Alternate Warplanes of Nations

A military aviation parallel to the popular "Alternate Warships of Nations" thread.

• Please identify the country being represented and the origin of the plane itself.
• Provide some specifications and backstory please
• Dawn of history (if you can create a plausible backstory) to the present works - emphasis on 1900 - today.

Fokker G.1N - Norwegian Navy Jaeger

Fokker G.1N – Royal Norwegian Navy Air Service - Marinens Flyvevesen - 1939-1942

(Since I'm terrible with Graphics....)

The Dutch original form of Fokker G.1




A variant of the Fokker G.1 “Jachtkruiser” developed as a multirole hunter for the Royal Norwegian Navy Air Service. In simple terms it was a floatplane version of the G.1. There were twin pontoons attached by columnar pylons faired into the engine booms.

During the tumultuous year of 1938, the new Norwegian Defense Minister (Oberst) Rasmus Hatledal had pressed forward with a modest military modernization program. Modest was the operative term, as Norway had limited resources and a strong tradition of neutrality and the previous Defense Minister Frederick Monsen was a confirmed pacifist, and remained a force in Norwegian political life.

One of the many considerations evaluated was the war time vulnerability of the primary all weather airfields in southern Norway: Fornebu near Oslo, and Sola near Stavanger. Also considered was Norway’s extreme length and limited number of developed airfields in the northern 2/3’s of the country. It was felt that a multi-role floatplane might prove very useful if Norway were attacked. A plane with range, and maritime patrol and attack capabilities was needed. Also, the ability to function in a pinch as bomber interceptor was considered a plus.

There was also diplomatic concern being factored in. The Norwegians had aircraft manufacturing in-country, but not at the sophisticated level needed, so a foreign sourced plane was required. German, French and British planes were unlikely to be chosen for neutrality considerations. There was developing worry that the isolationist US might restrict sales to some countries in event of war. The Italian Caproni Ca.310 was strongly considered, as Norway had working relationship with the Italian government, and had bartered several thousand tons of dried Cod (Klippfisk) with them. The Ca.310’s performance in testing was lackluster, consequently it was not chosen. The Fokker G.1 was originally considered to be a bit of a reach for financial reasons and that it would have to be specially modified to Norwegian specifications. However, a proposed sale to the Spanish government fell through, and the Dutch & Fokker were happy to have an alternative buyer and they were able to reach an equitable agreement with the government of Norway.

12 Fokker G.1(N for Norway)’s were ordered in October 1938 for delivery by the following year. In addition to the plane being configured with floats, it also was modified to use US licensed Pratt & Whitney R-1830 Twin Wasp engines, generating 1050hp each, instead of the R-1535 Twin Wasp Junior. The additional horsepower was desired to offsets the drag from the pontoons. With the larger engines, the G.1N was able to carry an Italian made 900kg torpedo or a center mounted bomb. No provision for dive brakes. Also, with the maritime mission for the planes, the Norwegians had the armament reconfigured to 4 x 20mm nose mounted madsen autocannons, along with a tail mounted 7.92 Colt M/29 machine gun. If the torpedo was carried, the ammunition and fuel load was notably reduced.

The first 8 planes were delivered in August of 1939, and the last four units deliveries were delayed till March 1940. The performance was serviceable, but the drag from the pontoons was apparent. Six of the original eight planes participated in Norway’s defense against the German invasion on April 9, 1940.

General characteristics – Fokker G.1N
• Crew: 2
• Length: 10.87 m (35 ft 8 in)
• Wingspan: 17.16 m (56.29 ft)
• Wing area: 38.30 m² (412.26 ft²)
• Empty weight: 5,137 kg (11,330 lb)
• Loaded weight: 6,615kg (14,582 lb)
• Powerplant: 2 × Pratt & Whitney R-1830 fourteen-cylinder air-cooled two-row piston radial engine,
Performance
• Maximum speed: 427 km/h at 4,100m (265 mph)
• Range: 1,510 km (938 mi)
Armament
• 4 x 20mm Madsen autocannon
• 1× 7.9 mm (0.31 in) machine gun in rear turret

Fariey Fulmar Strike plane MK1, MK2 and Mk3

Overshadowed by its more glamourous Hanger mate the Supermarine Sea Spitfire the Fulmar Multirole Strike Aircraft played a vital role in defending the Royal Navy and convoys as well as being for most of the war the principle strike plane of the fleet.

