Fedex has scrapped or plans to scrap up to 30 older DC-10s that it bought over the years. Many of them were always intended to be used for spares, as airframes with over 100,000 hours on them would be subject to more frequent checks. CO
has a few for sale in the desert, one has over 115,000 hours on it. United has a DC-10F that FedEx didn't pick up, that is only 800 hours away from a D check that is still available. I'm sure FedEx would look to get more MD
-11s, however the demand is currently very high for them. EVA is converting some of its passenger fleet over, as is Alitalia. Lufthansa Cargo is getting second-hand airframes. The JAL fleet is going to UPS, as are some of the Brazilian ones (Varig or VASP, I can't remember, too many V's). The only really outstanding source would be the Swiss ones. These were sold to FedEx by Swissair, however FedEx cancelled the deal when Swissair went bankrupt, most likely in an effort to get better terms on the deal. Combine that with only 195 total airframes in existence and you can see how tight the market is.
Na: Since you're the resident 747 fleet expert here, and we're talking about high time cargo jets, have you heard anything about Boeing putting absolute airframe life limits on the 747 fleet? I heard that they were to set a max number of hours/cycles on the plane. This could force the retirement of 30 or so freighters (Polar, UPS, Evergreen, Kalitta) and may further compound the cargo aircraft market problems.