The real problem with 767 is that its cross section is inefficient for...freight.
Is it though?
Seems that way to me, although it's hard to get side by side numbers.http://brinkley.cc/AC/b762f.htmhttps://www.bringeraircargo.com/aircraf ... a330-200f/
767s sell largely because they are cheap to acquire and because the infrastructure is already set up to deal with them, not because of their efficiency IMO.
The 767s might not be all that low-margin (the commercial ones going to UPS and FedEx, anyway). Boeing significantly lowered the unit costs with the new FAL and the line is now at full rate.
Or they might be low-margin because Boeing needed the gap fillers till it could get to what it thought would be the high margin KC-46s, and once the low gap filling price was established the customers weren't willing to pay more. I doubt they are losing money on them, but also I doubt they're making a lot. The cash cow was supposed to be the tankers, yet these are suffering from cost overruns, penalties and customer hold backs due to missing or defective features.
Regardless of their margin, they're still going to be cheaper in terms of Average Sales Price than a 787-8 freighter (new-build or converted) and a 787-8 freighter is not going to easily fit into the infrastructure of major 767 operators like UPS, FedEx and Amazon.
Correct. It's another aspect of why Boeing would spend the $$$ to put a new wing on the 767. The plane already is efficient in terms of airfield parking, and adding a new wing is going to be very expensive just for few percent gain in fuel burn so it's hard to see how it would pay off.