Developed from the later cancelled P.4/34 Specification calling for a light dive bomber the Fulmar was initially chosen as a fleet defence fighter O8/38 Specification for the expanding Fleet Air Arm.

However with the successful introduction of the Vickers built Supermarine Sea Spitfire as the fleets main defence fighter in 1939 it had looked like a certanty that the Fulmar Fighter would be canned and orders limited.

Fairey however pushed on with the design and modified it as a Dive bomber a relatively easy task given its pedegree.

Easily able to carry an equivilent bomb load to the Blackburn Skua and with Twice the range and much greater performance it was chosen as a replacement and by late 1939 it had replaced the Blackburn Skua in front line fleet service.

This was a boon to the Royal Navy as it gave the fleet a second useful fighter which despite its poor performance relative to other single engined types of the day was to prove more than able to hold its own during the early war battles in the Med.

In 1940 the Mk1 gave way to the Mk2 with a more powerful 1300 HP engine improved range - 4 x .50 cal MGs and capable of carrying a 1000 pound bomb.

This Aircraft along with the Mk2 Sea Spitfire allowed the Royal Navy's carriers to operate in the Littorial evironment of the central Med that should on paper have been denied them and with its .50 cal guns was more than capable of dealing with the 3 Engined Italian bombers that had so concerned the Admiralty Pre War.

Indeed between 1940 and 1943 half of all Italian Bomber losses in this area had been to mk2 Fulmars.

Mk1 and Mk2 Fulmars operated by RAF in Malta provided the back bone of the Islands defence throughout most of 1941

By the time the war started in 1940 the admiralty was a little disappointed in the Swordfish replacement the Fairey Albacore and so using a Mk2 Fulmar airframe and the new 1700 HP RR Griffon engine - trails began to see if it could be modified as a torpedo plane.

The trials were a sucess and with mounting delays to the Fulmars expected replacment, the Fairey Firefly, the Mk3 was ordered as a 'multirole' strike plane "as an interim measure" after the bombing of Fairey Aviations factory at Ringway in late 1940 which seriously impacted planned procution of both more Albacores and the planned Barracuda

Eventually 750 of this interim measure aircraft would be built and would form the backbone of the fleets carrier wings.

This aircraft armed with 4 Hispanio 20mm cannon and capable of speeds of over 300 MPH (clean) and also able to operate in the Torpedo, Dive Bomber, Recon and escort fighter role replaced both the Albacore and earlier Fulmars on Fleet carriers by the end of 1941 and on the Light fleet carriers by the end of 42.

Fulmar Mk3s were part of Force Zs Strike wing agaisnt Japanese landing fleets during the Malaya campaign in Dec 41 and aircraft operating from Ark Royal and Formidable sank 7 transports and 3 destroyers and well as damaging several crusiers as well as providing medium altitude cover for Admiral Phillips Fleet between 9th and 14th Dec when large numbers of Japanese Air based bombers attempted to attack the fleet.

Force Z later went on to become the core of a Multinational task group officially called ABDA but in practice remained Force Z that inflicted serious losses on the IJN in 1942 as the Japanese invaded DEI (Force Z Eventually had to withdraw as the Japanese sent 4 Fleet Carriers after them)

16 Fulmar Mk3s operating from the Light Fleet carrier HMCS Warrior sank the Japanese Carrier Taiho hitting her with 2000 Pound semi armour peircing bombs during the Battle of South China Sea in Sept 44

The type served in this capacity until 1944 when the much delayed Firefly Multi role strike plane entered service replacing it in all roles except that of fleet night fighter which many Mk3s were adapted to for service in the Far East - being equipped with an Air Interception Radar

These Aircraft were instrmental in giving warning to the BPF and US Navy units of approching waves of kamikaze aircraft during Operation Iceburg and the savage and the drawn out Operation Downfall.

