McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 200-87027-101 | PMA |
| 200-87028-101 | PMA |
| 21057-003 | PMA |
| 21058-002 | PMA |
| 2598264 | OEM |
| 2703327-503 | OEM |
| 2703329-501 | |
| 2703329-503 | |
| 2703329-505 | OEM |
| 2717307-503 | |
| 60-843-3902-A | PMA |
| 60-84355-1 | PMA |
| 7580990 | PMA |
| 976848-5HTP | PMA |
| ACA7609-1 | PMA |
| ACG7201-1 | PMA |
| AJH7005-1 | |
| AJH7011-505 | PMA |
| ANB7145-1 | PMA |
| ARB09041 | OEM |
| ARB0975523 | |
| ARB2715-505 | PMA |
| ARC0470501 | OEM |
| ARC0531-1 | PMA |
| ARC08311 | OEM |
| ARC0882501 | OEM |
| ARC2101-1 | PMA |
| ARC2111-501 | PMA |
| ARC2325-1 | PMA |
| ARC3089-1 | PMA |
| ARG7559-1 | PMA |
| ASL0160-503 | PMA |
| AWJ7049-1 | PMA |
| AWJ7121-501 | PMA |
| AWJ7122-1 | OEM |
| AWJ7123-1 | PMA |
| AWJ7178-1 | PMA |
| AWJ7178-503 | PMA |
| AWJ7192-1 | PMA |
| AYG7311-3 | PMA |
| P/N 1526-066-2 | PMA |
| P/N 1526-066-3 | PMA |
| P/N 1536-066-35 | PMA |
| P/N 1536-066-5 | PMA |
| S124682-6C12-3 | PMA |
| S2431218-6C9E | PMA |
| S4928165-503 | PMA |
| S4933571-1 | PMA |
| S4933571-511 | PMA |
| S4933571-519 | 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.