McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 13008-001 | PMA |
| 13008-002 | PMA |
| 346937WE | PMA |
| 3500412-12WE | PMA |
| 3501212-3WE | PMA |
| 3503331-5WE | PMA |
| 353849WE | PMA |
| 358472-1WE | PMA |
| 362846-2WE | PMA |
| 364437-1WE | PMA |
| 3U3196 | PMA |
| 53257-101 | PMA |
| 55333WE | PMA |
| 569246WE | PMA |
| 583-522-9003WE | PMA |
| 583-522-9005WE | PMA |
| 583-522-9006WE | PMA |
| 583-522-9102WE | PMA |
| 583-522-9103WE | PMA |
| 583-522-9105WE | PMA |
| 5909999-1WE | PMA |
| 60-01317WE | PMA |
| 60-02927WE | PMA |
| 60-05118WE | PMA |
| 60-06561WE | PMA |
| 60-75557WE | PMA |
| 60-75560WE | PMA |
| 60-75569WE | PMA |
| 60-84724WE | PMA |
| 60-84749WE | PMA |
| 60-84757WE | PMA |
| 60-84781WE | PMA |
| 6144-2WE | PMA |
| 63041-04 | PMA |
| 63041-05 | PMA |
| 6304106 | |
| 6506606 | OEM |
| 690200-1WE | PMA |
| 690281-9WE | PMA |
| 690775-3WE | PMA |
| 69494K10WE | PMA |
| 6F2528-1 | PMA |
| 769151-1WE | PMA |
| 8047-4 | PMA |
| AAE1011-7140-1, -501 | PMA |
| D10330021 | |
| DSP3-P | PMA |
| KP21B-P | PMA |
| LA00600X100A50D6 | PMA |
| S4928912-6-021 | 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.