Eventually they were phased out by the 2 seater version of the Sea Hornet Multi role Strike Plane that reached the fleet at the end of the Japanese campaign.

Mk III Fulmar Multirole Strike Plane

Crew: Two
Length: 40 ft 2 in (12.25 m)
Wingspan: 46 ft 4¼ in (14.13 m)
Height: 14 ft 0 in (4.27 m)
Wing area: 342 ft² (32 m²)
Empty weight: 7,015 lb (3,182 kg)
Loaded weight: 9,672 lb (4,387 kg)
Max. takeoff weight: 11,200 lb (5,081 kg)
Powerplant: 1 × Rolls-Royce Griffon IIB liquid-cooled V12 engine, 1,730 hp (1,290 kW)
Maximum speed: 306 mph (266 kn, 492 km/h) at 10,000 ft (3,280 m)
Range: 780 mi (1,255 km)
Service ceiling: 27,200 ft (8,300 m)
Wing loading: 28 lb/ft² (137 kg/m²)
Guns: 4 × 20 mm Hispano-Suiza HS.404 cannons
Rockets: 8 × RP-3 "60 lb" rockets
Bombs: 2 × 1,000 lb (454 kg) bombs under wings Or 1 X 2,000 lb (908 KG) bomb on Centre line or 1 × 1,620 lb (735 kg) aerial torpedo or 4× 450 lb (205 kg) depth charges

A Mk3 Fulmar pulls up after Conducting a 'Torpedo attack' on one of HMS Illustrious's Escorts during training before Operation Torch

Folland Genesis

H.P. Folland bought the designs he had drawn at Gloster and began to develop his fighter first with a proprietary Pratt and Whitney R-1830 engine. The Air Ministry was at first enraged and reluctant to lend support or encouragement but when foreign buyers appeared, their aversion was mollified. Merlins appeared on his doorstep, and were fitted. People with lots of stripes on their sleeve dropped in for tea, and suggested that the a/c would look nice with a hook. In time, many companies were subcontracting Folland aircraft sub-components, and Rolls Royce was avidly promoting a Griffon on the nose. Bristol provided the Hercules 18 as well. Canadian and Australian production ensued. Even Gloster began production.

In the end, Britain won the war.

Just Leo said:

H.P. Folland bought the designs he had drawn at Gloster and began to develop his fighter first with a proprietary Pratt and Whitney R-1830 engine. The Air Ministry was at first enraged and reluctant to lend support or encouragement but when foreign buyers appeared, their aversion was mollified. Merlins appeared on his doorstep, and were fitted. People with lots of stripes on their sleeve dropped in for tea, and suggested that the a/c would look nice with a hook. In time, many companies were subcontracting Folland aircraft sub-components, and Rolls Royce was avidly promoting a Griffon on the nose. Bristol provided the Hercules 18 as well. Canadian and Australian production ensued. Even Gloster began production.

In the end, Britain won the war.

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I just love stories with happy endings

The Kongeørn 1905-1910



(In 1905, the Norwegian Parliament dissolves the Union with Sweden. OTL, this separation was peaceful, if seasoned with considerable tension.)

The Kongeørn was built designed by the French engineer Mutin Godard in 1905 and assembled in Norway at the Karljohansvern naval base in Horten. It’s original mission was to patrol Norway’s borders and coastal areas as part of the Royal Norwegian Naval Air Service. Later, it became an icon of progressiveness for Norway. The non-rigid airship served capably for five years, participating in polar exploration, scientific study, and several search and rescue missions, before being lost at sea near Spitsbergen.

