767F conversions could extend for years

Boeing’s decision to cease 767-300F production in 2027 could extend the life cycle of 767 passenger-to-freighter conversions by several years, according to speakers at Cargo Facts Symposium 2024 this week in San Diego. Although ATSG is the last major customer for IAI’s 767-300BDSF conversion program, the STC holder expects to continue converting the type for the next three to four years, Rafi Matalon, vice president and general manager of marketing at IAI Aviation Group, said during a panel on medium widebodies. [caption id="attachment_57146249" align="aligncenter" width="1958"] From left, Cargo Facts Editor Jeff Lee moderates a panel with Diogo Elias of Avianca Cargo; Malcolm Macbeth of DHL Express; Rafi Matalon of IAI; and Mark Neely of Embraer. (Photo/Cargo Facts)[/caption] Finding feedstock ATSG Chief Executive Michael Berger reinforced IAI’s estimation of the 767-300 conversion timeline during a fireside chat on Oct. 16. “The market for the 767 freighter remains pretty strong right now,” Berger said. “The challenge is really on the feedstock side of things. We’ve been fortunate enough to have some feedstock as the market slowed coming out of COVID. “We still have available feedstock that we had purchased on a forward sale that we took delivery of in mid- to late 2023 and then as recently as early 2024.” While ATSG is unlikely to convert 767s at the previous rates of ten or more annually, it intends to take redelivery of up to six Boeing medium-widebody freighters per year for the foreseeable future, Berger said. However, demand for the limited 767-300ER feedstock is expected to increase since Boeing announced last week that it would not extend production of the 767-300F . “As you know, we’re still fighting to look for feedstock on behalf of the customer,” IAI’s Matalon said. “My opinion is that this decision will drive more customers to look for the conversion solution.” George Dimitroff, head of valuations at appraisal firm Cirium Ascend, shared similar concerns regarding available 767-300ER feedstock during an appraiser’s panel on Oct. 16. “The realistic feedstock that’s suitable, especially when you consider that a lot of countries have age restrictions, is mainly some of the younger Japan Airlines, ANA and LATAM 767-300ER fleets,” Dimitroff said. Transitioning from 767Fs Chile-based LATAM Cargo took advantage of the young 767-300ERs in its passenger division and converted thirteen into 767-300BCFs , taking its final one in the third quarter. The carrier has enough feedstock and converted 767-300BCFs to continue flying the aircraft into the early 2030s, LATAM Cargo CEO Andres Bianchi said during an Oct. 15 panel discussion. Meanwhile, Miami-based Amerijet, which recently began operating a single-type 767F fleet, acknowledged the difficulty of finding a replacement for the freighter type . As operators continue to seek alternatives like A330 freighter conversions, they will maximize use of the 767 freighters first, according to IAI, which started its A330-300BDSF prototype conversion in September. “The 767F is a robust aircraft, very reliable, and can fly for another twenty years,” Matalon said. “I don’t see any other solution for those operators that use a production freighter.” Follow Cargo Facts ’ coverage of Cargo Facts Symposium 2024 on our dedicated page .

767F conversions could extend for years

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