Boeing has not stopped building the 767 because it still has firm program orders to deliver, and the 767 production line also builds the KC-46A tanker derivative. Boeing targets about three aircraft a month across that shared line, while expecting commercial 767 production to finish by 2027. The freighter also serves a medium-widebody cargo role that Boeing expects to remain split between new aircraft and passenger-aircraft conversions.
Firm orders remain, but the total is not a freighter count
Boeing reported 84 undelivered firm orders for the 767 program as of June 30, 2026, down from 94 at December 31, 2025. Those totals cover the program; Boeing’s cited filing table does not identify how many are freighters or provide a customer-by-customer breakdown or delivery dates. The order book supports continued production, but it should not be read as 84 confirmed 767-300F orders. Boeing’s second-quarter 2026 Form 10-Q also reports 16 deliveries for the 767 program in the first half of 2026, compared with 14 in the first half of 2025; those delivery figures are program-wide, not freighter-only. Boeing’s second-quarter results release provides the delivery context.
The factory line also supports the KC-46A
The 767 line is not dedicated solely to commercial freighters. Boeing says it serves the commercial program and a derivative used for the KC-46A tanker program. Its target is approximately three aircraft per month for the shared line—not three new freighters per month. The filing does not break that rate down between commercial aircraft and tankers. This shared production activity is one reason the line can remain active even as Boeing winds down the commercial 767.
The 767-300F fills a medium-widebody cargo role
Boeing positions the 767-300F for medium-widebody, e-commerce and express cargo missions. Its product information lists a structural payload of 57 tonnes and a range of 3,300 nautical miles at that payload. These are Boeing specifications, not independent performance measurements. The aircraft’s role is distinct from the larger-widebody 777F; Boeing also lists the passenger-derived 767-300BCF as another option in the medium-widebody segment. Boeing’s freighter-family page provides these manufacturer comparisons.
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New freighters and converted aircraft serve the same broad segment
Airlines and cargo operators can add capacity through factory-built freighters or by converting passenger aircraft. In its 2024–2043 World Air Cargo Forecast, Boeing classifies medium-widebody freighters as aircraft with 40–80 tonnes of payload and forecasts that the segment will be roughly evenly divided between new production and passenger-to-freighter conversions. That forecast helps explain why a new-build option can retain a place alongside conversions; it does not establish the reason for any particular 767 order.
Boeing’s same forecast projects 2,845 freighter deliveries worldwide during 2024–2043, about two-thirds of them conversions, and a global freighter fleet growing from 2,340 aircraft in 2023 to 3,900 in 2043. These are Boeing projections for the broader freighter market, not 767 orders or guaranteed outcomes. Boeing’s World Air Cargo Forecast 2024–2043 sets out the estimates.
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Commercial production is expected to end by 2027
Boeing’s June 2026 filing says it expects to complete the commercial 767 program by 2027. That is a company expectation, not a guaranteed final delivery date. The statement concerns commercial 767 production; it should not be confused with the KC-46A derivative’s production on the shared line. Boeing’s 767 program page describes the commercial aircraft family.
In short, the combination of remaining program orders, shared-line tanker work and a continuing market for medium-widebody freighters explains why Boeing is still producing the 767. The evidence points to a wind-down of commercial production, not an indefinite extension of it.
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