The Kongeørn – specs

• Length – 185’/56m
• Diameter of Envelope – 52’/16m
• Volume – 272,00 cu ft – Hydrogen
• Crew – 5
• 3x 80 hp internal combustion engines driving 2 props

The Grumman Wildcatfish:

With apologies to Cry Havoc! I am away from my references so I have borrowed from you !

Developed from the later cancelled P.4/34 Specification calling for a light dive bomber the Fulmar was initially chosen as a fleet defence fighter O8/38 Specification for the expanding Fleet Air Arm.

However with the successful introduction of the Vickers built Supermarine Sea Spitfire as the fleets main defence fighter in 1939 it had looked like a certanty that the Fulmar Fighter would be canned and orders limited.

Fairey however pushed on with the design keeping the original wings span so as to maximise the pay load and modified it as a dedicated torepedo bomber, a relatively easy task given its pedegree. This gave thwe Navy a Dilema as Faireys had a prototype flying before the specification for the Albicore's replacement had beeen issued (that aircraft became the Barracuda) Because the P,4/34 had been built for two crew only and was being designed as a dedicated torepedo plane it was much lighter tha the designs required to the fill the Torepedo/bomber/reconninces-maid of all work and master of none that the Air Ministry would later specify. Upon demonstation of their new aircraft such was the pressure from the flightdeck to have this aircraft that the first squadron was formed in August 1940 (same time frame as the OTL Fulmar) and as a result Albecore production never commences.

Martin 167AA-2 Attaque


Graphic borrowed from http://www.1940lafrancecontinue.org

After blunting the German assault against northern France during May and June 1940, the Armée de l'Air had identified the need for additional ground attack aircraft. Timing was an issue, as the French light bomber force has suffered great losses during the early phases of the German attack. Also, it was clear that doctrine needed to adapt and additional aircraft were needed that could provide close air support to French ground forces. Additional orders were placed with Breguet for more 693 series aircraft, in part to replace heavy losses, and to modify the design in light of experience. However, those replacements would not be coming soon enough to help the situation in the summer of 1940

One of the planes that had proved very useful in the early days of the Battle of France was the Glenn Martin model 167. It was quick, maneuverable, and sturdy. Their losses in combat had been significantly less than comparable French bombers. The Armée de l'Air was scrambling to fill the perceived need for additional ground attack aircraft, so 48 of the surviving “Glenns” were quickly adapted to fill the void.

The glass panels in the bombardier nose were removed and covered with duralumin skin. Four Hispano-Suiza 20mm guns were mounted in the nose, along with two more .30 FN-Browning MG in the wings, for a total of six and the prior dorsal turret mounted .30 FN-Browning.

For an airplane that was originally purchased as an expedient “plan B”, the “Glenns” had proved surprisingly useful. This trend continued to work with the dedicated attack form. "La Salamandre" (as they were called) provided much needed firepower and proved to be very survivable in combat.

The design was successful enough where an additional 600 were ordered. La Salamandre served with Armée de l'Air from 1940 through the war in a variety of capacities and theaters, and later soldiered on in colonial wars till the early 1950's.

Specs:

• Crew – 2
• Length – 47’/14.2 m
• Wingspan – 61’/18.7 m
• Empty Weight – 11,000 lbs/4,990 kg
• Loaded Weight – 17,200 lbs/7,711 kg

• Engines - 2 x Wright R-1820 Cyclone 9
• Max Speed – 300 mph/483 kph
• Cruise Speed – 248 mph/399 km/h
• Range - 1,300 miles/2,100 km
• Service Ceiling – 29,500’/8,991 m
• Rate of climb – 2,350’/min (12 m/s)

• 4 x 20mm Hispano-Suiza HS.404 autocannon
• 7 x .30 FN-Browning MG
• Bombs – 1,100 lbs/500 kg

Driftless said:

