McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| (AWD8171-503) | OEM |
| 14D0008-120SD | PMA |
| 27080-10WE | PMA |
| 27114-6WE | PMA |
| 580-291-752 | PMA |
| 6430102-1 | PMA |
| 7274-55-3 | PMA |
| 8026-24-001-101 | PMA |
| 8026-24-702-01 | PMA |
| AWJ7233 | PMA |
| AZZ7317 | PMA |
| AZZ7318 | PMA |
| AZZ7348 | PMA |
| AZZ7355 | PMA |
| AZZ7356 | PMA |
| AZZ7357 | PMA |
| AZZ7359 | PMA |
| AZZ7360 | PMA |
| AZZ7361 | PMA |
| AZZ7362 | PMA |
| AZZ7364 | PMA |
| AZZ7366 | PMA |
| AZZ7367 | PMA |
| AZZ7370 | PMA |
| AZZ7377 | PMA |
| AZZ7388 | PMA |
| AZZ7389 | PMA |
| AZZ7390 | PMA |
| AZZ7392 | PMA |
| AZZ7394 | PMA |
| AZZ7396 | PMA |
| AZZ7397 | PMA |
| AZZ7398 | PMA |
| AZZ7402 | PMA |
| AZZ7410 | PMA |
| AZZ7438 | PMA |
| AZZ7469 | PMA |
| AZZ7474 | PMA |
| AZZ7496 | PMA |
| AZZ7542 | PMA |
| AZZ7543 | PMA |
| AZZ7570 | PMA |
| AZZ7698 | PMA |
| Index List, Report Number 85892-01 | PMA |
| S2259-301 | PMA |
| TAE0528-1 | PMA |
| TAE0528-1W | PMA |
| TAE0528-2 | PMA |
| TAE0528-2W | PMA |
| TAE0628-2 | 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.