Commercial Aviation
My Freighter Expands Fleet with Eighth Boeing 767-300F Cargo Jet
Uzbekistan’s My Freighter grows fleet to eight aircraft, partners with global airlines, and strengthens Central Asia’s logistics hub ambitions.
My Freighter Expands Fleet with Eighth Cargo Aircraft
Uzbekistan-based cargo airline My Freighter has made headlines once again with the addition of its eighth cargo aircraft, a Boeing 767-300F. This development marks a significant milestone in the airline’s ongoing expansion strategy, reflecting broader trends in the global air cargo industry and the growing importance of Central Asia as a logistics hub.
As global trade dynamics shift and the demand for efficient, reliable cargo transport increases, regional players like My Freighter are stepping up to fill critical gaps. The airline’s growth is not only a testament to its operational success but also a reflection of Uzbekistan’s strategic ambitions to become a key node in international supply chains.
In this article, we explore the significance of My Freighter’s latest fleet addition, contextualize it within regional and global logistics trends, and assess the opportunities and challenges ahead for this emerging cargo powerhouse.
Fleet Expansion and Operational Growth
Details of the New Aircraft
On May 5, 2025, My Freighter announced the arrival of its eighth aircraft, a Boeing 767-300F, registered as UK67020. The aircraft landed at Tashkent International Airport after traveling from Wilmington, Ohio, via Ostrava in the Czech Republic. This aircraft is a passenger-to-freighter (P2F) conversion, joining six other converted 767-300s and one production freighter already in the airline’s fleet.
The Boeing 767-300P2F is known for its payload capacity of up to 58 tons, making it well-suited for intercontinental cargo operations. This addition enhances My Freighter’s ability to serve long-haul routes, particularly between Asia, Europe, and North America.
Earlier in March 2025, the airline also added a Boeing 757-200P2F, a medium-haul aircraft with a payload of 36,000 kg. These acquisitions reflect a deliberate strategy to diversify and scale the fleet for both medium- and long-haul capabilities.
“MyFreighter is growing steadily, we’ve just welcomed our eighth cargo aircraft Boeing 767-300F,” the airline stated on LinkedIn.
Strategic Route and Network Expansion
My Freighter operates from Navoi International Airport, a key logistics hub in Uzbekistan. Over the past year, the airline has expanded its network significantly. In July 2024, it began operating flights to Shanghai and Ezhou after receiving authorization to fly to Mainland China. In October, it launched a new route connecting Zhengzhou Airport (CGO) in China to Liège Airport (LGG) in Belgium, a major European cargo gateway.
Partnerships have also played a vital role in My Freighter’s growth. In June 2024, the airline entered an interline agreement with Air Europa, enabling access to the Americas. Two months later, a similar agreement with American Airlines allowed both carriers to tap into each other’s networks across North America, the EU, and Central Asia.
These strategic moves position My Freighter as a bridge between East and West, capitalizing on Uzbekistan’s geographic location and the increasing demand for air cargo services in the region.
Market Position and Industry Context
My Freighter is quickly becoming a key player in the Central Asian cargo market. According to the International Air Transport Association (IATA), global air cargo demand grew by 10.8% year-on-year in 2023, with strong gains in the Asia-Pacific and Middle Eastern regions. This surge in demand is influencing the airline’s expansion decisions.
Industry analysts note that regional carriers like My Freighter are benefiting from a shift in global supply chains. Companies are seeking alternative routes and logistics partners amid geopolitical tensions and disruptions in traditional shipping lanes. Central Asia, with its strategic location and improving infrastructure, is increasingly attractive.
“Airlines like My Freighter are tapping into the unmet demand for air cargo in regions like Central Asia, where infrastructure and connectivity are improving rapidly,” said Brendan Sobie, an independent aviation analyst. “This eighth aircraft is a small but strategic step in building regional dominance.”
Challenges and Opportunities in Central Asia’s Cargo Market
Infrastructure and Logistics Development
Uzbekistan’s government has been heavily investing in logistics infrastructure, aiming to transform the country into a regional logistics hub. Navoi International Airport has received upgrades to support increased cargo traffic, and initiatives like the Belt and Road are bringing new opportunities for trade and transport.
My Freighter’s growth aligns closely with these national strategies. The airline’s ability to scale its fleet and network reflects confidence in the region’s long-term logistics potential. According to Dr. Amina Karimova, a logistics researcher in Tashkent, “Uzbekistan’s push to become a logistics hub is creating opportunities for local carriers like My Freighter. Their fleet expansion reflects confidence in sustained demand, particularly from e-commerce and perishables.”
This infrastructure development is critical, as the region seeks to attract more international cargo flows and become less dependent on neighboring transit routes.
