Interception of the Rex
Interception of the Rex | |
---|---|
Sandy Hook , New Jersey | |
Result | Long-range bombers successfully located and intercepted a ship far out at sea |
The interception of the Rex was a training exercise and military aviation achievement of the
The flight was conducted during coastal defense maneuvers held by the Air Corps without the participation of the United States Navy, and apparently without understanding of their purpose by the Army Chief of Staff.[3] Both had continuing disagreements with the leaders of the Air Corps over roles and missions, with the Navy disputing its maritime mission and the Army seeking to limit its role to that of supporting ground forces.[4]
With a characteristic flair for creating publicity,
Background
Ostfriesland
In July 1921, promoting the concept of an independent Air Force, Gen.
The "Shasta Disaster"
When the Air Service was renamed the Air Corps in 1926, the Joint Army-Navy Board was in the process of reconsidering service responsibilities in coastal defense. Both Chief of Air Corps Major General Mason Patrick and Rear Admiral William A. Moffett, Chief of the Navy's Bureau of Aeronautics, resisted any restrictions on range or missions for their respective services' aircraft. The resulting Joint Action statement was vague regarding Air Corps actions over water but "left the door open" for the Navy's interpretation of its own authority, which was that the shore-based coastal patrol mission was its prerogative. Efforts by the War Department to clarify the issue were rebuffed by the Navy to the extent that the Secretary of War warned President Herbert Hoover in 1930 that the situation was endangering national defense.[10]
On 7 January 1931, Army Chief of Staff Gen.
The
Despite its earlier disclaimer and subsequent explanations, the Air Corps was highly embarrassed by the incident, referred to as "the bombing flop" within the service.
Two months later a second opportunity presented itself. Another old ship, the Haines, sank in shallow water while being towed off Plum Tree Island in Chesapeake Bay and became a hazard to navigation. The 2nd Bombardment Group redeemed itself by completely destroying the derelict from the air, even though their only visible target was a ten-foot-square float marker. This accomplishment, however, went entirely unpublicized.[17]
Regardless of the MacArthur–Pratt agreement, the Navy had gone ahead with development of land-based patrol aircraft and expansion of its naval air stations, and in 1933 formally repudiated the agreement after Pratt retired.[11][18] On 11 September 1935, the Joint Board, at the behest of the Navy and the concurrence of MacArthur, issued a revised Joint Action statement that reasserted the limited role of all Air Corps missions, including coastal defense, as auxiliary to the "mobile Army".[19] However, long-range bomber advocates interpreted its language to mean that the Air Corps could conduct long-range reconnaissance, attack approaching fleets, reinforce distant bases, and attack enemy air bases, all in furtherance of its mission to prevent an air attack on America.[20]
Joint Air Exercise No. 4
On 4 March 1937, the 2nd Bombardment Group, now commanded by Lt. Col.
The B-17s made their first significant operational contribution during Joint Air Exercise No. 4, an Army–Navy summer maneuver conducted at sea west of San Francisco, California.
The exercise began at noon on 12 August 1937 and was scheduled to end in 24 hours. After several hours of searching through a foggy undercast that extended 200 nautical miles (370 km) offshore, Navy planes found the Utah 275 nautical miles (510 km) from the coast and tracked it heading northwest. Air Corps bombers were sent to attack the ship but searched well into the evening without locating it. Admiral King then found an error in the Navy's position reports, which he later attributed to "clerical error".[27][n 3] The Utah had actually been 50 nautical miles (93 km) west of the search area provided to the Air Corps. Worse, the ship disappeared into the extensive low fog during the night, breaking the contact by the Navy's scout planes. The poor weather also prevented an early morning search for the Utah.[27]
Brig. Gen.
