McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 1052-1 | PMA |
| 11J22-200 | PMA |
| 1225P12-1 | PMA |
| 19838C362-M | PMA |
| 19838C512-M | PMA |
| 19838C725-M | PMA |
| 226260 | PMA |
| 226358 | PMA |
| 226358-505 | PMA |
| 2631 | |
| 2641 | PMA |
| 2771-35 | PMA |
| 296-1 | PMA |
| 600060-1 | PMA |
| 699-50022-001 | PMA |
| 699-50023-001 | PMA |
| 70-24219MIT | PMA |
| 8379-022CP | PMA |
| 85-030 | PMA |
| 8E-02554-1 | PMA |
| 9143FR-0075 | PMA |
| 9143FR-0125 | PMA |
| 916-319S | PMA |
| A35552-1 | PMA |
| AR-34-2 | PMA |
| AR131-3 | PMA |
| AWJ7049-1, -501 | PMA |
| C23VP-8300-01 | PMA |
| CM605679C-1 | PMA |
| EDR 09-1276-101 | PMA |
| EDR 09-1276-103 | OEM |
| MK196 | PMA |
| MK196-02 | PMA |
| NAAA7009-1 | PMA |
| NAAA7009-501 | PMA |
| NAAA7010-1 | PMA |
| NAAA7010-501 | PMA |
| NH1004240-10 | PMA |
| NK1000097 | PMA |
| NK1003542T0500 | PMA |
| NK1003542T0700 | PMA |
| NNAA6049-507 | PMA |
| NNAA6049-509 | PMA |
| RAI 2510-00-4010 | PMA |
| TA71000415 | PMA |
| TA71000417 | PMA |
| TA71000426 | PMA |
| TA71000429 | PMA |
| TA71000437 | PMA |
| TA71000573 | 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.