Competitive Landscape and Global Partnerships
While My Freighter is gaining ground, it faces competition from both regional and global cargo carriers. Airlines such as Silk Way West Airlines in Azerbaijan and Turkish Cargo have established strong presences in the region. My Freighter’s interline agreements and fleet investments are strategic responses to this competitive pressure.
The airline’s partnerships with Air Europa and American Airlines allow it to offer extended network coverage without overextending its own operations. These collaborations provide access to established logistics networks in the Americas and Europe, enhancing My Freighter’s global footprint.
Furthermore, the airline’s specialization in transporting dangerous goods, perishables, and certified cargo gives it a niche advantage in certain verticals, enabling it to differentiate itself from larger, more generalized carriers.
Risks and Future Considerations
Despite its positive trajectory, My Freighter must navigate several challenges. Fuel price volatility, regulatory hurdles, and the need for continued infrastructure improvements could impact profitability and operational efficiency. Additionally, the airline must maintain high service standards to compete with more established global players.
However, the outlook remains optimistic. The global air cargo industry is expected to continue growing, driven by e-commerce, supply chain diversification, and demand for high-speed logistics. My Freighter’s current momentum suggests it is well-positioned to capitalize on these trends.
As the airline continues to invest in fleet expansion and network development, it will likely play an increasingly important role in connecting Central Asia to the rest of the world.
Conclusion
My Freighter’s addition of an eighth aircraft is more than just a fleet update, it’s a signal of the airline’s ambitions and the growing importance of Central Asia in global logistics. By strategically expanding its network, forming global partnerships, and investing in cargo capabilities, My Freighter is carving out a significant role in the international air cargo market.
Looking ahead, the airline’s success will depend on its ability to navigate operational challenges while continuing to align with regional infrastructure goals and global trade trends. If current momentum is sustained, My Freighter could emerge as a key logistics player not just in Central Asia, but across multiple continents.
FAQ
Question: What type of aircraft did My Freighter recently add?
Answer: My Freighter added a Boeing 767-300F, a passenger-to-freighter conversion capable of carrying up to 58 tons of cargo.
Question: Where does My Freighter operate from?
Answer: The airline operates from Navoi International Airport in Uzbekistan, serving routes across Asia, Europe, and the Middle East.
Question: What are My Freighter’s key cargo specializations?
Answer: My Freighter specializes in transporting dangerous goods, perishables, and certified cargo, among other services.
Sources: Air Cargo News, IATA, Industry Insights on Central Asian Logistics, Uzbekistan Logistics Hub Development Reports
Aircraft Orders & Deliveries
Avolon Finalizes Record Lessor Order for 140 Boeing 737-10 Jets
Avolon has finalized 140 Boeing 737-10s, which Boeing calls a record lessor order, lifting Avolon’s 737 MAX backlog past 240 jets.
Avolon has finalized its purchase of 140 Boeing 737-10 airplanes, which Boeing describes as a record 737 MAX order by a lessor. The deal brings Avolon’s 737 MAX backlog to more than 240 unfilled orders, according to Boeing, and commits the lessor to the largest member of the 737 MAX family.
Boeing and Avolon announced the agreement in Seattle on November 4, 2026, in a release published on Boeing’s investor relations site. It follows Avolon’s own release of October 8, 2026, in which the lessor reported a firm order for 140 737 MAX aircraft as part of its 250-aircraft Boeing and Airbus order, subject only to approval by the shareholders of Bohai Leasing Co., Ltd., Avolon’s 70% shareholder.
Why lessors are moving to the 737-10
Boeing set the order against growing lessor demand for the largest 737 MAX variant. According to the release, lessors placed firm orders for more than 230 737-10 airplanes in 2026, five times the lessor backlog for the variant at the end of 2025. Boeing said large single-aisle jets such as the 737-10 are the fastest-growing segment of commercial aviation.
According to the release, the 737-10 lets Avolon meet demand for larger single-aisle jets while drawing on the versatility of the 737 family, which Boeing says has a large customer base and low operating costs.
The manufacturer said the 737-10 offers the best per-seat economics of any single-aisle airplane, with seating for up to 230 passengers and a range of 3,100 nautical miles (5,740 kilometers). AirPro News has also covered Aerolíneas Argentinas’ six 737-10 leases from ACG.
“The 737-10 combines outstanding economics with the capacity airlines increasingly require,” said Andy Cronin, Avolon’s CEO. He said the order strengthens Avolon’s long-term delivery pipeline and its partnership with Boeing.
Brad McMullen, Boeing’s Senior Vice President of Commercial Sales and Marketing, said Avolon’s growing 737 MAX portfolio helps airlines modernize their fleets with lower emissions and operating costs, and that Boeing stands ready to support lessors expanding their single-aisle portfolios.