When the Navy protested the low-altitude attack, claiming that evasive action could have avoided the attack, both B-17s and B-18s repeated the mission the next day. They found the Utah and bombed it, with the B-17s bombing from 18,000 feet.[30][31] The Air Corps produced photographs and bombing data that showed it achieved a higher percentage of hits and near-misses than earlier Navy tests,[32] and the Navy subsequently had the exercise classified "Secret".[31][33] The joint report sent to the president by the secretaries of the Navy and War omitted the information showing the success both in navigation and bombing.[34] Despite the secrecy restriction, the success of the B-17s was leaked to radio commentator Boake Carter, who disclosed it to the public.[35]
In an attempt to overcome this compartmentalization, Andrews bypassed the chain of command on 8 January 1938,[36] in a memorandum of his own regarding a minor joint air exercise held in November 1937 off the Virginia Capes. There four B-17s had found and successfully bombed Navy target vessels. Andrews sent a memo directly to Roosevelt's military aide, Col. Edwin M. Watson, that included confidential Navy memoranda confirming the accuracy of the Army's bombing.[37]
Intercepting the Rex
Northeast Maneuvers
In May 1938 the Air Corps conducted one of the largest maneuvers in its history.
Attached to the exercise was Lt. Col.
Olds, whose B-17s were deployed to
Assigned as lead navigator was 1st Lt.
LeMay used the Rex's noon position report of 11 May in conjunction with known routes and speeds of ocean liners bound for New York to calculate an intercept point for the next day, based on the ship's expected noon position for 12 May. An updated position report to refine his calculations was expected that evening but not received. Weather conditions deteriorated during the night, with a forecast that "ceilings would be down to nothing" in the vicinity of the anticipated interception.[45]
Interception
At 8:30 a.m. on 12 May, the three B-17s had begun to taxi in a rain squall when a morning position report from Rex was relayed to LeMay.[47][n 7] It indicated that the liner was then 725 nautical miles (1,300 km) from New York, farther east than his original computations had placed it. LeMay's original flight plan had incorporated an area search if necessary, but weather conditions and the ship's distance from Long Island precluded that possibility.[45]
The B-17s took off from Mitchel Field at 8:45 a.m. and cruised east from
At 12:23 p.m., the bombers broke out of a
Because of the bad weather, the B-17s returned individually to Mitchel Field. Cousland's Flying Fortress encountered severe hail, damaging all the forward surfaces of the plane, and ice caused a temporary shutdown of one engine. As a result, Cousland lagged behind the others, landing at 4:30 p.m.[54] The next morning the three bombers took off to return to Harrisburg and spotted the Rex passing the Statue of Liberty at 9:30 a.m. as it entered New York Harbor.[48]
The NBC radio crew aboard the lead bomber made its live broadcast coast-to-coast as the bombers flew by the Rex. The Army's low-altitude photographs were featured the next day on the front pages of hundreds of newspapers. Eaker exploited a trust of Americans in radio broadcasts and in photography, particular to that era, to bolster the credibility of Air Corps claims that air power was essential in defending the western hemisphere.[55] In addition to the Rex episode, the May 1938 maneuvers conducted a well-publicized mock attack on New York City, and arranged the first voluntary blackout in the United States, also planned by Eaker, during a mock raid on Farmingdale, New York, on 16 May.[56]
Aftermath
Impact
The response of the War Department was to curb further expansion of the Air Corps and its roles.
