McDonnell Douglas DC-10-30
8,023 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| (AWD8465-501) | OEM |
| 0200459-007 | PMA |
| 0200459-009 | PMA |
| 112-12 WL | PMA |
| 22289WE | PMA |
| 228-615-2 | PMA |
| 24656WE | PMA |
| 328-001-2 | PMA |
| 329281WE | PMA |
| 3575-1251-07-VA | PMA |
| 3575-1480-01-VA | PMA |
| 440-0150-1-VA | PMA |
| 440-0150-3-VA | PMA |
| 440-0150-5-VA | PMA |
| 580-214-000 | PMA |
| 580-500-044 | PMA |
| 580-547-000 | PMA |
| 580301004 | OEM |
| 700324WE | PMA |
| 7576691 | PMA |
| ARB1429-507MIT | PMA |
| K228-D0-STR-001 | PMA |
| K228-D0-STR-002 | PMA |
| K228-D0-WCB-001 | PMA |
| L8602365-2 | PMA |
| M31Y1000-1 | PMA |
| RD204829-13 | PMA |
| RD2205467-1 | PMA |
| RD2205552-1 | PMA |
| RD2219667-2 | PMA |
| RD2219668-1 | PMA |
| S226224 | PMA |
| S226225-3 | PMA |
| S226225-5 | PMA |
| S226225-7 | PMA |
| S226228 | PMA |
| S226267 | PMA |
| S226295 | PMA |
| S226337 | PMA |
| S226346 | PMA |
| S226366-501 | PMA |
| S226368 | PMA |
| SA226347 | PMA |
| SA36B506839ABP1 | PMA |
| SA36C716926ABP1 | PMA |
| SP3558-51-1450 | PMA |
| TAE1228-1D | PMA |
| TAE1228-4A | PMA |
| TAE1228-5 | PMA |
| TAE1228-T2 | 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.