McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| AAL7029-539 | PMA |
| AAL7029-544 | PMA |
| AAL7029-550 | PMA |
| ACK7007-516 | PMA |
| ACK7007-539 | PMA |
| ACK7007-550 | PMA |
| ACK7007-554 | PMA |
| ACK7007-557 | PMA |
| ACK7007-618 | PMA |
| ACK7007-652 | PMA |
| AJK7004-539 | PMA |
| AJK7004-674 | PMA |
| AJK7004-762 | PMA |
| AJK7004-765 | PMA |
| AJK7054521 | |
| ANL7007-552 | PMA |
| ARK7003-2 | PMA |
| ARK7003-510 | PMA |
| ARK7003-519 | PMA |
| ARK7003-525 | PMA |
| ARK7003-542 | PMA |
| ARK7003-578 | PMA |
| ARK7003-585 | PMA |
| ARK7003-586 | PMA |
| ARK7003-588 | PMA |
| ARK7003-611 | PMA |
| ARK7003-614 | PMA |
| ARK7003-619 | PMA |
| ARK7003-622 | PMA |
| ARL0213-1000 | PMA |
| ARL0213-1066 | PMA |
| ARL0213-1096 | PMA |
| ARL0213-1101 | PMA |
| ARL0213-1136 | PMA |
| ARL0213-519 | PMA |
| ARL0213-538 | PMA |
| ARL0213-695 | PMA |
| ARL0213-721 | PMA |
| ARL0213-744 | PMA |
| ARL0213-748 | PMA |
| ARL0213-795 | PMA |
| ARL0213-891 | PMA |
| AYK7002-611 | PMA |
| AYK7002-625 | PMA |
| AYK7002-686 | PMA |
| AYK7002-714 | PMA |
| AYK7002-754 | PMA |
| AYK7002-776 | PMA |
| AYK7002-801 | PMA |
| AYK7002-841 | 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.