McDonnell Douglas DC-10-30F
5,121 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 2222601-3 | PMA |
| 2651-258-1 | PMA |
| 2651-259-1 | PMA |
| 29130441 | PMA |
| 2913044501 | OEM |
| 2C6380 | PMA |
| 2C9370 | PMA |
| 2E2094 | PMA |
| 3C2248 | PMA |
| 4529-20 | PMA |
| 4C9184 | PMA |
| 4C9188 | OEM |
| 4C9416 | PMA |
| 513-71-07 | PMA |
| 6F2722 | PMA |
| 6F2730 | PMA |
| 6F2780 | OEM |
| 9-3167312-2 | PMA |
| 9-886263-1 | PMA |
| 9-975944-1 | PMA |
| 9-975947-1 | PMA |
| 93LB2158-KIT | PMA |
| 93LB2159-KIT | PMA |
| 9R2150 | PMA |
| ABP9516-502 | PMA |
| ABP9516-503 | PMA |
| ABP9516-504 | PMA |
| ABP9516-506 | PMA |
| ABP9516-507 | PMA |
| AVP9006-505 | PMA |
| CH2014-825-01 | PMA |
| DL 2550-1001 | PMA |
| IBA103G-121 | PMA |
| KRP214610V | PMA |
| KRP214806V | PMA |
| KRP217910V | PMA |
| N1031-501 | PMA |
| N1031-505 | PMA |
| N1031-509 | PMA |
| N1031-511 | PMA |
| P00658 | PMA |
| P00671 | PMA |
| S00401-17-105 | PMA |
| S00401-21-97 | PMA |
| S00401-9-89 | PMA |
| S00402-11-15 | PMA |
| S00402-8-11 | PMA |
| S3929452-21-23 | PMA |
| S3934746-21-30 | PMA |
| WC-26-1 | 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.