McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 5000858AB | PMA |
| 5000860AB | PMA |
| 52100295-1AAR | PMA |
| 8388-27 | PMA |
| 8741-01 | PMA |
| 8741-02 | PMA |
| 91672-37 | PMA |
| 9281-4R | PMA |
| 9283-4C | PMA |
| 9550-09 | PMA |
| 960007-1 | PMA |
| 9624-03 | PMA |
| 9624-04 | PMA |
| 9676-01 | PMA |
| 9676-05 | PMA |
| 9676-07 | PMA |
| 9823-04 | PMA |
| AAM7342-589 | OEM |
| ABE7003-23 | PMA |
| AWE8788-31 | PMA |
| AWE8799-11 | PMA |
| AWE9179-179 | PMA |
| H120P1-125-231KT | PMA |
| ME77194-33 | PMA |
| ME81100-27 | PMA |
| ME81100-32 | PMA |
| ME81100-34 | PMA |
| ME81235-11 | PMA |
| ME94714-11 | PMA |
| ME94714-12 | PMA |
| ME94714-13 | PMA |
| ME94714-14 | PMA |
| ME95471-9 | PMA |
| ME95473-10 | PMA |
| ME95474-3 | PMA |
| ME95474-4 | PMA |
| ME95479-3 | PMA |
| ME95659-3 | PMA |
| ME96765-1 | PMA |
| ME96781-1 | PMA |
| ME97592-1 | PMA |
| ME97955-11 | PMA |
| ME97955-13 | PMA |
| ME97955-14 | PMA |
| ME97955-7 | PMA |
| MEI 199209-1 | PMA |
| MEI 690747-1 | PMA |
| MEI 74940-40 | PMA |
| MEI 88547-2C | PMA |
| MEI 88547-3C | 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.