>>64154939
be Italy, 1931
decides physics is optional if espresso is strong
Schneider Trophy meta unlocked: knife with wings, but on floats
Macchi bolts two V-12s together like a Warhammer kitbash (hi, Fiat AS.6), tunes it with witchcraft and oil of olives
M.C.72 yeets across the lagoon at ~700 km/h (1934)
headlines farmed, Duce points at sky: “see? FUTURE.”
How did F1-on-water become Fiat-on-goatpath?
Because record planes are parade peacocks, fleets are mule herds. The MC.72 was a one-off gremlin: two engines Siamese-twin’d, hand-filed prop blades, mechanics dunked in holy gasoline. Great for a trophy, terrible for conscripts, sand, and Tuesday. Meanwhile the Air Staff is high on Douhet: “bombers always get through, fighters are hall monitors.” Money funnels into sleek trimotors (ciao, SM.79), while fighters are for colonial policing—turn tight, land short, chase angry tribesmen. On paper, biplanes still make sense.
Industry? Magnificent designers, no Detroit. Lots of small shops, tiny runs, parts that don’t marry across factories. Radios optional. Constant-speed props show up fashionably late. Enclosed cockpits? PERCHANCE. Retracts work, sometimes. Repeat after me: standardization OP, Italy didn’t spec it.
Speed tax is paid in octane and metallurgy; Italy’s bank account says “ne bene.” Good liquid-cooled inlines are scarce; high-octane fuel scarcer. The licensed DB 601 that powers the excellent C.202 doesn’t arrive in quantity until ’41–’42. In 1940 the frontline is CR.42 Falco (king of turnfighters, serf of speed).
Add sanctions after Ethiopia, autarky cope, and procurement beauty pageants where every firm gets a ribbon. Result: a zoo of types, none massed, many behind. Europe wanted Hurricanes and 109s; Italy brought charm and paperwork.
