McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 2597710-BN | PMA |
| 2706477-BN | PMA |
| 3606215-1WE | PMA |
| 3614851-2WE | PMA |
| 3617479-1WE | PMA |
| AAM7033-501 | PMA |
| ABA8141-1 | PMA |
| ABH7707-501 | PMA |
| ABM7154-1 | PMA |
| ACG7084-1 | PMA |
| ACG7255-1 | PMA |
| ACG7263-1 | PMA |
| ADA7285-1 | PMA |
| ADG7018-1 | PMA |
| AFA7471-1 | PMA |
| AHL7155-501 | PMA |
| AHL7334-1 | PMA |
| AHM7033-501 | PMA |
| AKC7166-1 | PMA |
| AKC7166-5 | PMA |
| AKC7166-7 | PMA |
| ALC7115-3 | PMA |
| ARB1441-505 | PMA |
| ARB7153-503 | PMA |
| ARC2166505 | OEM |
| ARG7041-1 | PMA |
| ARG7132-501 | PMA |
| ARG7141-1 | PMA |
| ARG7207-1 | PMA |
| ARG7251-1 | PMA |
| ARG7277-1 | PMA |
| ARG7344-501 | PMA |
| ARH1411-505 | PMA |
| ARL0627-513 | PMA |
| ASL0093-602 | PMA |
| ASL0093-649 | PMA |
| ASM0010-1 | PMA |
| ASM0047-1 | PMA |
| ASM0509-1 | PMA |
| AUM70041 | PMA |
| AUM7052-503 | PMA |
| AVB7320-11 | PMA |
| AWE7935-1 | PMA |
| AWE7935-609 | PMA |
| AWE8019-1 | PMA |
| AWE8127-501 | PMA |
| AWJ7067-1 | PMA |
| AWJ7197-501 | PMA |
| AWJ7225-501 | PMA |
| AZZ7320-503 | 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.