Caw, caw, caw, caw! Hot damn! We can converse with another species. It was a big day when we figured out what four caws meant. Pat had been feeding the crows and talking to them for several days. Having a vision problem, all I can do is listen to them. Crows jabber all the time, but I noticed that if only one crow showed up, it would give four caws, and, in a couple of minutes, the rest of them would fly in. I compared notes with Pat, and we agreed that four caws were a summons. Pat tried it at different times and, sure enough, it worked every time.

The crows always arrived in a group of three or a group of five, and Pat could always tell if it was “her” crows because the guy with the mangled foot would be with either group. If a group of three came, it would be Boss Crow, the crow with the mangled foot, and one small crow that we took to be a mate. If it was a group of five that showed up, we figured the extra two were offspring.

The day that Pat found the 10-inch stick beside the water bowl, we figured it was a “thank you” gift. But, since we have been seeing less and less of the birds, it may have meant “Thank you and farewell.” We think that since spring is here, they may have found a new food source. Also, Pat has noticed that they will sometimes pick up some food and fly away with it. They may be nesting and have extra mouths to feed.

It’s been fun to observe these guys and learn from them. They are intelligent and can solve problems. We also discovered that they want to make friends, are compassionate, and have other human-like traits. Pat found a website on the Internet called “Crow Lovers” where people can post their crow stories. One man posted a video of himself teaching his pet crow how to dance and moonwalk.  A lady wrote and wondered what to do if the crows didn’t show up for breakfast. A man responded “Caw, caw, caw, caw!” There it is. Corroboration for our findings.

We went for four days with no crows. Then, the guy with the mangled foot and another crow that Pat thought must be The Talker started coming around at different times of the day. They would do fly-by’s real close to the windows so Pat would know they were there. She would get some food and go and talk to them. Sometimes, they would eat and sometimes not. Pat said they acted as if they missed her and just wanted to hang out and talk.

Two crows that Pat didn’t recognize (no bad feet) showed up for several days. A third crow would try to join them, but they didn’t like him and always drove him off. Pat wondered if it was a raven rather than a crow. There must be some big reason for their hostility.

One morning, Pat heard a cooing sound. She opened the front door and looked out. She saw that a crow was perched on the edge of the garage roof and making that cooing sound as if to call her. She went out and talked to it for a few minutes, and then it left.

Another time, Pat heard a bird in the driveway and went out. There was just one lone crow, and it was talking. As she talked to it, Pat tried to get closer, but the bird was fearful and kept backing up. No matter how she tried, the crow just wouldn’t relax and let her get up closer. Finally, it took off and flew over the house. She could hear it in the backyard jabbering. She went out to the patio and saw that the crow was perched up in our carrotwood tree. Pat sat down on the swing and started talking to the bird. It responded by jabbering and occasionally making little cooing sounds. She thought it was the bird that had cooed on previous days but was also the one driven off by the other birds and was scared to get close. It would sure make things easier if the birds were different enough to tell them apart. It would make it so much easier to understand their personalities.

The crows like grapes, so Pat comes up with a treat for them every now and then. The other morning, she put out some grapes and gave the four caws, and no crows came. After a few minutes, the two sparrows showed up. They immediately attacked one of the grapes and were pecking away with gusto. I guess if the crows don’t show up, we’ll be lucky in that we only have to put out one grape.

Dave Thomas

6/20/2024

The seaplane tender, U.S.S. Pine Island, completed gunnery practice and returned to port. We were anxious to get our engine replaced and get back to Iwakuni. We were also curious to see how our plane would be lifted aboard the ship. The seaplane tenders didn’t look like regular ships. The superstructure extended from the bow to about mid-ship. A deck extended from that point to the stern. A deck this size could accommodate two seaplanes. To lift them aboard and position them were two giant cranes, one at the stern and one on the port side of the deck. The only number that comes to mind for the weight of the planes is 70,000 pounds. I don’t know if that is with gas or without.

I have posted two stories about seaplane tenders to this blog. They are “Seaplane Story 6” and “Seaplane Story 7.” Also, the internet has stories and pictures of the U.S.S. Pine Island AV12 and U.S.S. Salsbury Sound AV13.

Putting a seaplane aboard ship was exciting stuff. A bridle was attached to built-in places of the plane and suspended from the hook of the crane. A rope was placed on top of the wings and connected from wingtip to wingtip. This was for the two guys that would be standing on the wings to help balance the plane as it was hoisted aboard. Each man would stand at the mid-point of a wing and hold on to the rope. If the plane was out of balance and tipped a little, the men could step toward the wingtip or the fuselage and restore balance. I volunteered, and I’ll tell you it was quite an experience. I was used to working high when working on the tops of oil rigs in Colorado, but that didn’t compare with this gig. Anyhow, we were swung aboard, and the engine was replaced. I can’t remember, but think we were aboard the Pine Island for 4 or 5 days. The ship’s crew were professionals and did a great job. They also took good care of us and saw to it that we had everything we needed.

