AVIALINKERAircraft Market Intelligence
Professional, maintenance-adjusted CMV appraisal for the 767-300ER in under 60 seconds. ETOPS-qualified, P2F conversion-aware valuation. Calibrated against Q2 2026 market references.
FREE indicative CMV — no registration required • Full reports from EUR 57
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The 767-300ER occupies a distinctive niche in the widebody market: thin long-haul routes that a 777 or A330 cannot serve economically, and transatlantic capacity that the 737 family cannot reach. Production ceased, which means a fixed and slowly declining in-service fleet — a dynamic that supports residual values for well-maintained units. The 767-300 freighter conversion market (BCF programme and IAI Bedek) continues to generate strong demand for passenger-variant feedstock, establishing a structural floor under mid-life valuations.
For 767-300ER passenger aircraft below approximately 20 years of age with cycle status compatible with freighter conversion, the P2F conversion economics create a value floor that is independent of passenger market conditions. A unit available for USD 12M that has 60,000+ cycles remaining on its airframe is worth significantly more to a freighter conversion buyer than its passenger-market CMV implies. Our valuation model explicitly captures this dynamic for eligible units.
The 767-300ER value picture is more complex than most narrowbodies: two parallel markets (passenger and potential freighter conversion) set competing floors and ceilings depending on the unit's specific characteristics.
The CF6-80C2 (GE) historically commands a modest liquidity premium due to wider operator base and broader MRO network. PW4062 aircraft are viable but have a narrower lessor preference pool. Engine shop visit timing and LLP status dominate over variant preference for specific transactions.
ETOPS-180 or 207 qualification is a material value driver for passenger variants operating transatlantic or transpacific thin routes. Non-ETOPS aircraft command a discount on lessee pool and residual value, particularly as retirement nears.
Damage-size-of-openings (DSO) limits and total accumulated cycles are the dominant P2F eligibility criteria. High-cycle airframes (above 60,000–65,000 cycles) typically lose P2F conversion eligibility, which removes the conversion floor from their valuation.
Main landing gear overhaul timing and LLP remaining cycles contribute meaningfully to the maintenance-adjusted CMV. A recently overhauled gear set adds premium; a unit approaching gear overhaul limits requires corresponding discount.
Split Scimitar Winglets (SSW) improve fuel burn by approximately 1.5–2% and are valued positively by operators and lessees. Blended winglets (older generation) command a smaller premium. Non-winglet aircraft attract a discount on operating economics-sensitive transactions.
Uninterrupted records from delivery are critical for 767-300ER, especially for P2F conversion candidates where Boeing requires complete back-to-birth documentation. Any records gap materially affects conversion eligibility and therefore realisable value.
All reports generated in under 60 seconds and delivered by email as a PDF. P2F conversion floor analysis included for eligible units in the ANALYSIS tier.