McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0200353-001WD | PMA |
| 1277AA | PMA |
| 2088197-0010WD | PMA |
| 2249AA | PMA |
| 2250AA | PMA |
| 2252AA | PMA |
| 2253AA | PMA |
| 2254AA | PMA |
| 2255AA | PMA |
| 30370 | PMA |
| 3600919-1WE | PMA |
| 3613107-1WE | PMA |
| 378059WE | PMA |
| 5000779WE | PMA |
| 5000832-1WE | PMA |
| 5003813WE | PMA |
| 651-503-9112WE | PMA |
| 8050917-0003BWE | PMA |
| 9-310726-4 | PMA |
| 9-3161453-3 | PMA |
| 9-3162059-2 | PMA |
| 9-3162467-1 | PMA |
| 9-3163809-6 | PMA |
| 9-3163811-7 | PMA |
| 9-3163812-12 | PMA |
| 9-3164707-1 | PMA |
| 9-3164709-2 | PMA |
| 9-3166458-1 | PMA |
| 9-3166459-2 | PMA |
| 9-3167312-1 | PMA |
| 9-3172594-2 | PMA |
| 9-3176646-1 | PMA |
| 9-3181650-1 | PMA |
| 9-3182176-1 | PMA |
| 9-690200-4 | PMA |
| 9-858887-4 | PMA |
| 9-858888-3 | PMA |
| 9523AA | PMA |
| 972C141-1WE | PMA |
| ABE7020-5WD | PMA |
| ARH0371-505WD | PMA |
| ASM0037-1WD | PMA |
| DC9478-175 | PMA |
| H412505 | PMA |
| SP2510-05-2360 | PMA |
| SP2570-00-10195 | PMA |
| SP2570-00-4045 | PMA |
| SP3816-14-1010 | PMA |
| SP3816-14-1080 | PMA |
| SP3816-14-1280 | 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.