McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0070G2 | OEM |
| 0070G3 | OEM |
| 10A260-25-1B | PMA |
| 10A260-40-1B | PMA |
| 1324-100-507K | PMA |
| 1324-100-509K | PMA |
| 1324-100-701K | PMA |
| 1324-100-703K | PMA |
| 1324-101-607K | PMA |
| 30370 | PMA |
| 3162926-4PR | PMA |
| 3180131-3 | PMA |
| 4004C9.5-12-16WE | PMA |
| 52-10614-8WE | PMA |
| 84850-104-2 | PMA |
| 84850-105 | PMA |
| 84850-106 | PMA |
| 84850-108-2 | PMA |
| 859989-10PR | PMA |
| 9-3161453-3 | PMA |
| 9-3162467-1 | PMA |
| 9-3163811-7 | PMA |
| 9-3164707-1 | PMA |
| 9-3164709-2 | PMA |
| 9-3167312-1 | PMA |
| 9-3172594-2 | PMA |
| 9-3176646-1 | PMA |
| 9-690200-4 | PMA |
| 9-858887-4 | PMA |
| 92036-2 | PMA |
| 9523AA | PMA |
| 969734-2WE | PMA |
| ABA7854-2 | PMA |
| ACG74405507 | OEM |
| ADA7714-501 | PMA |
| ARB0022503 | OEM |
| ARC2554-503 | PMA |
| ARG7369-1 | PMA |
| ARG7371-1 | PMA |
| ARG73731 | OEM |
| AWD8465-501 | PMA |
| IBA103G-93 | PMA |
| IBA103G16B | PMA |
| K228-DO-WCB-01 | PMA |
| NBA6043-502 | PMA |
| NBA6043-503 | PMA |
| PR070122B55S8-200 | PMA |
| R1063M1 | PMA |
| R1067 | PMA |
| R1069M1-1 | 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.