Martin 167AA-2 Attaque

Graphic borrowed from http://www.1940lafrancecontinue.org

After blunting the German assault against northern France during May and June 1940, the Armée de l'Air had identified the need for additional ground attack aircraft. Timing was an issue, as the French light bomber force has suffered great losses during the early phases of the German attack. Also, it was clear that doctrine needed to adapt and additional aircraft were needed that could provide close air support to French ground forces. Additional orders were placed with Breguet for more 693 series aircraft, in part to replace heavy losses, and to modify the design in light of experience. However, those replacements would not be coming soon enough to help the situation in the summer of 1940

One of the planes that had proved very useful in the early days of the Battle of France was the Glenn Martin model 167. It was quick, maneuverable, and sturdy. Their losses in combat had been significantly less than comparable French bombers. The Armée de l'Air was scrambling to fill the perceived need for additional ground attack aircraft, so 48 of the surviving “Glenns” were quickly adapted to fill the void.

The glass panels in the bombardier nose were removed and covered with duralumin skin. Four Hispano-Suiza 20mm guns were mounted in the nose, along with two more .30 FN-Browning MG in the wings, for a total of six and the prior dorsal turret mounted .30 FN-Browning.

For an airplane that was originally purchased as an expedient “plan B”, the “Glenns” had proved surprisingly useful. This trend continued to work with the dedicated attack form. "La Salamandre" (as they were called) provided much needed firepower and proved to be very survivable in combat.

The design was successful enough where an additional 600 were ordered. La Salamandre served with Armée de l'Air from 1940 through the war in a variety of capacities and theaters, and later soldiered on in colonial wars till the early 1950's.

Specs:

• Crew – 2
• Length – 47’/14.2 m
• Wingspan – 61’/18.7 m
• Empty Weight – 11,000 lbs/4,990 kg
• Loaded Weight – 17,200 lbs/7,711 kg

• Engines - 2 x Wright R-1820 Cyclone 9
• Max Speed – 300 mph/483 kph
• Cruise Speed – 248 mph/399 km/h
• Range - 1,300 miles/2,100 km
• Service Ceiling – 29,500’/8,991 m
• Rate of climb – 2,350’/min (12 m/s)

• 4 x 20mm Hispano-Suiza HS.404 autocannon
• 7 x .30 FN-Browning MG
• Bombs – 1,100 lbs/500 kg

Click to expand...

Outstanding...

TSR2 in the colours of 1sqn RAAF.

The F-111B:

Amiot 102 – French Attack plane – 1942-1946



Even though France had blunted the attack by German forces in May & June 1940; the Armee l ’Air was in desperate need of additional aircraft, particularly for close air support. Some stop-gap measures had been put into action during that difficult summer: a few Glenn Martin 167’s were field-converted to 20mm autocannon armed gunships, and additional Breguet 693 series planes with modifications were on order.

It was decided that a third option was needed: a plane that could serve in the ground attack role, and serve in a pinch as a bomber interceptor. From late 1939, the CAPRA/MANTRA design group had been analyzing and preparing preliminary design sketches for such a plane.

The design combinations were technically sophisticated and quite ambitious, featuring one or two Hispano-Suiza 12Y inline engines mounted in tandem, with considerations for RR Merlins or Griffons as alternatives. The initial design studies toyed with various armament configurations ranging from Machine Guns to 40mm Bofors to banks of rockets.

Given the dramatic and immediate need for effective aircraft in November 1940, the decision was made to go with a comparatively less exotic combination of features: a single Packard manufactured Rolls-Royce Merlin engine and armament would consist of the proven combination of 4 x 20mm Hispano autocannons, with 4 x .30 FN Brownings in the wing roots and booms. Two hard points were built into each wing. The plane was to be single place.

Manufacture was carried out by Amiot, and the first prototypes arrived in June 1941. Testing went well and the first production models were available in September of 1942.

