McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 10-1490-32 | PMA |
| 1052-504 | PMA |
| 1056-511 | PMA |
| 1056-512 | PMA |
| 1058-505 | PMA |
| 1058-506 | PMA |
| 34902-501 | PMA |
| 3600-3066 | PMA |
| 3600-3067 | PMA |
| 536L411904 | |
| 54913808AS19010 | OEM |
| 9211M73P07 | OEM |
| 943D206-5 Dwg 943D206 Rev. AH Dated 10/3/92 Or Later FAA Approved Revision | PMA |
| 977J150-4 Dwg 977J150 Rev. AH, dtd. 10/19/92 Or Later FAA Approved Revision | PMA |
| A81360021 | PMA |
| ACG7304-1 | PMA |
| ADA37521 | OEM |
| ADA757223 | |
| ALC70083 | OEM |
| ARC1111501 | OEM |
| ARC1624013 | PMA |
| ARC4347-1 | PMA |
| ARG7174-501 | PMA |
| ARG7363-1 | PMA |
| ARH1619-1 | PMA |
| ARH7024519 | PMA |
| ARH7024569 | OEM |
| AUB7227-1 | PMA |
| AWD7541-512 | PMA |
| AWJ7123EI-1, -501 | PMA |
| D107350001 | PMA |
| D233910 | PMA |
| H120P7-125-148 | PMA |
| KSSB403 | |
| NRC6043501M | OEM |
| P/N EE822560-601 | PMA |
| S4929150 | OEM |
| V108-1 | PMA |
| V109-1 | PMA |
| V110-1 | PMA |
| V111-1 | PMA |
| V112-1 | PMA |
| V113-1 | PMA |
| V114-1 | PMA |
| V115-1 | PMA |
| V119-1 | PMA |
| V119-3 | PMA |
| V120-1 | PMA |
| V120-3 | PMA |
| V120-5 | 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.