VPNAVY - VR-8 History Summary Page

VR-8 History

Circa 1965
A BIT OF HISTORY: "...VR-8 Maintains The Mighty Hercules That Fly The Pacific - Page 20 to 21 - Naval Aviation News - March 1965..." WebSite: http://www.history.navy.mil/nan/backissues/1960s/1965/mar65.pdf [31AUG2004]

Circa 1959
A BIT OF HISTORY: "...Pacific Constellations - Page 28 to 29 - Naval Aviation News - May 1959..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1959/may59.pdf [15AUG2004]

Circa 1958
A BIT OF HISTORY: "...Departure Record Is Set - Page 15 - Naval Aviation News - January 1958..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1958/jan58.pdf [12AUG2004]

Circa 1957-1958
A BIT OF HISTORY: "...Personal collection of CPO Leon Prager..." Contributed by David Prager flyingsurfer1@gmail.com [20FEB2024]
TOP ROW - LEFT TO RIGHT: VR-8 Circa 26JUL1957, Dad Circa 1958, Dad Circa 1958, Shipmate, Shipmate, Shipmate and Shipmate
CENTER ROW - LEFT TO RIGHT: Shipmate, 19JUL1957, Squadron Aircraft, Helping Daddy Select His New Togs, Retiring Officers Circa 27FEB1958, Squadron Inspection Circa Circa 27FEB1958, Squadron Inspection Circa Circa 27FEB1958 and Dad Circa 1958
BOTTOM ROW - LEFT TO RIGHT: Shipmates Circa 26JUL1958

A BIT OF HISTORY: "...School For R7V 'Know How' - Page 28 - Naval Aviation News - May 1957..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1957/may57.pdf [10AUG2004]

Circa 1956
A BIT OF HISTORY: "...Money Donated To Home - Page 25 - Naval Aviation News - March 1956..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1956/mar56.pdf [08AUG2004]

Circa 1954
A BIT OF HISTORY: "...VR-8 Get The 'New Look' - Page 17 - Naval Aviation News - March 1954..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1954/mar54.pdf [02AUG2004]

Circa 1953
A BIT OF HISTORY: "...VR-8 The Navy's White Hat Squadron - Page 20 to 21 - Naval Aviation News - December 1953..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1953/dec53.pdf [01AUG2004]

A BIT OF HISTORY: "...Pilots Learn To Fly R7V-1 - Page 16 - Naval Aviation News - April 1953..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1953/apr53.pdf [29JUL2004]

A BIT OF HISTORY: "...Pilot Passes 10,000 Hours - Page 32 - Naval Aviation News - February 1953..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1953/feb53.pdf [29JUL2004]

Circa 1952
A BIT OF HISTORY: "...Puttputt Sports Fancy Gadget - Page 22 - Naval Aviation News - August 1952..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1952/aug52.pdf [26JUL2004]

A BIT OF HISTORY: "...Becoming A Habit - Page 29 - Naval Aviation News - February 1952..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1952/feb52.pdf [25JUL2004]

Circa 1951
A BIT OF HISTORY: "...Airlift Medal Is Issued - Page 34 - Naval Aviation News - September 1951..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1951/sep51.pdf [25JUL2004]

A BIT OF HISTORY: "...VR-8 Wins Safety Plaque - Naval Aviation News - May 1951..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1951/jun51.pdf [24JUL2004]

A BIT OF HISTORY: "...Light Spoils VR-8's Record - Page 20 - Naval Aviation News - April 1951..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1951/apr51.pdf [23JUL2004]

A BIT OF HISTORY: "...Reel Makes Watering Easy and Key Opens Baggage Section - Page 36 - Naval Aviation News - April 1951..." WebSite: http://www.history.navy.mil/nan/backissues/1950s/1951/apr51.pdf [23JUL2004]

Circa 1948-1949
A BIT OF HISTORY: "...Naval Squadron VR-8 and the Berlin Airlift...My father, RW Gruebel, was a Aviation Machinist Mate 1st Class in VR-8 during the Berlin Airlift. Before my father passed, he gave me the photos of his deployment in support of the airlift. The photos caused me to ask questions. This question and answer interview extended through a series of emails. I have attached a portion of the interview dealing with VR-8 airlift operations. Visitors may find the VR-8 airlift back story interesting..." Contributed by Robert Gruebel g.bob@verizon.net [23MAY2026]
Naval Squadron VR-8 and the Berlin Airlift

VR-8 was a Naval Air Transport Service (NATS) squadron based at John Rodgers Airport, Honolulu, TH (Territory of Hawaii). RW Gruebel joined VR-8 in April 1947. He was the flight engineer on the R5D for Admiral Arthur W. Radford.