It was not until January 1939, when U.S. President Franklin D. Roosevelt issued a public statement calling for an expansion of the Air Corps in anticipation of the coming of World War II and the needs of the United States in defending the Western Hemisphere, that Army policy was reversed.[60][61][62] Gen. George C. Marshall, who was soon to move up from head of the War Plans Division to be the Army's chief of staff, received personal instruction on the capabilities and strengths of long-range bombers from new Air Corps chief Gen. Henry H. Arnold.[63]
Operational restriction
The day after the rendezvous with the Rex, Chief of Staff General Malin Craig telephoned Andrews and issued an order that restricted all Air Corps aircraft to operating within 100 nautical miles (190 km) of the coast. Arnold, Eaker, Olds, and Lt. Col. Carl Spaatz all believed that complaints from the Navy motivated the order. Spaatz, who personally answered the call, recorded that Andrews requested the order be issued in writing, but Arnold states he never saw a written order.[n 10][2][51]
Two Air Corps historians state that no evidence exists that the Navy was behind the order. One explained that Craig believed the Air Corps violated War Department policy on publicity,[64] while the second asserted that Craig was unhappy about not being provided details of the mission before it was publicly announced, and thus issued the order to ensure full notification before granting exceptions to the restriction.[65] Deputy chief of staff Embick made the claim that the restriction had been issued only as a safety measure.[51] Greer, however, in his history of Air Corps doctrine, firmly attributes the restriction to the Navy, noting that in November 1938 it achieved a new modification of the Joint Action statement specifically granting it the authorization for long-range land-based flights that the Army was denied, and immediately prepared six major bases to conduct them.[66] A fourth historian, in a biography of Arnold, stated that the restriction had actually been promulgated on 1 September 1936, at the insistence of the Navy, but was not enforced by Craig until after the Rex incident.[67][n 11]
In any event, the restriction fomented further interservice enmity between the Air Corps and the Navy that did not abate until World War II.[15] The Navy specifically included the 100 nautical miles (190 km) limit in plans for joint maneuvers in 1939 that was deleted only after Andrews objected to Marshall, who had replaced Embick as deputy chief of staff.[68] Emmons, who succeeded Andrews as commander of GHQ Air Force, complained in his "Report on Annual Tactical Inspection", dated 28 July 1939, that because of the operational restriction, navigation training in the Air Corps had suffered.[69]
Despite this, exceptions to the restriction quickly became the norm. Only a month after the interception of the Rex, B-17s intercepted the 22,000-ton liner SS Queen of Bermuda 300 nautical miles (560 km) at sea on 12 June,[n 12] and aircraft based in Hawaii twice located Army transports at similar distances during the summer of 1938.[26] In March 1939, Arnold, as Chief of the Air Corps, was given specific authority by the chief of staff to grant exceptions as he saw fit, provided they were unpublicized and he notified the War Department well in advance.[68]
Subsequent history of the participants
Andrews was not reappointed as commander of General Headquarters Air Force when his term expired on 1 March 1939. Exactly as happened with
Capt. Archibald Y. Smith was promoted to colonel during World War II, commanded the 452nd Bomb Group (B-17) in the U.K., and became a prisoner of war in July 1944.[73] Continuing his career after the war in the United States Air Force, he died in the crash of his Douglas B-26 in Oregon in April 1949.[74] Cousland also became a colonel and commanded the first B-17 group in England, the 97th BG, although he was relieved of command by Col. Frank A. Armstrong just before it was to go into combat. Cousland finished the war commanding the 21st Bombardment Wing, a processing unit for personnel returning from overseas.[75][76]
Seven of the participants became general officers. Hull was recalled to active duty to be an intelligence officer in World War II, then remained in the Air Force as a career. He retired as a brigadier general in 1964.
Olds (whose son, Brig. Gen. Robin Olds, became a fighter pilot icon),[83] was promoted to major general and commanded the Second Air Force, but died of a heart-related condition in April 1943 at the age of 46.[84]
Eaker and LeMay had important roles as commanders in the strategic bombing campaigns of World War II. Eaker took command of the Eighth Air Force in 1942, and the Mediterranean Allied Air Forces in 1944. He retired in 1947 as a lieutenant general, but was promoted on the retired list to 4-star general in 1985 in recognition of his accomplishments.[85] In the autumn of 1942, LeMay led the 305th Bomb Group, one of the four "pioneer" B-17 groups of the Eighth Air Force.[86] He advanced to higher commands in the Eighth Air Force before holding a series of Boeing B-29 Superfortress commands in the Pacific in 1944–45, culminating in command of the Twentieth Air Force. LeMay commanded and reorganized the Strategic Air Command into an instrument of national policy and became the fifth Chief of Staff of the United States Air Force in 1961.[87]
Laid up in Trieste harbor, Italy, by the war, the Rex was seized by Nazi Germany when Italy changed to the Allied side in 1943. On 8 September 1944, south of Trieste she was attacked twice by Royal Air Force Bristol Beaufighters. She was set on fire and listing by rockets and cannon shells. Following a second attack by RAF and South African Air Force Beaufighters Rex rolled over and sank.[88] The purpose of the attack was to prevent her from being used to block the harbor entrance.[89] The wreck was partially scrapped in the 1950s, but around one-third of it still remains.
