McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 11081-101 | PMA |
| 11082-103 | PMA |
| 11130-103 | PMA |
| 11169-103 | PMA |
| 11173-101 | PMA |
| 11174-101 | PMA |
| 11175-103 | PMA |
| 11222-103 | PMA |
| 21182-006ONT | PMA |
| 21183-005 | PMA |
| 21185-000ONT | PMA |
| 250038 | PMA |
| 250040 | PMA |
| 350001 | PMA |
| 350002 | PMA |
| 350034 | PMA |
| 350036 | PMA |
| 350037 | PMA |
| 350039 | PMA |
| 350046 | PMA |
| 350047 | PMA |
| 79052-1001 | PMA |
| AAL7242-525 | PMA |
| AAL7242-538 | PMA |
| ABL7012-501 | PMA |
| ABM7005-536 | PMA |
| AEA7393-1 | PMA |
| AFA0082-501 | PMA |
| AGK7002-602 | PMA |
| AJK7054-595 | PMA |
| ANB7162-507 | PMA |
| APK7032-1 | PMA |
| AQK7000-1 | PMA |
| AQK7000-505 | PMA |
| AQK7000-507 | PMA |
| AQK7000-520 | PMA |
| AQK7000-523 | PMA |
| AQK7003-1 | PMA |
| AQL7131-1 | PMA |
| ARC2578-1 | PMA |
| ASM7027-1 | PMA |
| AVM7058-1 | PMA |
| AWD8477-661 | PMA |
| AWD8477-662 | PMA |
| AWD8477-669 | PMA |
| AWJ7454-1 | OEM |
| CR100-505 | PMA |
| H10003314 | PMA |
| P00132 | PMA |
| P00438 | 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.