McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| AAL7029-504 | PMA |
| AAL7029-547 | PMA |
| AAL7029-551 | PMA |
| ACK7007-517 | PMA |
| ACK7007-518 | PMA |
| ACK7007-528 | PMA |
| ACK7007-627 | PMA |
| ACK7007-635 | PMA |
| AFK7002-612 | PMA |
| AFK7002-613 | PMA |
| AJK7004-703 | PMA |
| AJK7004-737 | PMA |
| AJK7004-763 | PMA |
| AJK7004-764 | PMA |
| AJK7004-766 | PMA |
| AJK7004-771 | PMA |
| AJL7000-507 | PMA |
| AJL7000-511 | PMA |
| ANL7007-598 | PMA |
| ANL7007-607 | PMA |
| ARK0061-522 | PMA |
| ARK7003-528 | PMA |
| ARK7003-579 | PMA |
| ARK7003-580 | PMA |
| ARK7003-610 | PMA |
| ARK7003-618 | PMA |
| ARK7003-620 | PMA |
| ARK7003-623 | PMA |
| ARK7003-640 | PMA |
| ARL0213-1055 | PMA |
| ARL0213-1122 | PMA |
| ARL0213-1135 | PMA |
| ARL0213-507 | PMA |
| ARL0213-537 | PMA |
| ARL0213-548 | PMA |
| ARL0213-553 | PMA |
| ARL0213-760 | PMA |
| ARL0213-818 | PMA |
| ARL0213-837 | PMA |
| ARL0213-855 | PMA |
| ARL0213-895 | PMA |
| AYK7002-584 | PMA |
| AYK7002-641 | PMA |
| AYK7002-777 | PMA |
| AYK7002-808 | PMA |
| AYK7002-811 | PMA |
| AYK7002-812 | PMA |
| AYK7002-813 | PMA |
| AYK7002-847 | PMA |
| AYK7002-900 | 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.