The YB-17s quickly became obsolete and were transferred in October 1940 to the
The 2nd Bomb Group received newer B-17s and served in the
Operation Rex Redux
On 24 August 2007, three
Notes
- ^ Roosevelt was especially impressed by the range of the B-17. (Underwood 146)
- in September, 1923.
- ^ Underwood (1991), p. 92, however, states that the Navy "deceived" the Air Corps.
- ^ Copp, p. 14, called it "the largest". All three wing headquarters, seven group headquarters, and nine complete squadrons participated. The largest previous assemblage was that of the "1st Provisional Air Division" at Wright Field in May 1931, where 667 aircraft, participants from every squadron but one based in the continental United States, and flights from all 19 National Guard observation squadrons gathered, but only 1,440 personnel. (Air Corps News Letter 5 June 1931, Vol. XV No. 7, pp. 190-195)
- ^ All personnel, aircraft, and unit statistics for the Northeast Maneuvers were specified in an announcement in the Air Corps News Letter (1 May 1938) Vol. XXI No. 9, p. 11. The 131 aircraft, in addition to the B-17s, were: 44 A-17 and 12 A-18 attack planes, 34 B-18 bombers, 15 PB-2 and P-26 pursuit planes, 2 C-36 transports, and an OA-8 amphibian. Also, the ACNL referred to the 2nd Group's bombers as "B-17", and this article follows suit.
- ^ In 1938 "Information" was a term for Military Intelligence, not public relations.
- ^ LeMay wrote that the report was on a soaked piece of paper hand-delivered by a sergeant who literally beat on the hatch of the B-17 to get the bomber to stop.
- ^ The Double Drift Maneuver is a method of wind determination that calculates winds aloft by taking drift readings on two different headings, then calculating the wind trigonometrically by plotting vectors on a graph.
- ^ Many sources indicate that Rex was 725 miles (1,200 km) from New York, while others state 800 miles (1,300 km), possibly in confusion over statute and nautical miles. The "725" figure, however, came from Rex's reported position at 08:30. The Air Corps News Letter (15 June 1938) account indicated that the captain of the Rex reported during the radio contact between B-17s and ship that it "was the first time he had been welcomed to America while still 620 miles offshore" and is calculated here in nautical miles, as the ship would have to have been making 40 knots to cover the difference between 725 nautical miles (1300 km) and 620 statute miles (1000 km) in four hours. Calculated entirely in nautical miles places her passage at 27 knots, her rated speed.
- ^ Arnold's corroboration is especially valuable in that he and Gen. Craig were long-time friends.
- ^ The actual source of the "100-mile restriction" remains a mystery. The AAF did extensive document searches in both 1945 and 1946 to clarify the situation, the 1946 search at the request of Hanson Baldwin, and concluded "that the Army, not the Navy" was the source. (Maurer 1987, p. 573, note 29) At least three times before the Rex interception the Army had restricted operational flights to 100 miles at sea as a safety measure in 1936-1937, but for the shorter-ranged two-engine B-10. That the restriction existed is beyond doubt. Maurer notes that Craig ordered a "directive" formalizing it be drawn up on 4 August 1938, and it remained in effect at least until Marshall became Chief of Staff. Only the Navy's role, if any, is disputed.
- ^ Haynes and Smith piloted two of the three B-17s involved.
Citations
- ^ Shiner, (1997, p. 133.
- ^ a b c Correll, "Rendezvous with the Rex", p. 57.
- ^ a b c d e Correll, "Rendezvous with the Rex", p. 55.