The 737 in lessor portfolios
Boeing described the 737 as a cornerstone of most lessors’ portfolios, representing about 30% of all financed airplanes. Lessors have ordered more than 1,450 737 MAX airplanes, about 20% of Boeing’s backlog, according to the release. Boeing said projected 4% annual passenger traffic growth over the next 20 years is pushing lessors to broaden their single-aisle offerings.
The release does not give delivery dates for the 140 aircraft or name the airlines that will lease them.
Where the order sits in Avolon’s fleet plan
In its October 8 release, Avolon said it had placed firm orders for 250 new-technology aircraft: 140 737 MAX aircraft from Boeing and 110 aircraft from Airbus, made up of 75 A320neo family and 35 A330neo family aircraft, with options for a further 100 aircraft. The orders raised Avolon’s total firm aircraft commitments to 749 aircraft, and the lessor said they support the long-term fleet requirements of its airline customers.
The same release carried Avolon’s third-quarter 2026 update. The lessor acquired 10 aircraft and sold 29 in the quarter, with 112 more agreed for sale at quarter-end. It placed 28 new-technology aircraft from its commitments, leaving 89% of its committed fleet placed for the next 24 months, and executed 84 lease agreements, extensions and amendments.
Avolon ended the quarter with an owned, managed and committed fleet of 1,092 aircraft as of September 30, 2026, or 1,342 pro forma for the new orders. It also established a US$1.5 billion commercial paper programme and closed a US$855 million unsecured term loan with a syndicate of primarily Asian banks. The company says it works with 138 airlines in 62 countries.
Cronin said in October that Avolon was seeing strong demand for new-technology aircraft, reflected in its third-quarter placement and trading activity, and that the orders would enhance its ability to support airlines renewing and expanding their fleets. The Boeing order lands days after Avolon’s Constellation Aviation launch.
Aircraft Orders & Deliveries
Eve Air Mobility and FlyBIS Sign Binding Deal for Up to 12 eVTOLs
Eve Air Mobility and FlyBIS signed a binding agreement for up to 12 eVTOLs, two firm and ten purchase rights, for Southern Brazil.
Eve Air Mobility and advanced air mobility startup FlyBIS Aviation Limited have signed a binding agreement for up to 12 electric vertical takeoff and landing (eVTOL) aircraft, made up of two firm orders and purchase rights for ten more. The deal builds on a 2022 letter of intent that covered up to 40 aircraft, and is aimed at routes in Southern Brazil.
The companies announced the agreement in a press release dated November 4, 2026, from Melbourne, Florida, published on the Embraer media center. According to the release, FlyBIS plans to deploy Eve’s eVTOL in Southern Brazil, initially linking destinations in the states of Santa Catarina and Rio Grande do Sul. The release does not disclose the value of the order or a delivery schedule.
The routes FlyBIS has in mind
The release names potential routes on the Santa Catarina coast, including Navegantes, Balneário Camboriú and Florianópolis, as well as tourism destinations in the mountain region of Rio Grande do Sul, including Gramado and Bento Gonçalves.
“This binding agreement is an important step in our relationship with FlyBIS,” said Johann Bordais, Chief Executive Officer of Eve. Bordais said Southern Brazil has high demand for urban air mobility connections because of its tourism and business activity.
“Signing this binding agreement represents a significant milestone for FlyBIS,” said Gustavo Zanettini, co-founder and Chief Executive Officer of FlyBIS. He cited Eve’s combination of aircraft, services and operational support as a strong foundation.
The two companies will keep working on the requirements for entry into service, including network planning, operational readiness, infrastructure and the integration of eVTOL services into the wider transportation system, according to the release. FlyBIS is also launching a strategic fundraising round to fund fleet acquisition, strategic partnerships and network expansion, the release says.
From a 40-aircraft letter of intent to two firm orders
Eve and FlyBIS first announced their partnership on December 8, 2022. In that release, Eve said it had signed a letter of intent with FlyBIS, which it described as an advanced air mobility startup based in Caxias do Sul, in southern Brazil, covering eVTOL operations in Brazil and South America and the purchase of up to 40 Eve eVTOL vehicles. FlyBIS was backed by Brave Aviation, whose fleet includes the Embraer Phenom 100, and said at the time that it aimed to deliver advanced air mobility (AAM) services to Brazil’s southern states as early as 2026.
The binding agreement covers up to 12 aircraft, against up to 40 in the 2022 letter of intent, and the November release does not say whether the rest of the earlier letter of intent remains in place. In the 2022 announcement, Eve said the FlyBIS aircraft were included in an order backlog of up to 2,770 eVTOLs. At the Farnborough International Airshow in July 2026, Eve gave its pre-order book as approximately 2,700 eVTOLs and listed two binding agreements with pre-delivery payments: up to 50 aircraft for Revo in Brazil and up to 50 aircraft for AirX in Japan, with AirX’s initial deployment in sightseeing and last-mile mobility beginning in 2029. The November release does not say whether the FlyBIS order includes pre-delivery payments.
