Central Asian cargo carrier My Freighter has added another Boeing 767 freighter to its operating fleet, continuing the widebody buildup that has defined the Uzbekistan-headquartered operator's expansion over the past several years.

The delivery, reported by Air Cargo News, marks the latest in a string of 767 acquisitions as the airline scales capacity for cargo flows across Central Asia, the CIS and connecting lanes into China, the Middle East and Europe.

What does this addition tell us about My Freighter's strategy?

The 767 has become the workhorse of My Freighter's fleet, and the latest arrival reinforces a posture built around a single widebody type rather than a mixed-fleet approach. Operators in the regional cargo market have gravitated toward the 767 for its payload, range and economics on routes that exceed narrowbody capability but do not justify larger 777F or 747F capacity. Converted 767-200 and 767-300 freighters typically lift between 50 and 60 tonnes, slotting into networks where aircraft utilization and dispatch reliability matter as much as raw lift.

The single-type focus also simplifies training, maintenance and spare-pooling, a meaningful cost lever for a growing operator serving mixed short- and medium-haul sectors from a central hub.

Why is the 767 market supporting this kind of expansion?

A sustained shortage of mid-size widebody freighter capacity has driven prices for late-build passenger 767 airframes to multi-million-dollar levels. Conversion slots at Israel Aerospace Industries' Bedek division and competing MROs have remained oversubscribed, with waitlists stretching multiple years for new passenger-to-freighter programs. The combination has pushed second-tier and growing cargo operators toward direct purchases of already-converted freighters rather than green conversions, a market in which My Freighter has been an active buyer.

Lessors have played a growing role in this segment, placing converted 767-300s with operators in Asia, the Middle East and Latin America as the supply of suitable passenger airframes shrinks.

How does the type fit the carrier's network?

The 767 supports both intra-regional Asia-Europe corridors and emerging trade lanes between China and the CIS, where growing e-commerce and contract cargo flows have outpaced belly-capacity supply. Standard ground handling compatibility at most regional airports reduces infrastructure friction, allowing the type to operate from smaller gateways that larger freighters cannot serve economically.

That reach also gives My Freighter flexibility to position capacity with integrators and large forwarders during peak demand periods, a revenue line that has become increasingly common among mid-size cargo operators in the region.

What broader trend does the addition fit into?

My Freighter's continued 767 acquisition activity mirrors a wider industry pattern in which cargo operators, particularly in emerging markets, have locked in 767 capacity ahead of anticipated narrowbody freighter replacement cycles and persistent supply-chain constraints on conversion slots. The aircraft's age profile means remaining airframes suitable for conversion will become scarcer over the next several years, raising the value of already-converted freighters in service today.

For growing carriers without the balance sheet to anchor new-generation freighters, the 767 remains the most accessible path to widebody capability through the back end of the decade.

Forward-looking note: With another 767 added, My Freighter's near-term fleet planning appears centered on consolidating the type across its network rather than introducing a larger widebody, a posture consistent with both the carrier's regional focus and the maturity of the secondhand 767 market.