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Popular aviation YouTuber Coby Explanes caught up with Boeing’s Darren Hulst, VP of Communications and Marketing, to discuss the Boeing 777X and whether it might already be outdated when it is finally delivered to carriers. Hulst also offered some fascinating insights into the freight market. The manufacturer has launched the 777-8F to appeal to the cargo industry. He said that over the next 5-10 years, more than 300 Boeing 747 freighters will need to be replaced. There is a huge market opportunity, but Hulst is cautious about how much Boeing can meet it. He said: “There’s demand for more than we are going to be able to provide.”
In this article, discover how Boeing’s freighters will seek, and likely struggle, to meet demand. Meeting the significant demand will also require Boeing to quickly fulfill its sizable order backlog, particularly for the 777F, which will have to cease production at the end of 2027 due to new emissions regulations. Additionally, learn about the A350F, Airbus’s contribution to filling the capacity gap.
The Aircraft Boeing Hopes Will Address The Large Looming Freighter Demand
It isn’t only the Boeing 777-8F that Boeing has at its disposal to fill the coming large freighter market opportunity. The manufacturer will also have ‘The Big Twin’, a freighter conversion of a 777-300ER. As this jet comes towards the end of its life in commercial aviation, Boeing has created a freighter conversion, so that retired commercial -300ERs can have a second life.
There is plenty of space in this market for both the 777-300ERSF and the 777-8F, but their differing capabilities will change how they are used. Hulst told Coby Explanes that some freight companies require “the flexibility and versatility of a fully capable production freighter, that’s where the… 777-8F still is the gold standard.” The table below gives specifications for each aircraft according to data collected by Coby Explanes, which begins to explain why the two aircraft will have different uses:
|
Aircraft |
777-300ERSF |
777-8F |
|---|---|---|
|
Total Volume |
28,600 cubic feet (810 cubic meters) |
27,000 cubic feet (765 cubic meters) |
|
Payload |
220,000 lbs (99,800 kg) |
247,500 lbs (112,300 kg) |
|
Density |
7.7 lbs per cubic foot (123 kg per cubic meter) |
9.2 lbs per cubic foot (147 kg per cubic meter) |
As shown above, the ‘Big Twin’ has a larger volume but carries a lighter payload. That makes it ideal for large but lightweight loads and cargo with awkward shapes. Meanwhile, the 777-8F has a much higher payload density but a lower total volume. Hulst believes that such payloads will become more common as e-commerce retailers optimize how they package their goods.
The 777 Freighter
The 777F began service back in 2009. It served as Boeing’s flagship long-haul cargo aircraft and was based on the Boeing 777-200LR. The first example was delivered to Air France. Ch-aviation data shows that FedEx Express is unsurprisingly the largest operator of this aircraft, with 59 in its fleet. Behind are DHL (32), Qatar Airways Cargo (28), AeroLogic (26), and Lufthansa Cargo (18).
However, this jet has limited ability to replace 747 freighters and could even contribute to the coming capacity crisis in the freight market. 777F production is currently scheduled to conclude in 2027 due to FAA emission rules finalized in early 2024. The rules were enacted to align the FAA with the International Civil Aviation Organization (ICAO) and will take effect in 2028. They don’t apply to aircraft that received their airworthiness certificate before this date, so existing 777Fs won’t be grounded. However, the rules will prevent further 777Fs and other aircraft that can’t meet the emissions rules from being built.
At the end of 2025, Boeing sought FAA approval to continue 777F production regardless of the changes in rules. The manufacturer said that such a move would help alleviate the freighter shortage.
The Aircraft Replacing The Boeing 767 In Cargo
The most likely candidate to replace the 767 freighter is the 777-8F, the freighter variant of the upcoming and long-delayed 777X.
Boeing Also Has Some Smaller Freighters
Although the 777-8F, ‘Big Twin’ and 777-200LR are the only freighters on Boeing’s books that can begin to approach the capacity of retiring 747 freighters, the manufacturer also produces smaller freighters that could help firms fill the coming capacity gaps. The other cargo aircraft marketed by Boeing are the 767-300F, 767-300 Converted Freighter, and the 737-800 Converted Freighter.
