McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 091-2007-023 | PMA |
| 149085-2 | PMA |
| 151VA9RL5 | PMA |
| 163VG2RL2C | PMA |
| 163VG2RL3C | PMA |
| 163VG2RL4B | PMA |
| 181RA22R158A | PMA |
| 243YH27R160C | PMA |
| 252UF9R160B | PMA |
| 2771-33 | PMA |
| 3605094-1HTP | PMA |
| 383JN5RL6A | PMA |
| 383JN5RL6D | PMA |
| 713396-2 | PMA |
| 80030E | PMA |
| 80031E | PMA |
| 80032E | PMA |
| 98108-7F | PMA |
| A35552-1-1 | PMA |
| A35552-11-1 | PMA |
| A35552-13-1 | PMA |
| A35552-15-1 | PMA |
| A35552-19-1 | PMA |
| A35552-25 | PMA |
| A35552-25-1 | PMA |
| A35552-27-1 | PMA |
| A35552-28 | PMA |
| A35552-31 | PMA |
| A35552-31-1 | PMA |
| A35552-32-1 | PMA |
| A35552-39 | PMA |
| A35552-43 | PMA |
| A35552-43-1 | PMA |
| A35552-47 | PMA |
| A35552-47-1 | PMA |
| A35552-58 | PMA |
| A35552-58-1 | PMA |
| A35552-59 | PMA |
| A35552-94 | PMA |
| A35552-94-1 | PMA |
| CM358472-1 | PMA |
| FS3163907-1 | PMA |
| HA1013-4 | PMA |
| HDA3F011 | OEM |
| P/N 1536-066-705 | PMA |
| P/N 180-085-250 | PMA |
| P/N 700-066-25 | PMA |
| P/N 8500-004-5 | PMA |
| P/N 8500-005-2 | PMA |
| P/N 8500-005-705 | 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.