In September of 1948, VR-8 from Honolulu and VR-6 from Guam were transferred to Germany to support the Berlin airlift. VR-8 was in Germany until returning to Honolulu in August of 1949. RW Gruebel participated in Berlin airlift and photographed much of his year in Germany. All the photos are his. The narrative is presented in question and answer format. His son presented the questions, which were answered by RW Gruebel.

QUESTION: I think the timing of your departure to Germany was after we returned to McGrew Point from visiting your ill mom in Memphis. Did they move your whole squadron to Germany, or just individuals?
ANSWER: Your time frame is right. The whole squadron was sent. At 1000 (10 AM), VR-8 was mustered and the first crews were designated to take the aircraft which were on base and cleared for flight. Six or seven were ready. Several were in maintenance and crews were assigned to complete the maintenance and then to follow. The planes, which were on trips, were to be readied as soon as possible to follow. I was in the first of the crews, and we were told to pick up our gear and be ready for departure for Germany by 1200 (noon). We took off shortly after 1300 (1 PM). We were told to bring warm clothes if we had them. The airlift really needed us. The plane I arrived in Frankfurt on was serviced and on the way to Berlin in less than 4 hours of its arrival.

QUESTION: How many aircraft and people were in VR-8?
ANSWER: The squadron had 16 aircraft. There were two flight crews per aircraft. Three people made up a flight crew making a total of 96 people. There were about 200 support people. This makes a total of about 300 people in the squadron.

QUESTION: Did you fly directly from Hawaii to Germany, or did you assemble on the East Coast before leaving?
ANSWER: We flew to Moffett Field (CA), fueled and then to Westover AFB (MA). Overnight in Westover, then to Lajes Field in the Azores, then to Rhein-Main AFB outside Frankfurt. Each plane was on its own to get there. There was no assembly.

QUESTION: When you left Hawaii, you did not have warm clothing suitable for a German winter? Where did you get suitable clothing?
ANSWER: When we arrived in Frankfurt, we were issued foul weather gear which was more than adequate for the conditions.

QUESTION: You said that you stayed in the Wehrmacht barracks in Atterbury-Betts, a suburb of Frankfurt. Was the barracks facility a former German military barracks or was it something converted by the allied forces after the end of the war?
ANSWER: The Atterbury-Betts was a Wehrmacht (military) installation, which was utilized by the command of the German First Army Division. We were billeted there rather than at Rhein-Main because the base had no facilities available. This was about 40 Km (25 miles) from Rhein-Main and we were transported by bus. The main avenue, Kaiser Wilhelm Strasse, in Frankfurt led from the bahnhof (train station) directly to Atterbury-Betts. This was far more convenient for everything than being at Rhein-Main.

QUESTION: What was your first impression of Frankfurt when you arrived?
ANSWER: Frankfurt was a disaster area. A large fraction of the city was in ruins. Rubble was everywhere. Many streets had not been cleared and except for the major thoroughfares, most only had enough cleared to allow the passage of one vehicle. The blanket bombing was effective.

QUESTION: What were German attitudes toward US servicemen? I assume all things were in short supply for the Germans. Did they resent you for having coffee, sugar, meat, other exotic foods and a place to live? Did the attitudes change with the airlift?
ANSWER: The Germans adored the "Mariners" (sailors). My relation with the Germans was most pleasant. They were puzzled as to why we had the relations with the Russians that we had. The entire time I was in Germany, the feeling was that the Russians were just a step away and it terrified the Germans. Yes, everything was in terribly short supply. The best public relations event in Europe was the airlift. I consider the "Berlin Luftbrueke", the supply of a million plus people with all the supplies needed to survive a bitter winter including coal, food, clothing, and essentials of all kinds, to have been the best investment the US could have made. It also established the viability of air support, in both bitter cold and almost zero-visibility for much of the time. It was also a demanding training exercise. Yes, the lift made a great difference. After American forces moved through the Frankfurt area in April of 1945, the former German military airbase was restored and became a major US airbase. Rhein-Main airbase became the main American terminal in Western Germany for the airlift.