Eve’s November release calls Brazil one of its most important markets, with two operators already committed and several others interested. AirPro News reported on Eve’s other 2026 commitments, including the Shearwater leasing letter of intent signed at Farnborough.
Where Eve’s flight test program stands
According to the November 4 release, Eve’s full-scale engineering prototype has completed more than 70 flights, including hover and low-speed phases. Transition-flight testing is progressing, including in-flight activation of the rear pusher propulsion system, as the aircraft moves toward wing-borne flight. AirPro News covered the first in-flight activation of the pusher propeller in August.
In its July 2026 release, Eve said the engineering prototype first flew in December 2025, that partial transition flights were planned for the summer with full transitions later in the year, and that production of six conforming prototypes would begin later in 2026.
On the regulatory side, the November release says that in September 2026, Brazil’s Ministry of Ports and Airports convened aviation authorities, government representatives and Eve to discuss certification, vertiport infrastructure, energy supply, operational safety, telecommunications and airspace integration. Eve, which says it is backed by Embraer’s 57-year aerospace history, is listed on the New York Stock Exchange (EVEX) and the São Paulo Stock Exchange (EVEB31).
Airlines Strategy
United Airlines Fleet Seen Flying: 1,060 Aircraft in the AirPro Atlas
AirPro Atlas data shows 1,060 United Airlines aircraft seen flying from October 9 to November 4, 2026, 82% of them Boeing jets.
This is original reporting and analysis by AirPro News.
More United Airlines aircraft were seen flying this autumn than those of any other US airline in the AirPro Atlas. Between October 9 and November 4, 2026, receivers in the ADSB.lol network picked up 1,060 individual aircraft flying with United flight numbers, ahead of American Airlines with 1,002 and Delta Air Lines with 957.
That puts United at number 1 of the 77 US airlines the Atlas follows, ranked by aircraft seen flying. Southwest Airlines (772) and SkyWest Airlines (517) complete the top five.
These figures are not United’s registered fleet or an official count. They are the aircraft that ADS-B receivers saw operating United flights during the period, among the airliner types the Atlas follows. Aircraft leased with their crews count for the airline whose flight numbers they fly, and regions with few receivers are undercounted.
A Boeing airline, built around the 737
Of the 1,060 aircraft, 869 were Boeing jets (82.0%) and 191 were Airbus jets (18.0%). No other manufacturer appears in United’s count.
The Boeing 737 family alone accounts for 592 aircraft, or 55.8% of everything seen flying for the airline. The four largest groups are all 737 variants: the 737 MAX 9 (149 aircraft), the 737-900 (146), the 737-800 (136) and the 737 MAX 8 (122). Another 38 were 737-700s.
United’s Airbus flying comes from the A320 family: 67 A321neos, 64 A319s and 60 A320s, 191 aircraft in all.
Widebodies and the 757
Widebody aircraft made up 220 of the total, or 20.8%. The Boeing 787 led with 86 aircraft (53 787-9s, 21 787-10s and 12 787-8s), followed by the 777 with 83 (61 777-200s and 22 777-300ERs) and the 767 with 51 (35 767-300s and 16 767-400s).
The Boeing 757 is still part of the picture: 57 were seen flying for United, 36 of them 757-200s and 21 the longer 757-300. In all, the Atlas counted 18 different aircraft types under United flight numbers.
Eight hubs, one alliance
Wikidata lists eight United hubs: Denver International Airport (DEN), Newark Liberty International Airport (EWR), Washington Dulles International Airport (IAD), George Bush Intercontinental Airport (IAH) in Houston, Los Angeles International Airport (LAX), Chicago O’Hare International Airport (ORD), San Francisco International Airport (SFO) and Antonio B. Won Pat International Airport (GUM) in Hagåtña, Guam. The airline, founded in 1926, flies under the callsign UNITED and is a member of Star Alliance.
AirPro News analysis
The count shows how much of United’s operation rests on a single aircraft family. With 592 of 1,060 aircraft seen flying, the 737 carries more than half of the airline’s activity in the Atlas, and the 737 MAX 9 is the most common type on its own.
The gap at the top of the US market is narrow: United’s 1,060 aircraft against American’s 1,002 and Delta’s 957, so the order could change in a later count as aircraft go in and out of maintenance. Widebodies, at 220 aircraft or 20.8%, are about one in five of the aircraft seen flying for United, and the 787 is the largest widebody group, ahead of the 777.
Explore United’s hubs and fleet on the AirPro Atlas.
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