McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 11J85-200 | PMA |
| 217-003-109M | PMA |
| 217-003-112M | PMA |
| 217-003-126M | PMA |
| 217-003-132M | PMA |
| 228-615-2 | PMA |
| 27114-7WE | PMA |
| 2C9294 | |
| 3162926-1WE | PMA |
| 328-015-10 | PMA |
| 328-016-6 | PMA |
| 3R2192 | PMA |
| 6F25781 | OEM |
| 6F2800 | PMA |
| ANZMKP68BR-P | PMA |
| AWE7406-503 | PMA |
| AWM7394-517 | PMA |
| AWM7394-553 | PMA |
| AZZ7128 | PMA |
| AZZ7316 | PMA |
| AZZ7319 | PMA |
| AZZ7350 | PMA |
| AZZ7351 | PMA |
| AZZ7358 | PMA |
| AZZ7363 | PMA |
| AZZ7365 | PMA |
| AZZ7368 | PMA |
| AZZ7369 | PMA |
| AZZ7372 | PMA |
| AZZ7387 | PMA |
| AZZ7391 | PMA |
| AZZ7399 | PMA |
| AZZ7400 | PMA |
| AZZ7404 | PMA |
| AZZ7414 | PMA |
| AZZ7464 | PMA |
| AZZ7465 | PMA |
| AZZ7540 | PMA |
| AZZ7694 | PMA |
| AZZ7699 | PMA |
| B6084-34 | PMA |
| K228-D0-WCB-002 | PMA |
| KSP3L-P | PMA |
| LA00200X150A50D5 | PMA |
| LA00700X250A20B6 | PMA |
| S00401-21-81 | PMA |
| S00402-8-15 | PMA |
| S226227 | PMA |
| S226266 | PMA |
| TA1720SS4TWE | PMA |
Top Replacement-Prone Parts(2)
From FAA SDR — directional buying signal, not a failure rate
* Structural ATA chapters use FAA K-code change rate. Verb-based propensity is suppressed there because "REPAIRED" in the SDR text usually refers to the airframe being repaired around the part.
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.