QUESTION: Were VR-6 from Guam and VR-8 from Hawaii the only Navy squadrons to participate in the airlift?
ANSWER: Yes

QUESTION: What was your rank and job classification at Rhein-Main?
ANSWER: I was Aviation Machinist Mate 1st Class. We had no job classifications in the Navy. The Aviation Machinist Mate in operating squadrons was expected to repair, maintain and give TLC to all the aircraft except the radio equipment. In my case, I was also qualified as a radio-operator and even much of the electronic equipment fell under our purview. The AMM was expected to do it all. Instrument, electrical, hydraulic, engine, airframe you name it. When we had wood and canvas planes, we did the rigging, woodwork and the seamstress functions. This was the reason we were able to function with as few personnel as we did. For instance, we flight crews performed the routine maintenance of our own airplane. It was this versatility which made it possible for the squadron to deploy just the planes and aircrews as we did at Guadalcanal in the Solomons and elsewhere.

QUESTION: I am interested in structure at the base. From the photos, it looks like you lived in barracks in Frankfurt. At the airbase, it appears you had tent and quonset hut type facilities for food and shelter.
ANSWER: I was in charge of my shift in the instrument/electrical shop, which was in a quonset hut and in a trailer. The squadron constructed two docking hangar structures for engine maintenance. The tents and quonset huts housed functions like maintenance shops and pilot ready room. The skipper had a tent. The maintenance records and the maintenance scheduler each had a tent. There were a lot of oil drums around.

QUESTION: At the airbase, did you have a common area to wait the return of your aircraft, or did you have to rest and wait in the shops?
ANSWER: No, there was no "lounge" or common area. Each person had to find a warm place when not engaged in our primary mission which was to keep R5Ds flying.

QUESTION: Were you doing maintenance in the open?
ANSWER: Yes, there were no hangars.

QUESTION: How did the winter weather affect operations?
ANSWER: It was colder than a well digger's butt in the Klondike. Temperatures were well below zero F, but it had little effect on operations. Working conditions were rough, but there was no alternative. We came up with a kind of tented nose hangar to work in and blew hot air into it from an aircraft pre-heating unit (about 200,000 BTU output). Preheating before starting was necessary if the aircraft had been out of service as long as half a day. No problem existed with the 30-minute turnarounds. The stove in the instrument/electrical shop kept the shop cozy.

QUESTION: I think there were 25, 200 and 1000 hour inspections. What was generally done at each inspection and did your squadron perform these inspections?
ANSWER: The standard inspection schedule was: 30 hr, 60 hr, 120 hr, 240 hr, and 400 hr. Because of the almost continuous flight operations of transport aircraft, the 30 hr was not done. In effect, the preflight inspection (prior to every flight) encompassed essentially everything for that inspection except checking oil sumps for metal. In the Navy, the squadron performed all inspections. The Army Air Force decided we could be slowed by sending our planes to Burtonwood airfield in England for the 400-hour maintenance. Incidentally, the squadron put the plane into a rigorous inspection upon return because frankly, we did not trust the maintenance facility. This lack of trust was in some measure justified by our inspections before pickup at Burtonwood and findings on our inspections after return to Rhein-Main.

QUESTION: You mentioned that the Army Air Force was trying to slow down the Navy squadrons. What was this about?
ANSWER: Never, during the time the airlift was on, was an Army Air Force squadron able to match VR-8 or VR-6 in utilization, load carried, turnaround time or any other statistic. The 400 hour Burtonwood requirement increased the inspection time from two days to seven days plus flight time to and from Burtonwood. The Navy crews viewed the Burtonwood requirement as a way to retard the Navy�s performance.

