Airbus, Boeing say easing supply chains support freighter timelines

In a panel discussion with The STAT Trade Times during Air Cargo Europe and transport logistic 2025 in Munich, senior airline, Original Equipment Manufacturer (OEM) and forwarding executives outlined why dedicated freighter capacity, next-generation widebody freighters and passenger-to-freighter (P2F) conversions will remain essential parts of the global air cargo network in the years ahead.

Jannie Davel, CEO of MSC Air Cargo, made it clear that for growing carriers, adding more freighters remains a priority wherever demand and opportunity align. “Every constraint has an opportunity,” Davel said, confirming MSC Air Cargo’s plans to steadily expand its dedicated fleet. The airline currently operates five B777 freighters, one under its Italian AOC and four operated by Atlas Air. it expects two more to join by next year.

Echoing this sentiment, Nadeem Sultan, SVP Cargo Planning & Freighters at Emirates, said Emirates SkyCargo expects to maintain the pace of its B777F deliveries while finalising decisions on new-generation freighters. “Growth is still very much a requirement for Emirates,” Sultan said. The carrier has ten brand-new B777Fs due for delivery next year alone, before Boeing ends production of the current-generation 777F in January 2028. Sultan added that delivery timelines are improving, with recent aircraft arriving one to two months ahead of schedule.

While new-build freighters are progressing, Sultan highlighted that conversions will be critical in the interim. Emirates has ten B777-300ERs parked for P2F conversion but is still waiting for Supplemental Type Certificate (STC) approvals from the Federal Aviation Administration (FAA). “There's still some uncertainty about what the STC will actually allow operators to do in terms of payload,” he said, noting that delays in certifying the IAIs, Mammoth Freighters and KMC programmes have slowed the widebody P2F pipeline just as demand for replacement capacity rises. They agreed that all three B777-300ER conversion programmes are necessary to help operators phase out older aircraft and bridge gaps until new-production widebody freighters come online.

For Michael Jonas, VP Air Logistics Gateway & Procurement Germany at Kuehne+Nagel, this capacity is crucial for forwarders balancing fixed assets and flexible solutions. “We are always happy to hear there are investments because the demand will always be there,” Jonas said, adding that Kuehne+Nagel continuously adapts its network between belly capacity, dedicated freighters and charters to stay aligned with shippers’ shifting needs.

On the manufacturing side, Oliver von Tronchin, Head of Freighter Marketing at Airbus, confirmed the A350F is on schedule for its first flight next year and entry into service in 2027. “We have received all the critical parts to build our two prototype aircraft, which secures our certification timeline,” von Tronchin said. Airbus has already assembled major components such as the wings and forward fuselage, with final assembly starting this summer.

John Perdoch, Director, Product Marketing Freighters at Boeing, shared a similar outlook for the new B777-8F, which is expected to enter service in 2028. Boeing has begun producing major composite structures for the aircraft’s first wings, with the first flight targeted for 2026. “The design phase is virtually complete, and our supply chains are on board,” Perdoch said. Both Boeing and Airbus noted that global supply chain bottlenecks in the wider aerospace industry are finally easing, which is critical for keeping production schedules on track.

When asked about the reasons behind the ongoing delays in certifying the Supplemental Type Certificates (STCs) for B777-300ER passenger-to-freighter conversions, the panel acknowledged that the process remains outside the OEMs’ direct control because these conversions are handled by third-party companies like KMC, Mammoth Freighters and IAI.

Nadeem Sultan noted that while operators naturally look to Boeing for updates, the certification is not Boeing’s product to approve. He emphasised that operationally these conversions are necessary, and the standard B777 airframe supports strong cargo, ground support and pilot commonality across different freighter variants. Looking at the broader picture, the panel noted that, given recent high-profile aviation incidents, certification authorities like the FAA are under increasing scrutiny and must double and triple-check compliance. They agreed that the extra caution is ultimately for the benefit of the industry, even if it slows approvals in the near term.

Despite advances in new-generation freighters, all speakers agreed that widebody P2F conversions will continue to fill a key gap. Sultan pointed out that a brand-new freighter costs north of $200 million, while conversions offer a more affordable way for operators to replace ageing 747-400Fs and 777-200LRs. “It’s simple economics,” he said, adding that with over 800 777-300ERs in operation worldwide, feedstock for conversions is plentiful if certification stays on track.

Looking ahead, the panel agreed that the combination of fresh production freighters, conversions and improving supply chains will be vital to meeting growing global cargo demand. “New aircraft, new markets, new products, there’s a lot happening and growth is definitely here to stay,” Sultan concluded.