Despite these setbacks on the passenger side, Boeing continues to lead in freight aviation. According to Florida Flyers in 2024, it recorded orders for 760 new freight aircraft and delivered 732 units while also converting numerous passenger planes for cargo use. Its offerings include various freighter models suited for different missions—from large long-haul jets like the nose-loading 747F to short-haul workhorses such as converted versions of the Boeing 737 Classic and NG.
Airbus has fewer options in this segment until now; aside from some converted passenger models, its main dedicated offering has been the A330-200F—which cannot accommodate two pallets side by side unlike some competitors—until introduction of the A350F.
New emissions regulations set by the International Civil Aviation Organization (ICAO) will take effect in 2027. These rules will end production of older freight aircraft that do not meet stricter emissions standards—a change expected to boost demand for both companies’ newest freighters: there are currently reported orders for at least fifty-nine Boeing 777-8Fs and sixty-five Airbus A350Fs.
Supply chain difficulties remain a concern for both manufacturers since COVID-related shutdowns began several years ago. Christian Scherer, CEO of Airbus Commercial Aircraft, told The Spokesman Review: “The challenges that this industry is throwing at us, the world is throwing at us, are not going away. Airbus has shown leadership and pulled the industry up.” He identified engines, seats, galleys and certain aero structures—especially those produced by Spirit AeroSystems—as key bottlenecks; Spirit AeroSystems is set to be acquired by Boeing later this year.
The specifications between these two upcoming freighters are close: The A350F offers slightly longer range (4,700 nautical miles vs. 4,410), similar payload capacities (245,000 pounds vs. 247,500), but uses less fuel per flight due partly to smaller engines compared with those on the larger-capacity 777-8F.
Competition between manufacturers remains intense as each seeks greater market share among major freight carriers worldwide—and especially within North America where widebody replacement cycles are imminent due partly to regulatory changes coming into force soon.
Airbus CEO Guillaume Faury commented during preparations for launch: “We think we have the products to be able to be more aggressive [in the cargo market].” Benoit de Saint-Exupéry added: “The A350 has clearly emerged as the long-haul leader… One of our objectives for 2025 is to penetrate the big freight carriers in the U.S.”
Boeing continues efforts with major customers such as Cargolux—Europe’s largest all-cargo airline—which announced plans at Farnborough International Airshow: "With the 777-8 Freighter being the preferred solution to replace our 747-400s," said Richard Forson (Cargolux president & CEO), "Cargolux is looking forward to continuing its ongoing relationship with Boeing."
The first deliveries of these new freighters are scheduled closely together—the A350F is now expected around 2027 after delays related largely to supply chain uncertainties led Air Lease Corporation (originally slated as launch customer) cancel their order; CMA CGM Air Cargo will instead become launch operator when it enters service ahead of rival model by about one year.
The initial batch of Boeing’s new model was ordered by Qatar Airways—with thirty-four firm orders plus sixteen options—and current estimates suggest first deliveries may follow about twelve months behind those from Airbus.
Industry observers expect competition between these two programs will shape trends across global air cargo operations over coming years.
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