QUESTION: VR8 led all airlift squadrons in final utilization factor, and VR-6 was second. What was the competition like?
ANSWER: We really didn't consider it a competition, but we did enjoy the discomfort of the AAF in their efforts to match our performance, even when their squadron personnel complements were several times as large as ours. They were just not efficient and they had instituted something they called �Job Codes (MOS)�. If it was not specified in that code, and they were specific, the airman could and would not touch the job, but waited until someone with that code was available. Any of our people, who could do the job, did it. I saw an AAF C-54 sit out of service on the hardstand next to our area for a long period of time. It was somewhere between 72 hrs when I went off shift and 24 hours later when I came back on shift. It was all because they did not have a specialist with a propeller MOS to change the propeller spyder-to-shaft seal which was leaking oil. For me, this is a one hour job even when the T.O. requires run up and re-torquing the prop shaft nut before release. This was only one of many examples we saw which stifled their operations. The credo in VR-6.html">VR-6 and VR-8 was "get it done", and our people were up to doing it all.

QUESTION: You worked 12 hours on and 24 hours off for five weeks straight followed by 5 days off. What was your typical 12-hour on shift like? What was your 24 hours off shift like?
ANSWER: Well, think about it, the planes took about 3 1/2 hours from take-off from Rhein-Main to the return to Rhein-Main. We had 16 R5D's. The planes on return took about 30 minutes to load and then they left. During that time we fixed any safety or flight squawks and they were airborne again. Each plane made 4-6 trips in 24 hrs. The routine maintenance inspections (60 hr, 120 hr and 240 hr maintenance inspections) took less than a shift (12 hrs) unless something like an engine change was required and then the plane would be out 2 shifts. If there were no real problems, the plane would be out of service about 36 hrs for every 400 hours flown and the AAF (Army Air Force) then took the plane for a week as I described. Say 12 planes in service while 4 in Burtonwood gave only a few hours a shift that the crews had to work. When the planes were flying, there was little to do. I would say that I managed about 6 hours of sleep in the cozy shop on every shift. This sleep was good preparation for the 24 off during which I traveled. Streetcars, trains, and buses were free for occupation personnel. The only constraint was that if you were going to take the Orient Express sleeper train (Wagon-Lits), you had to make reservations. Europe is small, and it is surprising how much you can see and do in 24 hours and sailors were welcome anywhere.

QUESTION: Was there a specific loading area at Rhein-Main, or were the planes loaded in the squadron area?
ANSWER: The planes were refueled and loaded in the squadron area. DPs (displaced persons) did the loading.

QUESTION: What the typical cargo load for aircraft into Tempelhof?
ANSWER: Our squadron moved primarily coal, cheese, flour, potatoes and dried milk. Flour, coal and potatoes were contained in 100 lb. bags. Aircraft were loaded by hand by DPs at Rhien-Main. The aircraft were unloaded by hand by DPs at Tempelhof.

QUESTION: Did you ever use German ground crews?
ANSWER: German nationals and other displaced persons with aircraft maintenance experience were used to good effect. In fact, I had a German mechanic working for me who had been a mechanic for Bl�riot when he made the first flight across the English Channel in 1909. He was especially interesting and an excellent mechanic. During WW II, he was (like a Leading Chief) in the Luftwaffe, initially with a Me 109 squadron and later a Fock-Wulfe 190 squadron. The ease of maintenance on the R5D astonished him. It seemed the German engineers put together exquisite, effective fighters but with little concern for how they could be maintained.

Engineers at work constructing the VR-8 squadron area at Rhein Main Air Base

VR-8 area. Tower is a crane. Drums contained oil , Tents housed the �Skipper�, yeoman, maintenance records, and pilot ready room. Quoncet huts housed shops.

Aerial view of VR-8 area at Rhein Main Air Base

VR-8 Squadron area at Rhein Main Air Base

VR-8 nose hangers. Tarps were hung over areas where maintenance was done and hot air supplied by engine pre-heaters.

VR-8 enlisted barracks in Atterbury-Betts

Displaced persons loading an R5D during refueling at Rhein Main.

