McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 0218-0026-2 | PMA |
| 0218-0032-3 | PMA |
| 102100-210 | PMA |
| 102100-219 | PMA |
| 102200-281 | PMA |
| 106343-511 | PMA |
| 106838-1 | PMA |
| 113717-1 | PMA |
| 113717-501 | PMA |
| 113717-503 | PMA |
| 113717-507 | PMA |
| 113718-509 | PMA |
| 113718-511 | PMA |
| 400S5661-0170 | PMA |
| 51202106-2100 | PMA |
| 642-101000-31 | OEM |
| 96849-1 | PMA |
| 96849-503 | PMA |
| 96849-505 | PMA |
| 96849-507 | PMA |
| 97101-521 | PMA |
| 97101-527 | PMA |
| 97101-531 | PMA |
| 97101-533 | PMA |
| 97159 | PMA |
| 97391-1 | PMA |
| 97391-2 | PMA |
| 97391-3 | PMA |
| AAM7342-611 | PMA |
| AAM7354-3 | PMA |
| ABE7003-3 | PMA |
| ABE7004-175 | PMA |
| ABP8020-518 | PMA |
| ACM7007-27 | PMA |
| ACM7100-501 | PMA |
| AE1011-2219-7 | PMA |
| AGP9239-501 | PMA |
| All parts listed on Master Data List 2766-01 | PMA |
| AUP9001501 | OEM |
| AWE8126-105 | PMA |
| AWE8126-3 | PMA |
| AWE8786-11 | PMA |
| AWE8787-80 | PMA |
| AWE8789-49 | PMA |
| AWE8789-9 | PMA |
| AWE9189-25 | PMA |
| AWE9419-7 | PMA |
| AWM7111-505 | OEM |
| AWM7394-501 | PMA |
| AWP9016-501 | 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.