Well, now you have seen some of the highlights of my deployment. I enjoyed everything about it except the absence from my wife, kids, and home. I looked on the Navy as a job and did my best to produce every day. I made AT2, E5, and my final year of my 4-year hitch, I was flying in SF1, the Skipper’s Crew. All in all, the Navy was a great experience for me.

I liked my fellow crew members and the other guys I worked with. I recently heard from a man named Don Frazeur who was in VP 48 after I was. Don had done a lot of research on the crews and former squadron members. He had learned that in Crew 8, my crew, there were only 5 of us left. They are Al Bell, Jay Dow, Jim Dollar, John Reid-Green, and me. Time marches on.

I hope I haven’t bored you with too much detail. I thought that explaining how some of the stuff worked would make the story more enjoyable.

Dave Thomas

6/13/2024

We were notified that a typhoon was headed for Akuni, and the squadron must evacuate to Sangley Point in the Philippines. A few hours later we loaded up and took off. We had only been in the air for an hour or two when we lost an engine. As before, the pilots feathered the prop, trimmed up, and called in a Mayday. We were directed to go to Buckner Bay at Okinawa where the USS Pine Island, a seaplane tender, was berthed. We also were told The Pine Island was out to sea for gunnery practice and would be back in a couple of days. We were to tie up to a buoy and wait for the ship to return.

The loss of another engine must have been quite a blow to our head mechanic, Don Crocker. He served in a seaplane squadron during the Korean War. After that, he moved to the L.A. area and worked for a man who was a stunt pilot for the movies. This man also had a collection of vintage planes he flew for the movies and Crocker maintained them all. I was glad he re-joined the Navy as I learned a lot from him.

Surovik and Bell were good pilots, so I wasn’t worried about flying single engine. We got to Okinawa okay and after landing, the pilots spotted  a buoy that was a few yards from the pier. Seaplanes are like boats in that they don’t respond quickly to changes in direction. There is an appendage on each side of the hull, at the stern. They look like little wings that fold up into the hull and are controlled by hydraulics. They are individually controlled and are used for steering when the plane is in the water.  

There was some wind and a little bit of chop to the water. Lt. Surovik would taxi up to within a few feet of the buoy and when he reduced power to keep from overshooting it the wind, tide, or current would push us back. Normally, it was no big deal. Having only one engine for control made it a lot tougher.  He tried several times, and I don’t doubt that he could have worked it out. Instead, his voice came over the intercom and he said disgustedly, “Someone is going to have to swim for it.”

It’s usually a simple chore to tie up to a buoy. The pilot drives up to the buoy. The man in the bow reaches down and snags it and ties up. The buoy is anchored to the bottom. On top of the buoy is a rope with a loop having a diameter of 18” or so.    There are hatches on both sides of the bow. The port side hatch is used when the pilot gets the plane up to the buoy and pulls the throttles back to idle.

There is a hole or receptacle in the threshold of each hatch to accommodate a bollard.  The bollard looks like a piece of 4” pipe and after insertion into that receptacle in the threshold becomes a snubbing post to hitch the buoy to. A rope called a hawser is used to secure the plane to the buoy. The rope is probably 1 ½” or 2” in diameter and maybe 25 or 30 feet long, and has a loop built into one end.

Now that we have all the components identified let me describe how this buoy operation is supposed to work.  While the pilot taxis the plane to the buoy, one of the crewmen goes to the bow and opens the port hatch. He retrieves the bollard from its storage place and inserts it into the receptacle in the threshold of the hatch. Next, he gets the hawser from the rope locker and loops it over the bollard.  The pilot gets the plane up against the buoy and pulls the throttles back to idle. The crewman gets the free end of the hawser and leans out the hatch and passes it through the loop on top of the buoy. He pulls the slack, snubs the plane up against the buoy, and makes a couple of turns around the bollard with the hawser and ties it off. The pilot shuts down the engines and secures the cockpit. The crewman gets ready to install the wheels if the plane is to be pulled up the ramp to the beach.

After Lt. Surevik had announced that someone would have to swim for the buoy, I decided that a swim would be perfect on such a hot day. I went to the bow and stripped down to my shorts. The buoy was just a few yards away, and the swim looked like easy money. I grabbed the free end of the hawser and jumped in. With the hawser in one hand, I started doing a side stroke toward the buoy. I soon realized that I wasn’t getting anywhere. There was either a rip current or a tide was running. Not having many choices, I stuck the end of the rope in my mouth and clamped down on it. With both hands free, I was able to do a breaststroke and make some headway. I was able to get to the buoy okay and threaded the end of the hawser through the loop on top of it. Then, I was able to drag the end of the hawser back to the plane and hand it to the guy in the bow. He took a couple of turns around the bollard and tied it off. Mission accomplished.

Dave Thomas

6/6/2024