Planes on the runway at Tempelhof Air Field, Berlin

Displaced persons unloading at Tempelhof Air Field, Berlin
A BIT OF HISTORY: VR-8 Mug "...Air Transport Squadron Eight - 1948 Operation Vittles 1949 - Harry L. Pearce - The Greatest Bridge of the World..." Contributed by JF Urruty jean-francois.urruty@umontreal.ca [17FEB2024]

Circa 1949
A BIT OF HISTORY: "...Navy Wins Airlift Honors - Page 15 - Naval Aviation News - November 1949..." WebSite: http://www.history.navy.mil/nan/backissues/1940s/1949/nov49.pdf [13JUL2004]

A BIT OF HISTORY: "...Wand Helps To Fix Loran - Page 39 - Naval Aviation News - March 1949..." WebSite: http://www.history.navy.mil/nan/backissues/1940s/1949/mar49.pdf [15JUL2004]

A BIT OF HISTORY: "...01 JULY 1949 to 31 DECEMBER 1949 - Historical Report of Air Transport Service Command Air Transport Squadron EIGHT...Naval Historical Center ADOBE Download File: http://www.history.navy.mil/download/vr8-1.pdf [26MAY2003]

01 JULY 1949 to 31 DECEMBER 1949 - Historical Report of Air Transport Service Command Air Transport Squadron EIGHT 1087KB

Circa 1948
A BIT OF HISTORY: "...Hop Sets Record, But Cold - Page 10 - Naval Aviation News - September 1948..." WebSite: http://www.history.navy.mil/nan/backissues/1940s/1948/sep48.pdf [08JUL2004]

A BIT OF HISTORY: "...Lightning Hits NATS Plane - Page 12 - Naval Aviation News - May 1948..." WebSite: http://www.history.navy.mil/nan/backissues/1940s/1948/may48.pdf [11JUL2004]

Circa 1946
A BIT OF HISTORY: "...US NAVY PILOT ID PB2Y AIRPLANE PHOTO TRAINING GUIDE - 1946 - All these items were owned and used by the same individual; he also was a WWII pilot. This lot contains United States Navy and Marine Corps ID card issued for Air Transport Eight VR-8, at NAS Patuxent River, Maryland dated 1946. Wallet size photo of what I believe is a "PB2Y". Orders, dated February, 1949 from 11th Naval District, San Diego. Air Transport Squadron Two (VR-2), Pilot Training Syllabus, dated April, 1945. This booklet is primarily training instructions for PB2Y. Also included is a business card when this pilot left service, and worked for United Airlines..." Ebay: http://cgi.ebay.com/ US-NAVY-PILOT-ID-PB2Y-AIRPLANE-PHOTO-TRAINING-GUIDE_W0QQitemZ6574781096QQcategoryZ13981QQssPageNameZWDVWQQrdZ1QQcmdZViewItem [31OCT2005]

Circa 1945
A BIT OF HISTORY: "...Pictorial NAS Patuxent River, Maryland (Complied by the Office of Public Information) 1 November 1945 - Concrete arched hangars like the one to the left were used by Flight Test seaplane, Electronics Test, Operations, Service Test and VR-1. Center picture is a Seaplane hangar used by VR-8 had a structural steel arch. Note small control tower. Right picture is VR-8 Change-of-Command January 1945 when Commander Harry Canady relieved Commander J. C. Toth as squadron Commanding Officer..." [08JAN2005]

A BIT OF HISTORY: "...Success in battle depends heavily on adequate logistic support which many times provides the thin thread on which hangs the victory. Throughout its history, NAS Moffett Field, California has been home for one or more of these all-important air logistics units. Dating back to 1945 with the arrival of Transport Squadron Four (VR-4) and Naval Air Transport Service (NATS) headquarters, such squadrons as Transport Squadron Forty-four (VR-44), Transport Squadron Five (VR-5) and Transport Squadron Three (VR-3) have played an important role as one of NAS Moffett Field, California's tenant units. R4Ds (DC-3s), R5D (DC-5s) and R6D (DC-6s) were familiar sights in Bay Area skies. With the decommissioning of Fleet Logistic Air Wings in the summer of 1957, two Military Air Transport Squadrons, VR-7 and VR-8, began the move from their Hawaiian base to NAS Moffett Field, California. Flying the sleek R7V Super Constellation, these squadrons operate from here to the far reaches of the Pacific to provide a supply line of men and equipment to the Pacific Fleet..." http://www.moffettfieldmuseum.org/history/postwar/fleet-units.html [17JAN2004]

