Resuelto por @IloveiAinosg via twitter…
Llevaba varios días queriendo completar esta entrada y por fin hoy me he decidido… malditos días de 24 horas… no da tiempo a nada jjeje…
Os hablo del enigma en cuestión…
1) 132 días después del día de la imagen… LA BATALLA DE DRESDE
La batalla tuvo lugar entre los días 26 y 27 de agosto de 1813, con la victoria de Napoleón sobre la sexta coalición… aunque días más tarde serían derrotados en Kulm.
Tenemos dos incógnitas aquí… vayamos por partes. Primero la fecha anterior, sería el 26 de agosto (fecha de inicio de la batalla) de 1813, le sumamos los años que nos dice en la anterior y obtenemos:
-1813 + 132 = 1945… 26 de agosto del año 1945 es la fecha de cuando llega la máquina. 11 días antes sería el 15 de agosto de 1945… ¿un país se rindió? En el año 45 es sabido por todos que el mundo se encontraba en plena guerra mundial… vamos a hacer una búsqueda:
Caray… el primer resultado… está claro, ¿no?
|tumba de Thomas McGuire|
El legendario piloto “As” de misiones de reconocimiento de la RAF, el comandante Adrian Warburton, fue el piloto de un F-5B tomado prestado de la USAAF, que despegó el 12 de abril de 1944 para tomar fotografías de objetivos estratégicos de Alemania. El comandante Warburton falló en llegar al punto de reunión y nunca se le vio de nuevo. En 2003, sus restos fueron recuperados en Alemania de un F-5B Lightning averiado, perteneciente a la USAAF.
Un P-38 pilotado por Clay Tice fue la primera aeronave estadounidense en aterrizar en Japón después del VJ-Day, cuando él y su compañero de formación bajaron a Nitagahara debido a que éste se encontraba con poco combustible.
ARMY AIR FORCES
26 August 1945
The following is a statement of Lt. Col. CLAY TICE, JR., 0-421355, Commanding Officer, 49th Fighter Group, in regard to the emergency landing on the Japanese homeland on 25 August 1945.
I was the leader of Jigger Red flight on 25 August 1945 when two planes of that flight landed on the mainland of Japan. Our mission was a combat sweep around KYUSHU, across the southern tip of HONSHU, thence around SHIKOKU and return to base. The plotted distance of the patrol was 1370 statute miles and flying time was estimated at six hours and forty-five minutes. Instructions were given to hang a 310 gallon external tank in addition to the bomb load, and to fill the tanks to capacity. Pilots were briefed thoroughly on the mission by myself and the length and duration of the mission were stressed. Fuel consumption was estimated at 610 gallons allowing a one hour reserve. Total gas carried was approximately 700 gallons.
The flight, composed of eight P-38s of the 7th Fighter Squadron, plus one spare, was airborne from MOTUBA Strip at 0805. Cruise on course and during sweep was 1800 rpm and 30"Hg in auto lean as briefed, with an indicated air speed of 180 mph. Prior to making landfall on KYUSHU, two aircraft aborted and returned to base due to mechanical difficulty. I made landfall at MAKURAZAKI at 0950. A course was then set for NAGASAKI with slight deviations to check shipping, arriving over NAGASAKI at 1025. I proceeded to ISAHAY to OMUTA thence to YANAGAWA to KURUME to NAKATSU. Time over NAKATSU was 1100. My course was then over NAGASU to TOMIKUDURA to YA SHIMA Island to NAGAHAMA at 1122. Approximate air mileage to this point was 600 miles. Flight Officer HALL, number two (2) in the second flight, called for a reduction in rpm because he was low on gas. His radio transmission was very poor and all messages from him were relayed through his flight commander, Captain KOPECKY. I asked Flight Officer HALL how many gallons of gas he had left and answer was approximately 240 gallons. At that time we were 540 miles from base and I reduced power settings to 1600 rpm and 28"Hg. Low visibility forced me around the peninsula to SHONE and down to SAEKI. I then called Flight Officer HALL again on his gas supply and understood him to say that he had about 140 gallons. I decided that his rate of fuel consumption and gas supply would not permit his return to a friendly base and turned out to sea off FURUE to jettison bombs at 1143.
No flak had been encountered over Japanese installations, and I believed that a landing at a suitable Japanese airdrome would be preferable to the certain loss of a plane and the possible loss of a pilot in the event a forced ditching at sea was made.
I called Jukebox 36 (B-17 of the 6th Air Sea Rescue Squadron) and informed him of my intentions and requested assistance. I landed at NITTAGAHARA, 450 miles from base, at 1205. There were no Japanese in sight after landing and I checked the gas supply in flight Officer HALL's plane. He had dropped his external tank previous to informing me of his difficulty and upon inspection, I found that his wing tanks were dry and I estimated his fuel at 150 gallons in mains and reserves by visual check of fuel indicators and tanks.
At 1305 we were contacted by officers and men of the Japanese Army and although conversation was difficult, we were greeted in a friendly manner. Jukebox 36 landed at approximately 1315 and with a fuel pump and hose furnished by the Japanese, we transferred approximately 260 gallons of gas from the B-17 to the P-38. After landing at NITTAGAHARA, I dropped my external tank on the runway still containing 25 to 50 gallons. I had used but 15 minutes of my internal gas supply by that time.
Flight Officer HALL and I were airborne behind the B-17 at 1445 and set course for base where we landed at 1645 after cruising at 1800 rpm and 28"Hf. I had approximately 240 gallons of gas left after landing. All cruise settings were in auto lean. Flight Officer HALL had approximately 210 gallons remaining.
As far as it is possible to ascertain from interrogation of line personnel concerned, Flight Officer HALL's plane was serviced with 300 gallons in the external tank and all internal tanks topped off. From preliminary investigation, it is believed that the cross feed valve was defective thus permitting siphoning of the fuel supply.
I carried out my landing on Japanese territory in the belief that Flight Officer HALL could not safely return to the nearest Allied base and that under the circumstances it would be the safest course of action if I landed prior to Flight Officer HALL because I thought that in the case of difficulty with Japanese, my rank and experience would be of benefit. Flight Officer HALL's lack of combat experience and the nervousness that he showed after landing and when confronted by the Japanese confirmed my belief.
Instructions in all details of the fuel system and gas consumption characteristics of the P-38 are now being given and will be followed by actual demonstrations and written examinations by all pilots of this organization. All efforts will be made to prevent any possible reoccurrence of this situation either by pilot error or mechanical failure.
Lt. Col., Air Corps