- ^ Shiner (1997), p. 116.
- ^ Shiner (1997), p. 147.
- ^ Underwood (1991), p. 4.
- ^ Underwood (1991), pp. 6, 117, 146.
- ^ Head (1995), p. 209.
- ^ Correll, "Billy Mitchell and the Battleships ", pp. 65-68
- ^ Greer (1985), p. 68
- ^ a b Greer (1985), p. 69
- ^ Tate (1998), p. 78.
- ^ a b Maurer (1987), p. 228.
- ^ Tate (1998), p. 158.
- ^ a b c d e Green "The Shasta Disaster"
- ^ Huston (2002), p. 26
- ^ Maurer (1987), p. 229.
- ^ Maurer (1987), p. 289.
- ^ Cate (1945), p. 15.
- ^ Cate (1945), p. 16.
- ^ a b Underwood (1991), p. 87.
- ^ "Aviation Photography:B-17 Flying Fortress". Northstar Gallery. Archived from the original on 12 February 2012. Retrieved 13 January 2009.
- ^ Shiner (1997), p. 144, 149.
- ^ Cate (1945), p. 17.
- ^ Head (1995), p. 192 and 195.
- ^ a b Maurer (1987), p. 409.
- ^ a b Maurer (1987), p. 405.
- ^ a b Tate (1998), p. 168.
- ^ Copp, A Few Great Captains, p. 396.
- ^ Underwood (1991), p. 91.
- ^ a b Head (1995), p. 195.
- ^ Underwood (1991), p. 92.
- ^ LeMay and Kantor (1965), p. 151.
- ^ Underwood (1991), p. 93.
- ^ Copp, A Few Great Captains, p. 398.
- ^ Underwood (1991), p. 205 note 33.
- ^ Underwood (1991), p. 97 and note previously cited.
- ^ Copp, Andrews, p. 14.
- ^ Zamzow (2008), p. 46.
- ^ Maurer (1987), p. 402.
- ^ Correll, "Rendezvous with the Rex", p. 54.
- ^ a b Head (1995), p. 202.
- ^ a b Underwood (1991), p. 112.
- ^ Underwood (1991), p. 114.
- ^ a b c d e f Correll, "Rendezvous with the Rex", p. 56.
- ^ Jablonski (1965), p. 17, text and photograph.
- ^ LeMay and Kantor (1965), p. 189.
- ^ a b c d e Langley Field Correspondent (1938). "Off-Shore Reconnaissance Flight". Air Corps News Letter. XXI (15 June): 3. Archived from the original on 26 January 2016. Retrieved 18 August 2011.
- ^ Maurer (1987), p. 407.
- ^ Zamzow (2008), p. 48.
- ^ a b c d Maurer (1987), p. 408.
- ^ LeMay, "USAF: Power For Peace", p. 294
- ^ Goss (1954), p. 7.
- ^ a b c Head (1995), p. 203.
- ^ Underwood (1991), p. 117.
- ^ Underwood (1991), pp. 116–117.
- ^ Underwood (1991), p. 119.
- ^ a b Greer (1985), p. 99.
- ^ Tate (1998), p. 169.
- Ruth C. Lawson Professor of International Politics Mount Holyoke College. Archived from the originalon 16 May 2008. Retrieved 17 January 2009.
- ^ Williams (1953), p. 12.
- ^ Underwood (1991), p. 137.
- ^ Underwood (1991), pp. 121–122.
- ^ Maurer (1987), p. 426.
- ^ Head (1995), p. 204.
- ^ Greer (1985), p. 91
- ^ Coffey (1982), p. 173.
- ^ a b Maurer (1987), p. 411.
- ^ Futrell (1971), p. 87.
- ^ a b c Correll, "GHQ Air Force", pp. 66-68.
- ^ Copp, Andrews, p. 33.
- ^ Copp, Andrews, p. 26.
- ^ Hinrichs (1995), p. 96 (MACR 7827).
