AYK7002-901 | 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.