McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| (AWD8465-501) | OEM |
| 328-001-2 | PMA |
| 565-504-001 | PMA |
| 580-500-044 | PMA |
| 580301004 | OEM |
| 713806-1WE | PMA |
| 718341WE | PMA |
| 728812-4WA | PMA |
| 728836-3WE | PMA |
| 739170-4WE | PMA |
| 750501-1WE | PMA |
| 969664-1 | OEM |
| 969734-2 | OEM |
| ARC0254501 | OEM |
| ARC19842 | OEM |
| ARC25121 | OEM |
| ARC25122 | OEM |
| ARG7078-501 | PMA |
| ARG7082-1 | PMA |
| ARG7210-1 | PMA |
| AZZ7315 | PMA |
| AZZ7342 | PMA |
| AZZ7343 | PMA |
| AZZ7352 | PMA |
| AZZ7371 | PMA |
| AZZ7393 | PMA |
| AZZ7471 | PMA |
| AZZ7476 | PMA |
| AZZ7697 | PMA |
| BACC45FN24-43S | OEM |
| BACC63CC22-55S8 | OEM |
| K228-D0-STR-001 | PMA |
| K228-D0-STR-002 | PMA |
| K228-D0-WCB-001 | PMA |
| L8602365-2 | PMA |
| S226224 | PMA |
| S226225-3 | PMA |
| S226225-5 | PMA |
| S226225-7 | PMA |
| S226228 | PMA |
| S226267 | PMA |
| S226295 | PMA |
| S226337 | PMA |
| S226346 | PMA |
| S226366-501 | PMA |
| S226368 | PMA |
| TAE1228-1D | PMA |
| TAE1228-4A | PMA |
| TAE1228-5 | PMA |
| TAE1228-T2 | 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.