McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 1005-501 | PMA |
| 1026-503 | PMA |
| 1026-505 | PMA |
| 1026-507 | PMA |
| 1026-509 | PMA |
| 1052-503 | PMA |
| 217-003-103 | PMA |
| 217-003-103M | PMA |
| 217-003-105M | PMA |
| 217-003-106M | PMA |
| 217-003-107M | PMA |
| 217-003-109 | PMA |
| 217-003-112 | PMA |
| 217-003-114M | PMA |
| 2531-062-01-51A | PMA |
| 2531-062-01-53 | PMA |
| 2532-913-06-01A | PMA |
| 2537-062-01-01A | PMA |
| 9699-1014 | PMA |
| ABE7046-11 | PMA |
| ABN7271-501 | PMA |
| ARG7351-1 | PMA |
| AWE7039-115 | PMA |
| AWE7100-23 | PMA |
| AWE7406-505 | PMA |
| AWE7406-507 | PMA |
| AWE7406-509 | PMA |
| AWE7406-513 | PMA |
| AWE8126-113 | OEM |
| AWE8191-1 | PMA |
| AWJ7124-503 | PMA |
| AWJ7255-1 | PMA |
| AWJ7294-501 | PMA |
| AZZ7301-1 | PMA |
| AZZ7301-3 | PMA |
| AZZ7374-1 | PMA |
| AZZ7376-501 | PMA |
| AZZ7377-33 | PMA |
| AZZ7377-35 | PMA |
| AZZ7377-37 | PMA |
| AZZ7377-38 | PMA |
| AZZ7377-41 | PMA |
| AZZ7377-43 | PMA |
| AZZ7377-44 | PMA |
| AZZ7377-501 | PMA |
| AZZ7496-1 | PMA |
| NLC6041506 | PMA |
| P00226 | PMA |
| P00240 | PMA |
| TA4014C14 | 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.