Specs:

• Length – 40’/12.3 m
• Wingspan – 49’/15 m
• Engine – 1 x Packard/RR Merlin V-1650-1 (Mk XX)
• Speed – 325 mph/ 525 km/h
• Armament – 4 x 20mm Hispano Suiza HS.404 Autocannon, 4 x .30 FN-Browning MG’Seth:

Later variants used the Hispano-Suiza 24Z (V-24) engine,

The raw material came from the French site:http://aerophile.over-blog.com/article-capra-matra-100-et-110-63334828.html

I'll make some posts in here, although they're mostly going to be post-World War II.

There should be one for alternate commercial and civilian aircraft too.

Hawker-Siddeley (Blackburn) P.150/Buccaneer S.3



General characteristics

Crew: 2 (Pilot and Observer)
Length: 68 ft 5 in (20.85 m)
Wingspan: 44 ft (13.41 m)
Height: 16 ft 3 in (4.97 m)
Empty weight: 37,000 lb (16,780 kg)
Loaded weight: 69,000 lb (31,200 kg)
Powerplant: 2 × Rolls-Royce Spey Mk 101 turbofans, 11,100 lbf (49 kN) each with reheat

Performance

Maximum speed: 1,381 mph (1,200 kn, 2,223 km/h) at 200 ft (60 m)
Range: 2,300 mi (2,000 nmi, 3,700 km)

Armament

Guns: None
Hardpoints: 4 × under-wing pylon stations & 1 × internal rotating bomb bay with a capacity of 16,000 lb (7,258 kg) and provisions to carry combinations of: Rockets: 4 × Matra rocket pods with 18× SNEB 68 mm rockets each
Missiles: 2× AIM-9 Sidewinders for self-defence or 2× AS-37 Martel missiles or 4× Sea Eagle missile
Bombs: Various unguided bombs, Laser-guided bombs, as well as the Red Beard or WE.177 tactical nuclear bombs
Other: AN/ALQ-101 ECM protection pod, AN/AAS-33 DRS (Detecting and Ranging Set, Ferranti inertial navigation system, Buddy refuelling pack or Drop tanks for extended range/loitering time

Click to expand...

Following the cancellation of the TSR-2 development programme in 1965 the RAF required a replacement aircraft, after much debate the choice was between the proposed domestic Hawker-Siddeley P.150 and the American F-111 with the F-111K being finally selected and an initial order placed in 1966. By 1968 though a combination of devaluing sterling, slipping delivery dates, rising costs and major problems encountered by the Australian military with their F-111C models saw the F-111K order cancelled, thankfully not at full cost thanks to the careful insertion of delivery and cost penalty clauses in the contracts. Faced with being back at square one in the search for a TSR-2 replacement the supporters of the domestic option seized their chance and pressed for the development of the already flying Blackburn Buccaneer into a new P.150 supersonic model and won the day.

The P.150, later rechristened the Buccaneer S.3, was a Buccaneer S.2 with the airframe being lengthened by five feet, four-wheel bogies on the main landing gear, removal of folding wing ability, a new thin wing and improved Spey engines with reheat capability giving it a top speed of Mach 1.8. Other improvements included a complete update of the aircrafts avionics, installation of a new state of the art Ferranti inertial navigation system and utilisation of as many sub-systems developed for the TSR-2 as possible. Later developments also included installation of the American TRAM (Target Recognition and Attack Multi-Sensor) gyroscopically stabilized turrets containing FLIR (Forward Looking Infrared) bore-sights and a laser spot-tracker/designator representing a major step forward in capability. As well as improving reconnaissance/imaging ability it also gave the aircraft the ability to designate and drop their own laser guided munitions, a capability that they put to great use in the Gulf War where they provided sterling service.

I'll likely be posting in here in the near future.

The "Maltese Falcon" (1914 Burgess Dunne floatplane)



During WW1, the island of Malta was a comparative quiet zone - from fighting standpoint, so first line equipment was sometimes hard to come by.

