McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 05342 | PMA |
| 05343 | PMA |
| 12405 | PMA |
| 2568A13 | |
| 27080-10 | OEM |
| 27114-3 | OEM |
| 27114-5 | OEM |
| 27114-6 | OEM |
| 27114-7 | OEM |
| 27648 | OEM |
| 30290 | PMA |
| 3113-1 | PMA |
| 3231392-1 | OEM |
| 3500412-8WE | PMA |
| 583-522-9104WE | PMA |
| 60-84320-14WE | PMA |
| 84850-103 | PMA |
| 92036-1 | PMA |
| ABH7237-1 | PMA |
| ABP8020-621 | PMA |
| ABP9514-503 | PMA |
| ACP9401-502 | PMA |
| ACP9403-501 | PMA |
| AEP9301-504 | PMA |
| AEP9302-501 | PMA |
| AEP9302-502 | PMA |
| AEP9303-503 | PMA |
| AEP9305-501 | PMA |
| AEP9306-502 | PMA |
| AJP9001506 | PMA |
| ARH1420-3 | PMA |
| ASP0501-559 | PMA |
| ASP0501-565 | PMA |
| ASP0501-567 | PMA |
| ASP0502-615 | PMA |
| AWE9001-1 | PMA |
| AWP9001-1 | PMA |
| AWP9003-503 | PMA |
| Boeing 565-504-001 | OEM |
| Boeing 580-291-751 | OEM |
| Boeing 580-291-752 | OEM |
| Boeing 580-301-004 | OEM |
| Boeing 580-500-044 | OEM |
| Boeing P/N 14D0008-120 | OEM |
| K228-DO-STR-01 | PMA |
| KSR126304B-1 | PMA |
| KSR126304B-2 | PMA |
| KSR126404B-2 | PMA |
| MRX-1000-509 | PMA |
| TA1720SS5T | OEM |
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.