According to Boeing's orders and deliveries data on their website, MH took delivery of 19 747-400s. Only the first 2 had GE engines (one delivered in 1990 and one in 1991). Then they switched to P&W for their last 17 744s delivered between 1992 and 2002.
Would you have any reason for the switch? Are MH using the most powerful version of the P&W 4000 available on 744s?
Sorry, can't answer those questions. I also note that MH uses P&W engines on their A330s. I'm just guessing that they may have ordered those first 2 744s before the A330s and when they decided on P&W for those they may then have switched to P&W for future 744s for increased commonality and only having to deal with one parts supplier etc. Someone else may have more background.
WunalaYann From Australia, joined Mar 2005, 2839 posts, RR: 23
Reply 8, posted (6 years 10 months 2 weeks 3 days 22 hours ago) and read 3991 times:
I thank you all for your great input, it is very useful.
I see that TG is quite adept at switching manufacturers midway through the delivery of an aircraft type. And considering they have virtually every single widebody on their fleet, that makes for a bit of a patchwork.
Viscount724 From Switzerland, joined Oct 2006, 27476 posts, RR: 22
Reply 16, posted (6 years 10 months 2 weeks 3 days 2 hours ago) and read 3609 times:
Quoting Viscount724 (Reply 15): Quoting QF744ER (Reply 9):
MH actually had 4 GE powered B744's.
Two must have been leased or acquired from a source other than Boeing. They only took delivery of 2 GE 744s from Boeing (or their orders and delivery data is wrong).
Just correcting above after checking the Boeing website again. They actually did take delivery of 4 GE-powered 744s from Boeing. Two were 744-400M combis and I was only looking at the all-passenger listing.