Fedex Express still flies a significant fleet of 85 Boeing 757 freighters. All of these jets are conversions, having previously served as passenger aircraft. As such, they are all at least 27 years old. FedEx has begun retiring some of these aircraft, but will continue to operate them for years to come.

Discover below more about FedEx’s 757 fleet and why it continues to have a place within the cargo carrier’s profitable operations. We then close with some thoughts on the likely future of the FedEx fleet, driven by the 767 and 777F.

FedEx’s 757 Fleet

FedEx currently has a fleet of 85 Boeing 757s. These are all the cargo variants of the 757-200. The vast majority of them are active, although 18 are currently in storage and a further four are undergoing maintenance. These aircraft range in age from almost 43 years to over 27 years. Aircraft of such an age are usually expected to retire. Yet, just two aircraft have scheduled retirement dates. Both N971FD (30.88 years old, procured from Britannia Airways) and N961FD (34.16 years old, procured from TAESA) will retire this month.

The table below includes information from ch-aviation on the five oldest and five youngest Boeing 757 currently in the FedEx Express fleet:

One immediately noticeable attribute of these aircraft is their wide range of delivery customers worldwide. Examples include Monarch Airlines, Delta Air Lines, LTU SUD, Air 2000, Air Europa, and Odyssey International. This suggests that FedEx believes its 757-200s are commercially viable, whereas many other carriers, usually owning them as passenger aircraft, have reached different conclusions.

757-200F Overview

The cargo variant of the 757-200 came into service in 1987. The launch operator was UPS Airlines. However, the 757 freighter operated by FedEx is actually the 757-200SF, a freighter conversion. These jets first entered service in 2001 after a former British Airways 757 was converted at Boeing’s Wichita site. To convert these passenger aircraft into freighters, the manufacturer removes passenger amenities, reinforces the main deck structure, installs cargo-handling flooring, and installs a port-side cargo door. Most of FedEx’s 757s came into its ownership following a $2.6 billion announcement in 2016 to acquire 80 converted 757s. These aircraft were set to replace the retiring 727 fleet. FedEx claimed the switch delivered substantial reductions in noise pollution and a 25% reduction in operating costs.

The table below shows key specifications for the Boeing 757-200F according to a PDF released by Boeing:

When compared with its contemporaries, the 757-200F has a better range and payload than the Boeing 727-200F and -100F, a slightly better payload than the 707-320C (but a lower range), and a comparable range but lower payload than the DC-8-63F. Its payload is also better organized than that of the 707-320C, with space for two additional pallets.

Why Does The Boeing 757 Fit FedEx’s Needs?

The Boeing 757 is a classic case of an aircraft that outlived its cost-effectiveness in passenger operations, but continues to have significant utility for cargo firms like FedEx. While it may not match the low operating cost of modern airliners, pre-owned and converted 757s will have a significantly lower purchasing cost. This is less likely to be offset by low operating costs as cargo aircraft spend less time in the air than passenger jets.

The aircraft is also ideal for the US market that FedEx seeks to capture. The jet has powerful engines that make 757s, particularly when lightly loaded, capable of taking off from short and high altitude runways. Further flexibility is added by its narrowbody nature, allowing operations from smaller airports while maintaining a respectable range. The takeoff run can be as little as 6,900 ft (2,100 m) when at the jet’s maximum takeoff weight at sea level. Meanwhile, when departing from Los Angeles, the jet can reach destinations such as Montreal, Anchorage, and Panama City.

FedEx After The 757

As FedEx’s 757s reach the end of their operational life, the company may simply retire them rather than seek an alternative narrowbody cargo aircraft. This has happened already to 22 FedEx Boeing 757s, which were phased out in summer 2024. The retirements also included seven related engines. This represented a fifth of FedEx’s 757 fleet at the time. Announced alongside the carrier’s fourth-quarter earnings, the decision reflected a slip in operating profits of 53.2% year-on-year. The retirements resulted in non-cash impairment charge of $157 million ($0.48 per diluted share). These retirements were part of a broader retirement plan that included nine MD-11Fs, intended to downsize the fleet to match changing demand in the freight industry while also modernizing the existing fleet. A further two 757 freighter retirements occurred at the year’s end.

John Dietrich, FedEx’s Chief Financial Officer, explained: “This reflects our strategy to continue to right-size our air network capacity with demand and unlock additional operating efficiencies.” The right-sizing impetus comes from customers seeking lower-cost services for their freight needs and from a market with growing capacity but steady demand. FedEx’s profits have also suffered from losing critical contracts, including being replaced by UPS as the primary air cargo provider for the United States Postal Service (USPS).

Cuts have moved beyond aircraft to include staff as the freight carrier looks for further efficiencies. In 2023, FedEx suggested that its pilots seek opportunities with American Airlines’ regional carrier PSA. In Europe, the company has let go of 3-4% of its employees.

The Jets Set To Modernize FedEx

Much of FedEx’s modernization is set to come from widebody aircraft, specifically the 777F. Delivery is expected in 2026. An order for eight 777Fs was placed in March 2025, likely accounting for 25-30% of Boeing’s 777F orders in 2025.

Like every US passenger carrier, FedEx’s order sheet is notable for its absence of the heavily delayed 777X freighter. This variant will likely follow behind the passenger 777X. Should FedEx decide to order the 777X, it will be fascinating to see if the modern aircraft can address the inefficiencies that led the carrier to retire its 747 freighters.

The table below shows the key specifications for the Boeing 777F:

Another aircraft set to modernize FedEx’s fleet is the Boeing 767-300F, with deliveries expected to continue until the end of 2026 or beyond. The 767 is a familiar airframe for FedEx, as it currently operates 150 of them and is the world’s largest 767-300F operator. David J. Bronczek, President and CEO of FedEx Express, said when announcing the 767-300F’s entry into the fleet in 2011: « FedEx Express is excited to be adding the Boeing 767-300F to its fleet as part of its ongoing fleet renewal program. We look forward to extending our outstanding partnership with GE as their engines power these aircraft in the years to come. »

The McDonnell Douglas MD-11: Another Freighter FedEx Is Hanging On To

The Boeing 757 is far from the only antique freighter still operating in FedEx’s fleet. The McDonnell Douglas MD-11 emerged in the early 1990s as a long-range widebody aircraft to follow the DC-10. This jet lacked success in passenger operations, but has found longevity in the freight market. Over 70 such aircraft have been operated by FedEx over the years, used for long-haul transatlantic and transpacific operations.

Like the 757-200 freighter, the MD-11 can’t match modern alternatives for fuel burn and other efficiency metrics. However, it effectively combines capacity, volume, and range, allowing it to offer a competitive cost-per-ton. Its capacity is also suitable for long, and « thin » routes that do not make sense for newer and higher-capacity aircraft.

It is also important to note that neither the MD-11 nor the 757 freighters are still flown in their base configuration. Both aircraft will have received substantial upgrades over the years, modernizing avionics and navigational systems. Such developments are essential for FedEx to remain compliant with the never-ending changes to the regulatory environment.