McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 082-040-013 | PMA |
| 082-040-014 | PMA |
| 082-040-053 | PMA |
| 1056D13078-3FDS | PMA |
| 1056D13078-4FDS | PMA |
| 1056D15102-1FDS | PMA |
| 1056D15102-2FDS | PMA |
| 1056J14044-3FDS | PMA |
| 1056J14044-4FDS | PMA |
| 1056J14046-1FDS | PMA |
| 1056J14046-2FDS | PMA |
| 1056J14046-3FDS | PMA |
| 16-2249-703 | PMA |
| 21SN04-33A | PMA |
| 8050917-0003WE (continued) | PMA |
| 8050917-0006WE (continued) | PMA |
| 9-310726-4 | PMA |
| 9-3162059-2 | PMA |
| 9-3163809-6 | PMA |
| 9-3163812-12 | PMA |
| 9-3166458-1 | PMA |
| 9-3166459-2 | PMA |
| 9-3181650-1 | PMA |
| 9-3182176-1 | PMA |
| 9-43C06 | PMA |
| 9-49C09 | PMA |
| 9-73C43 | PMA |
| 9-83C73 | PMA |
| 9-858886-14 | PMA |
| 9-858888-3 | PMA |
| 9525-4FDS | PMA |
| 9526-2FDS | PMA |
| AAL7029-509 | PMA |
| AAL7029-541 | PMA |
| ACK7007-524 | PMA |
| ACK7007-559 | PMA |
| ACK7007-562 | PMA |
| ACK7007-597 | PMA |
| ACK7007-667 | PMA |
| ACK7007558 | OEM |
| AJK7004-623 | PMA |
| ANL7007-536 | PMA |
| ARG7182-517 | PMA |
| ARG7182-523 | PMA |
| ARG7182-525 | PMA |
| ARL0213-789 | PMA |
| AWJ7267-1 | PMA |
| P880500-1 | PMA |
| S4932412T4SD | PMA |
| SSMDSP3-P | 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.