The table below outlines specifications for each freighter alongside how Boeing is marketing them.
|
Characteristic/Aircraft |
767-300F |
767-300 Converted Freighter |
737-800 Converted Freighter |
|---|---|---|---|
|
Structural Payload (Gross) |
124,800 lbs (56.6 tonnes) |
124,600 lbs (56.5 tonnes) |
52,800 lbs (23.9 tonnes) |
|
Revenue Payload (Net) |
115,500 lbs (52.4 tonnes) |
113,900 lbs (51.6 tonnes) |
47,300 lbs (21.5 tonnes) |
|
Range |
3,255 nautical miles |
3,345 nautical miles |
2,025 nautical miles |
|
Wingspan |
156 feet 1 inch (47.57 m) |
167 feet (50.9 m) |
117 feet 5 inches (35.8 m) |
|
Length |
180 feet 3 inches (54.94 m) |
180 feet 3 inches (54.94 m) |
129 feet 6 inches (39.5 m) |
|
Boeing’s description |
“Most versatile freighter for the medium widebody freighter market.” |
“Market-preferred converted freighter for the general and express cargo markets.” |
“World’s most efficient and most reliable standard-body freighter.” |
None of these freighters approaches the huge payload or volume capacity of the 777-8F or ‘Big Twin’ converted freighter. That means carriers can’t use them as a straight swap from retired 747s or 777s. However, these jets could be used as a stopgap for freightfirms that want to address at least part of their capacity shortfall while they wait for 777-8F deliveries, which could not be for many more years.
Boeing Has A Substantial Backlog Of These Aircraft
The first step in addressing demand in the freight industry will be to fill Boeing’s significant order backlog for freighter aircraft. The astonishing scale of this backlog is made clear in data procured by The Stat Trade Times in summer 2025.
Boeing’s freighter order backlog at that time stood at 93 freighters. That included 65 Boeing 777Fs and 28 767-300Fs. The 767-300Fs included 14 for 
UPS Airlines, six for FedEx Express and eight for unidentified customers.
Meanwhile, the 777F backlog included 11 for Emirates, eight for FedEx Express, six for Volga-Dnepr, four each for National Airlines, Silk Way West Airlines, and Turkish Cargo. DHL Aviation Americas was also waiting for two 777Fs and CMA CGM for one. Finally, 25 of the 777Fs were for unidentified customers.
The size of the Boeing 777Fbacklog has unsurprisingly caused concerns that some 777Fs may not be delivered before the new regulations come in at the end of 2025. However, Kelly Ortberg shrugged off these concerns in May 2025. He told The Stat Trade Times that manufacturing was “going quite well” and that “We’re quite comfortable in being able to deliver the metal-wing freighters and meet the certification timeline.” Given the coming freight industry capacity crisis, it is unsurprising that cargo carriers are taking this risk regardless of whether Ortberg’s remarks hold water.
Boeing Will Get Help From Airbus
Regardless of whether Boeing wants it, the manufacturer will receive assistance from its European competitor to fill the coming freight market gap. Airbus is currently working on the A350F, a freighter version of the A350-1000. Airbus hoped to begin delivering this jet in 2025, but that has been delayed to 2027 due to problems with Airbus’ supply chain. Namely, Spirit Aerosystems, which is responsible for the central fuselage section.
When it is completed, the Airbus A350Fwill have the 319-tonne MTOW previously announced for the passenger A350-1000. It will be 23 feet (6.9 m) longer than the Boeing 777F and have a 10% larger freight volume of 24,500 cubic feet (695 cubic meters). The payload will be 245,000 lbf (111 tonnes) and have an empty weight of 66,000 lbs (30 tonnes). The range is expected to be 4,700 nautical miles (8,700 km) while the aircraft is carrying its full payload.
Ricardo Rojas, President of Airbus’ Commercial Aircraft (Spain), explained the A350F’s potential: “The A350F will offer a clean-sheet, specifically designed solution for air freight transport, bringing more efficiency and versatility to the cargo market.” Despite supply chain problems, Airbus has begun construction of the A350F and expects to begin test flights this year.
The Airbus A350 Freighter: Everything We Know So Far
The A350F freighter is poised to enter service in 2027.
The 777-8F Is Also Now In Production
Amid the dire capacity facing the freight market as more carriers retire the Boeing 747, there is some cause for optimism. Alongside the A350F, the 777-8F has also entered production. The official start of 777-8F production was in July 2025, when 100 Boeing employees gathered at the widebody factory in Everett, Washington, in the 777X Composite Spar Shop to watch a robotic arm drill the first hole in a 777-8F wing spar.
Jason Clark, 777/777X vice president and general manager, explained the emotional significance of this moment: “All the work that goes into starting a program, the years of development, the years of engineering, the years of supply chain, procurement, and contracting, and all the other pieces—the blood, sweat, and tears—all that innovation comes together and is represented in the first in that first hole.”
Rapid progress from here will be needed for Boeing to fill the 59 firm orders for 777-8Fs it had in July 2025. These orders are from freight industry giants, such as Qatar Airways, Cargolux, and Silk Way West.
