McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0200341-009 | PMA |
| AAL7029-552 | PMA |
| ACK7007-519 | PMA |
| ACK7007-556 | PMA |
| ACK7007-570 | PMA |
| ACK7007-575 | PMA |
| ACK7007-584 | PMA |
| ACK7007-595 | PMA |
| ACK7007-612 | PMA |
| ACK7007-630 | PMA |
| AJK7004-506 | PMA |
| AJK7004-577 | PMA |
| AJK7054-549 | PMA |
| AJK7054-606 | PMA |
| ANL7007-581 | PMA |
| ARC1455-505 | PMA |
| ARC1455-506 | PMA |
| ARC1455-510 | PMA |
| ARC1455509 | OEM |
| ARC1457-507 | PMA |
| ARC1457508 | unknown |
| ARK0059-1 | PMA |
| ARK7003-577 | PMA |
| ARK7003-584 | PMA |
| ARK7003-612 | PMA |
| ARK7003-665 | PMA |
| ARK7003-666 | PMA |
| ARK7003616 | OEM |
| ARL0213-1 | PMA |
| ARL0213-1002 | PMA |
| ARL0213-1009 | PMA |
| ARL0213-646 | PMA |
| ARL0213-647 | PMA |
| ASP0501-575 | PMA |
| ASP0501-577 | PMA |
| AYK7002-588 | PMA |
| AYK7002-821 | PMA |
| BR9182-507 | PMA |
| BR9187-506 | PMA |
| BR9187-511 | PMA |
| BR9206-516VA38 | PMA |
| KH-1412-08 | PMA |
| RAI 2510-00-1030-1 | PMA |
| RAI 2510-00-1030-3 | PMA |
| RAI 2510-00-1060 | PMA |
| RAI 2510-00-4010 | PMA |
| RAI 2510-00-4050 | PMA |
| RAI-2510-00-1070 | PMA |
| RAI-2510-00-4100 | PMA |
| RT 0800-01 | 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.