Circa 1943
A BIT OF HISTORY: "...VR-8 History..." VR-8.html" target="blank">http://navymats.com/VR-8.html [01JUN2002]

Naval Air Transport Squadron Eight (VR-8) was originally established at NAS Patuxent River, Maryland in October 1943. In November 1944 it began cargo and mail service to San Juan PR and Bermuda WI. It maintained a daily schedule with the Martin PBM Mariner aircraft. Few records exits for this time period and the squadron was disestablished in June 1946.

After the establishment of VR-11 at NAS Oakland, California in September 1943 it was moved to NAF Honolulu shortly thereafter and although the chronology is rather cloudy, sometime during the 1943-1945 period a detachment in the Pacific was designated VR-8 to support the Naval Air Transport activity on several islands including Guam. In November of 1946, these detachments and VR-11 were combined and the VR-8 designation affixed. The assumed the maintenance and suppoirt of Naval Air Transport units transiting the Pacific area, including the Martin Mars JRM flying from Keehi Lagoon in Hawaii.

With the advent of the Douglas R5D Skymaster into the Naval Air Transport Service, fewer fueling stops were required to transit the Pacific and VR-8 moved to Hickam AFB with a detachment still supporting the JRM at Keehi Lagoon until it was withdrawn from service. In January 1948 the squadron was assigned to the Military Air Transport Service along with VR-3 and VR-6.html">VR-6.html">VR-6. This unified command consisted of all the USAF Air Transport Command squadron and the three Navy units. This was followed in June 1948 by a move to Germany to supplement the Air Force in Operation Vittles supplying vital needs to the citizens of Berlin during the Russian Blockade. It was again joined by VR-6.html">VR-6.html">VR-6 operating into Berlin, with VR-3 operating between the U.S. and the allied controlled area of Germany.

Following the lifting of the Blockade the squadron returned to it's Pacific home at Hickam AFB and resumed its scheduled route between California and the far reaches of the Pacific. In 1957 during the reorganization of MATS, VR-8 moved to NAS Moffett Field, California along with VR-7 under command of the newly established Naval Air Transport Wing Pacific Division MATS.

At this time VR-8 was assigned custody of all aircraft from both squadrons and sole responsiblity for their maintenance. Although having a cadre of flight personnel it bacame the "Maintenance Squadron" of the Wing. VR-7 operating as the "Operational Squadron". In early 1963 the squadron began the enormous task of retireing the Super Constellation and accepting the new Hercules aircraft. This took place simultaneously until all R7V-1 aircraft had been displaced.

In January 1967 this proud group of dedicated men sadly dis-established a truely memorable portion of Naval Aviation history. During it"s two life times its aircraft and men had served and flown over two major oceans, with various types of aircraft - flying and maintaining enviable records wherever it was called upon to serve. A well deserved spot in Naval Aviation history should be opened for the squadron whose motto was "We Carry The Load".

Circa Unknown
Can you identify the Month and or Year?
A BIT OF HISTORY: VR-8 History Thumbnail">VR-8 Squadaron "...Personnel, probably of Transport Squadron Eight (VR-8), pictured in front of a squadron PB2Y-5R aircraft at NAS Patuxent River, MD..." WebSite: National Museum of Naval Aviation http://collections.naval.aviation.museum/emuwebdoncoms/pages/doncoms/ResultsList.php [27MAY2007]
A BIT OF HISTORY: "...Navy Air in the Berlin Airlift (VR-8) By Capt. Daniel W. Christensen, USNR...Naval Historical Center ADOBE Download File: http://www.history.navy.mil/download/airlif-b.pdf [26MAY2003]

Navy Air in the Berlin Airlift (VR-8) 348KB

"VR-8 Summary Page"