McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 2703327-5001 | PMA |
| 2703329-5001 | PMA |
| 2703329-507 | unknown |
| 2717307-501 | PMA |
| 4917565-505 | OEM |
| ABA8373-1 | PMA |
| ABH7239-504 | PMA |
| ACG7426-1 | PMA |
| AEH7328-1 | PMA |
| AKC7254-501 | PMA |
| AMH7025-501 | PMA |
| ANB7490-501 | PMA |
| ARB09721 | |
| ARC0263-17 | PMA |
| ARC0470-503 | PMA |
| ARC05531 | OEM |
| ARC05532 | OEM |
| ARC2211-1 | PMA |
| ARC2703-1 | PMA |
| ARC3084-501 | PMA |
| ARG7559-7 | PMA |
| ARH0371-505 | PMA |
| ARH0469-1 | PMA |
| ASL0054-1 | PMA |
| ASL0062-503 | PMA |
| ASL0160-501 | PMA |
| ASL0160-505 | PMA |
| ASL0264-1 | PMA |
| ASL0264-3 | PMA |
| ASL0330-1 | PMA |
| ASL0365-1 | PMA |
| ASL0365-1N | PMA |
| AWJ7006-501 | |
| AWJ7006-502 | PMA |
| AWJ7006-503 | PMA |
| AWJ70061 | |
| AWJ7017-1 | PMA |
| AWJ7019-501 | PMA |
| AWJ7049-501 | PMA |
| AWJ7120-1 | PMA |
| AWJ7120-501 | PMA |
| AWJ7121-1 | PMA |
| AWJ7173-501 | PMA |
| AWJ7174-501 | PMA |
| AWJ7178-501 | PMA |
| AWJ7178-505 | PMA |
| S1203813 | PMA |
| S4928165-509 | PMA |
| S4928911-4-010 | PMA |
| S4933571-501 | 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.