McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 12406 | PMA |
| 12573 | PMA |
| 26447 | OEM |
| 26461 | PMA |
| 2916901-1 | OEM |
| 2C5360 | PMA |
| 2R2740 | PMA |
| 3-1185-700 | PMA |
| 65C27312-10063 | PMA |
| 9R2152 | PMA |
| A226224 | PMA |
| A226225-3,-5,-7 | PMA |
| A226227 | PMA |
| A226228 | PMA |
| A226266 | PMA |
| A226267 | PMA |
| A226295 | PMA |
| A226346 | PMA |
| A226366-501 | PMA |
| A226368 | PMA |
| ACA3846-501 | PMA |
| ACA7530-1 | PMA |
| ACG7045-503 | OEM |
| ACG7222-501 | PMA |
| ACG7425-1 | PMA |
| ACG7430-1 | PMA |
| AEA7322-2 | PMA |
| AJG7021-1 | OEM |
| AKC7070-1 | PMA |
| ALG7015-1 | PMA |
| ANB7162-503 | PMA |
| ANB7252502 | OEM |
| ARB7153-505 | PMA |
| ARC2579-503 | PMA |
| ARG7183-1 | PMA |
| ARG7250-1 | PMA |
| ARG7414-1 | PMA |
| ARG7487-1 | PMA |
| ARG7542-1 | PMA |
| ASL0054-501 | PMA |
| ATL7109-1 | PMA |
| AWD7253-1 | PMA |
| AWM7394-523 | PMA |
| AWM7394-583 | PMA |
| AWM7394-591 | PMA |
| AWM7394-603 | PMA |
| AWM7394-633 | PMA |
| S00401-17-13 | PMA |
| S00401-21-19 | PMA |
| S00402-8-10 | 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.