McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| A9026A227KT | PMA |
| ABP8020-518 | PMA |
| ABP8020-579 | PMA |
| ACP9401-501 | PMA |
| ACP9401-502 | PMA |
| AEP9301-503 | PMA |
| AEP9302-503 | PMA |
| AEP9303-503 | PMA |
| AEP9304-503 | PMA |
| AEP9304-504 | PMA |
| AEP9304-506 | PMA |
| AEP9304-508 | PMA |
| AEP9304-509 | PMA |
| AEP9305-502 | PMA |
| AEP9306-501 | PMA |
| AEP9306-505 | PMA |
| AEP9306-506 | PMA |
| AEP9310-501 | PMA |
| AGP9114-507 | PMA |
| AJP9502-502 | PMA |
| ASP0000-505 | PMA |
| ASP0001-503 | PMA |
| ASP0501-543 | PMA |
| ASP0502-547 | PMA |
| ASP0502-549 | PMA |
| ASP0502-551 | PMA |
| ASP0502-565 | PMA |
| ASP0502-605 | PMA |
| ASP0502-611 | PMA |
| ASP0502-649 | PMA |
| AUP9001-502 | PMA |
| AUP9001501 | OEM |
| AUP9001503 | OEM |
| AUP9003-503 | PMA |
| AUP9006-504 | PMA |
| AWE9000-1 | OEM |
| AWE9001-501 | PMA |
| AWE9001-502 | PMA |
| AWP9002-1 | PMA |
| AWP9002-501 | PMA |
| AWP9003-1 | PMA |
| AWP9003-501 | PMA |
| AWP9003-502 | PMA |
| AWP9004-1 | PMA |
| AWP9016-501 | PMA |
| AWP9017-502 | PMA |
| S9026A043KT | PMA |
| S9026D215KT | PMA |
| S9026J257KT | PMA |
| SR10300020-108 | 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.