- ^ The Oregonian, 22 April 1949, Obituary Bruce Wayne Spaulding. Lt. Spaulding's aircraft crashed while he was searching for Col. Smith.
- ^ "Fact sheet 97 Operations Group". Air Force Historical Research Agency. Archived from the original on 7 May 2011. Retrieved 17 January 2009.
- ^ "Fact sheet 21 Air Division". Air Force Historical Research Agency. Archived from the original on 27 October 2012. Retrieved 17 January 2009.
- ^ "USAF biography Harris B. Hull". USAF Link. Retrieved 6 April 2016.
- ^ "Biography of Meloy, Vincent J., Brigadier-General". Generals.dk. Retrieved 17 January 2009.
- ^ "USAF biography George William Goddard". USAF Link. Retrieved 6 April 2016.
- ISBN 1-57488-448-4. Retrieved 4 February 2010.
- ^ Weaver (1948), p. 498.
- ^ "USAF biography Caleb Vance Haynes". USAF Link. Retrieved 6 April 2016.
- ^ Sherwood(1999), p. 42
- ^ "Biography of Olds, Robert, Major-General". Generals.dk. Retrieved 17 January 2009.
- ^ "USAF biography Ira C. Eaker". USAF Link. Retrieved 6 April 2016.
- ^ Freeman (1970), p. 20.
- ^ "USAF biography Curtis Emerson LeMay". USAF Link. Retrieved 6 April 2009.
- ^ "Photograph C 4622". Royal Air Force Operations In Malta, Gibraltar and the Mediterranean, 1940–1945. Imperial War Museum. Retrieved 3 April 2013.
- ^ Kludas (1999), pp. 120–121.
- ^ Shepherd, "Fortress Down!"
- ^ Palmer, Alfred T. (January 1939). "Library of Congress photograph: One of America's new warships of the air, a mighty YB-17 bomber, is pulled up at a bombardment squadron hangar, Langley Field, Va. It is all set to taxi out to a runway and take off". flickr.com. Retrieved 17 January 2009.
- ^ Johnsen, "The Making of an Iconic Bomber"
- ^ Maurer, Air Force Combat Units, entry "2nd Bombardment Group"
- ^ Prime, John Andrew. "B-52 mission thrilling, but no joy ride". Shreveport Times. Retrieved 17 January 2009.
- ^ Hebert, "Rex Replay"
Bibliography
- Cate, James L. (1945). USAF Historical Study 112: The History of the Twentieth Air Force: Genesis. Air Force Historical Research Agency
- Coffey, Thomas M. (1982). Hap: The Story of the U.S. Air Force and the Man Who Built It, General Henry H. Arnold, Penguin USA. ISBN 0-670-36069-4
- Copp, DeWitt S. (1989). A Few Great Captains: The Men and Events That Shaped the Development of U.S. Air Power, EPM Publishing. ISBN 978-0939009299
- Copp, DeWitt S. (2003). Frank M. Andrews: Marshall's Airman, Air Force History and Museums Program, Washington D.C.
- Freeman, Roger A. (1970). The Mighty Eighth: A History of the Units, Men and Machines of the US 8th Air Force. Motorbooks International. ISBN 0-87938-638-X
- Futrell, Robert Frank (1971, 1991). Ideas, Concepts, and Doctrines: Basic Thinking in the United States Air Force 1907–1960, Air University Press
- Goss, William A. (1954). "Origins of the Army Air Forces". In Craven, Wesley F.; Cate, James L. (eds.). The Army Air Forces in World War II Vol. Six: Men and Planes. University of Chicago Press. ISBN 0-912799-03-X.
- Greer, Thomas H. (1985). The Development of Air Doctrine in the Army Air Arm, 1917–1941 (PDF). Maxwell Air Force Base: (USAF Historical Study 89). Center For Air Force History. Archived from the original (PDF) on 13 March 2013. Retrieved 9 September 2013.
