Conning Officer

Less than a week after departing from Yokosuka, a new watch bill was adopted. My Supply Officer fought to keep me off the underway watch rotation but we were out of Line Officers. My new watch would be as a Conning Officer. This is the first watch any Officer takes on the bridge. There are normally three Officers on the bridge at all times. The Officer of the Deck (OOD) has the ultimate authority over bridge operations unless the Commanding Officer is there. He decides our course and speed or any other adjustments or decisions that need to be made. The Junior Officer of the Deck (JOOD) is basically in training to become an OOD. He/She is capable of doing everything the OOD can but needs more practice. The Conning Officer (CONN) issues orders to the helm mostly consisting of course and speed changes. These changes can be issued by either the OOD or by the CONN. The helm can only respond to the CONN's orders though. This is critical and keeps the helm from being confused by multiple sets of orders.

In the couple of weeks I served as Conning Officer, we were mostly steaming in formation with Japanese warships. The most important aspects of this new position were in maintaining speed and course. Distance between ships was very important and adjustments were being at regular intervals. I took distance readings by shooting bearings off the Japanese ships. Most changes were by a few degrees or knots unless the formation was turning. Then the lead or corpen was marked by when she started her new course and followed with our turn in making the change.

Specific commands need to be made based on the degree of the course change or by how many knots the ship will be using. The helm will not respond to incorrect commands and will question mistakes. After a correct command is given, a response is required or the CONN will repeat the order. After the speed or course change has been accomplished the helm repeats the correct course and speed back to the CONN and the CONN acknowledges it. The helm is required to repeat current course and speed until acknowledged by the CONN. The Conning Officer is not allowed to receive calls and must keep his/her eyes forward at all times. It is their responsibility to ensure there is nothing in front of the ship that might not show on the radar.

There was only one day that got my nerves fried, I walked up to bridge one morning in the middle of a thunderstorm. Visibility was measured in meters and I could only occasionally see the ships in front and beside us. Shooting bearings was sometimes impossible since water droplets reflected the laser beam. Navigational radar was off since that sends out an electronic signal that can be tracked by other warships. I could sometimes see the ships and sometimes not, they would fade in and out of dense fog. I learned to look for mast, stern and navigational lights. The navigational lights were important since that would tell me if one the ships were changing course. I was happy when the other line Officers started returning to the ship, bridge duty is definitely not my cup of tea.