McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0219232-000 | PMA |
| 021932-000 | PMA |
| 1032-503 | PMA |
| 1032-505 | PMA |
| 1107033 ( ) | PMA |
| 115345 | PMA |
| 115378 | PMA |
| 115600 | PMA |
| 115618 | PMA |
| 16280-1 | PMA |
| 1822-521286 | PMA |
| 205-D-334 | PMA |
| 23111385 | OEM |
| 446176-3 | PMA |
| 56B17 | PMA |
| 6000744-2 | PMA |
| 66361 | |
| 68C7 | PMA |
| 8TK34ABF2 | OEM |
| 9007M60G63 | PMA |
| 985-0053 | PMA |
| AB18A17 | PMA |
| AB18A22 | PMA |
| AB18A23 | PMA |
| AB18A31 | PMA |
| AB18B13 | PMA |
| AB18B9 | PMA |
| AFA25-0061-00 | PMA |
| AJC7123501 | OEM |
| ALC705220N | |
| All parts listed on Dwg No. 85-030 Sheet 1 | PMA |
| ANP0138502 | PMA |
| ARG7174-501 | PMA |
| ARH1619-1 | PMA |
| AUB7227-1 | PMA |
| AWE7462-1 | PMA |
| AYG7205-1 | PMA |
| AYG7213-1 | PMA |
| AYG72571 | OEM |
| D18 | OEM |
| Dwg HPD-DL-23 | PMA |
| Dwg HPD-DL-32 | PMA |
| Dwg MDL-17409 | PMA |
| M25L1025-11, -12, -13, -14, -15, -16, -17, -18, -19, -19A | PMA |
| NBA60451 | OEM |
| NCA604463 | OEM |
| NCL6041510 | OEM |
| NRB6223505 | PMA |
| Parts listed in Dwg List 841199 Excluding those expressly approved under TSOA. | PMA |
| SWD230300201 |
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.