- Head, William (1995). Every Inch a Soldier: Augustine Warner Robins and the Building of US Airpower. Texas A&M University Press. ISBN 978-0585192376
- Hinrichs, Edward (1995). Missing Planes of the 452nd Bomb Group, Trafford Publishing. ISBN 1-4120-3321-7
- Huston, John W. (2002). "Biography". In Maj. Gen. John W. Huston, USAF (ed.). American Airpower Comes of Age: General Henry H. "Hap" Arnold's World War II Diaries. Air University Press. ISBN 1-58566-093-0.
- Jablonski, Edward (1965). Flying Fortress: The Illustrated Biography of the B-17s and the Men Who Flew Them, Doubleday & Company, ISBN 0-385-03855-0
- Kludas, Arnold (1999). Record Breakers of the North Atlantic: Blue Riband Liners 1838–1952. Brassey's, Inc. ISBN 1-57488-328-3
- LeMay, Curtis E., and Kantor, MacKinlay (1965). Mission with LeMay, My Story, Doubleday and Company, Inc. ASIN B00005WGR2
- Maurer, Maurer (1987). Aviation in the U.S. Army, 1919–1939, Office of Air Force History, Washington, D.C. ISBN 1-4102-1391-9
- Maurer, Maurer (1986). "Air Force Combat Units of World War II". New York Military Affairs Symposium. Archived from the original on 6 January 2009. Retrieved 24 January 2009.
- Sherwood, John Darrell (1999). Fast Movers: Jet Pilots and the Vietnam Experience. Free Press. ISBN 0-312-97962-2
- Shiner, Lt.Col. John F. (1997). "The Coming of GHQ Air Force", Winged Shield, Winged Sword: A History of the United States Air Force, Vol.1 1907–1950. USAF. ISBN 0-16-049009-X
- Tate, Dr. James P. (1998). The Army and its Air Corps: Army Policy Toward Aviation 1919–1941, Air University Press. ISBN 0-16-061379-5
- Underwood, Jeffrey S. (1991). The Wings of Democracy: The Influence of Air Power on the Roosevelt Administration, 1933–1941. Texas A&M University Press. ISBN 0-89096-388-6
- Weaver, Herbert (1948). Craven, Wesley F.; Cate, James L. (eds.). "Commitments to China". The Army Air Forces in World War II: Volume I, Plans and Early Operations January 1939 to August 1942. Hyperwar. Retrieved 14 October 2009.
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- Zamzow, Major S.L., USAF, (2008), Ambassador of American Airpower: Major General Robert Olds, Air University, Maxwell Air Force Base, Alabama, SAASS Thesis published on-line
Journals and periodicals
- Correll, John T. (2008). "Rendezvous with the Rex". AIR FORCE Magazine. 91 (12). Retrieved 12 August 2011.
- Correll, John T. (2008). "GHQ Air Force". AIR FORCE Magazine. 91 (9). Retrieved 23 January 2009.
- Correll, John T. (2008). "Billy Mitchell and the Battleships". AIR FORCE Magazine. 91 (6). Retrieved 20 January 2009.
- Green, Dr. Murray (1979). "The Shasta Disaster". Air University Review. 33 (2). Archived from the original on 23 November 2007. Retrieved 14 December 2008.
- Hebert, Adam J. (2007). "Rex Replay". AIR FORCE Magazine. 90 (12). Retrieved 17 January 2009.
- Johnsen, Frederick A. (2006). "The Making of an Iconic Bomber". AIR FORCE Magazine. 89 (10). Retrieved 17 January 2009.
- Langley Field Correspondent (1938). "Off-Shore Reconnaissance Flight". Air Corps News Letter. XXI (15 June). Archived from the original on 26 January 2016. Retrieved 18 August 2011.
- LeMay, Gen. Curtis E. (September 1965). "U.S. Air Force: Power For Peace". National Geographic. 128 (3).
- Shepherd, Richard (1999). "Fortress Down!". Air Classics (Oct). Retrieved 17 January 2009. [dead link]
External links
- Intercepting the Rex, National Museum of the United States Air Force, downloadable photograph of interception