Lt. G D'arcy Cheesewright RN - HMS Phoenicia (Manoel Island Malta), won a somewhat weather-worn Burgess Dunne floatplane in a side bet on a local donkey race. Alcohol was rumored to have been involved in the affair. Lt. Cheesewright, emerging from the morning after hangover, realized he was not an aviator.... He was able to persuade the base commander to have the Royal Navy acquire the aircraft for observation work around the islands. Lt's Cheesewright & George "Boko" Fittlesworth was designated as pilots, even though neither had formal flight training. Alcohol was rumored to have been involved with their selection. At least Boko Fittlesworth had ridden as a passenger in a plane, making him the resident expert.

The plane & pilot survived the first flight up the shoreline. One ground-bound observer described the epic as: "the plane rose into the sky and soared around the harbor like a falcon, a Maltese Falcon....", before toasting the intrepid aviator with a gin & tonic. And so the plane was christened

A six month delay in the launching of Operation Overlord contributes to the failure of the Western Allies fail to break out of the Normandy beachheads until late 1945, resulting in the Red Army liberating all of Europe up to the Seine.

With the onset of the Cold War, the Soviet-backed Dutch Democratic Republic is supplied with the MiG-15bis in the winter of 1952 in an effort to shore up the Communist Bloc's air defense assets in northern Europe.

When the F-14 Tomcat proves to complex and too expensive the US Navy goes with an upgrade to the tried and true F-4 Phantom:

Name: Dol-pung (Fierce Wind) Hyundai-477

Specs:
Crew – 2
Length – 47’/14.2 m
Wingspan – 61’/18.7 m
Empty Weight – 10,120 lbs/4,590 kg
Loaded Weight – 14,200 lbs/6.441 kg
Engines - 2 x Daewoo Precision A-1 turbojet, 5,200 lbf (23.1 kN)
Max Speed – 550 mph/885 kph
Cruise Speed – 400 mph/644 km/h
Range - 1,000 miles/1,609 km
Service Ceiling – 40,500’/12,344 m
Rate of climb: 5,700 ft/min (29.0 m/s)
4 × 20 mm (.79 in) Hyundai K-2 cannons (200 rpg)
Rockets: 40 × "40 lb" (18 kg) unguided rockets
Bombs: 5 × 400 lb (181 kg) bombs

After the end of WWII in the Pacific theatre, hundreds of Japanese fighter planes were left in Korea. Some of them included experimental jet planes that were to be produced during the later years of the war but later abandoned. The Dol-pung, based on the Japanese Nakajima K-201 design, incorporated the swept-wing after the war and saw production from July 1947(hence its name, 477). With consideration to the fact that its ancestor is the legendary Messerschmitt Me 262, the Dol-pung was much less stellar. Constantly hampered by bad aerodynamics, the plane had to continuously go through revisions deep into the 1950s. Even then its quality was not up to global standards and became known as a "gas-chugger". However, due to its extremely simple design, relatively heavy armament, cheap cost and simple training, the plane became a favourite by newly born Arab and African third-world nations. Especially for the Gulf states, the plane was the best that was available as these nations did not need to worry about running out of fuel. By the 1970s the largest buyer was the Arab Republic of Egypt, who had acquired 100 Hyundai-477s from 1955 to 1971. Another major buyer was its competitor, Saudi Arabia, of 88 Hyundai-477s to 1970. Both sides began to exponentially ramp up their number of planes during the Second Arab War, or the Saudi-Egyptian War, over a 23-month period: with ground war unfeasible, both nations began to turn to air superiority. Through this process Republic of Korea began to see jet planes as a good source of foreign capital and started to design better, cheaper jet fighters over the years. By 1979 when production finally ceased, Korea had reached the 10,000 mark, with most of the units being exported to Arab nations. The countries who acquired Hyundai-477s are as follows: Syria, Lebanon, Jordan, Iraq, Iran, Saudi Arabia, UAE, South Yemen, Oman, Egypt, Sudan, Libya, Algeria, Tunisia, Morocco, Nigeria, Indonesia, Venezuela, Gabon, Soviet Union, and Cuba.