UNCLOS 1982

Introduction

The 1982 United Nations Convention on the Law of the Sea (UNCLOS) is the most comprehensive attempt at creating a unified regime for governance of the rights of nations with respect to the world's oceans. The treaty addresses a number of topics including navigational rights, economic rights, pollution of the seas, conservation of marine life, scientific exploration, piracy, and more. The treaty, one of the longest in history, is comprised of 320 articles and 9 annexes, representing the codification of customary international law and its progressive development.

Historical Background

Since humanity first set forth upon the seas, the issue of sovereign control over the oceans has been an ongoing concern. Prior to the 20th century, the oceans had been subject to the freedom of the seas doctrine. This principle, adopted in the 17th century, limited national rights and jurisdiction over a narrow band of water along a nations coast, the rest of the sea being free to all and belonging to none. Nearly a century later, the "cannon-shot" rule became the basis for determining how much of the adjacent oceans were under the jurisdiction of a nation. The cannon-shot rule set forth that a nation controlled a territorial sea as far as a projectile could be fired from a cannon based on shore. In the 18th century this range was approximate three nautical miles. As time progressed, three miles became the widely accepted range for the territorial sea.^[1]
Due to the slow pace of technological developments prior to the Industrial Revolution, these simple rules provided effective governance of the world's oceans. With the technological developments of the mid-19th and early-20th centuries, however, not only did ships become more powerful, but technology allowed humanity to exploit ocean resources that had never before been envisioned. Fishermen, once limited to areas near their own coasts, were now equipped with vessels that could allow them to stay at sea for months at a time and capture fish harvests that were far from their native waters. Virtually unrestrained, fleets from around the world traveled to areas rich in fish-stocks. The lack of restraint on the part of these fishermen resulted in fish stocks around the world being depleted without regard to the stability of their numbers.^[2]
Evolving technology also allowed for the exploitation of previously inaccessible off-shore resources, most notably oil (but also diamonds, gravel, and precious metals). To illustrate the rapidity of these developments, in 1947 off-shore oil production in the Gulf of Mexico was still less than 1 million tons. By 1954, production had grown close to 400 million tons.^[3] As a matter of perspective, just in the Gulf of Mexico, the United States alone currently produces 218,192 tons daily, for a total of 79.6 million tons annually, reflecting a steadily decreasing trend that began in the 1970's.^[4]

In order to protect local resources, be they biological or mineral, nations began expanding their claims of sovereignty beyond the traditional 3 mile limit. The first nation to challenge the long-standing freedom of the seas doctrine was the United States. On September 28, 1945, President Harry S. Truman signed what has become commonly known as the Truman Proclamation. The proclamation set a claim of sovereignty by the United States to the outer continental shelf (OCS) and the resources therein as well as establishing the right of the U.S. to establish conservations zones "in areas of the high seas contiguous to the coasts of the United States."^[5] While recognizing some limited sovereignty over an expanded region of the sea, the proclamation was careful to stipulate that the new US policy did not affect "the right [of] free and unimpeded navigation."^[6]
After the United States expanded its claim, it was not long before other nations followed suit. By 1950, Argentina was actively claiming its continental shelf as well as the water column above it, Ecuador, Chile, and Peru were asserting rights over a 200-mile zone in order to protect its biological resources from foreign fleets, and a spate of Arab and Eastern European nations were laying claim to a 12-mile territorial sea. There was a growing understanding, however, that such a fractured regime could not continue.<sup>[7]
For further information pls click below link:-

UNCLOS 1982</sup>

MLC 2006

MARITIME LABOUR CONVENTION 2006
An ILO cinvention which consolidates in the document up to date standard of various older ILO Maritime Convention .


http://www.dnv.com/binaries/6.1%20MLC%202006%20convention%20text_tcm4-273727.pdf

What is Demurage ,Despatch and Deadfreight

Demurage
The money payable to the owner for delay for which the owner is not responsible in loading and or/discharging after the laytime has expired.

Despatch
The money payable by the owner if ship complete loading or discharging before the laytime has expired .

Deadfreight
This term is applied to the sum of payable to the shipowner when the charter has failed to load a full and complete cargo in accordance with the provision of the contract .

Best Management Practise For Somali Piracy Attack

1.1

(BMP) contained in this booklet is to assist ships to avoid, deter

or delay piracy attacks off the coast of Somalia, including the

Gulf of Aden (GoA) and the Arabian Sea area. Experience,

supported by data collected by Naval forces, shows that the

application of the recommendations contained within this

booklet can and will make a significant difference in preventing

a ship becoming a victim of piracy.

The purpose of the Industry Best Management Practices

1.2

of violence against ships, her crew and cargo. This includes

armed robbery and attempts to board and take control of the

ship, wherever this may take place.

For the purposes of the BMP the term ‘piracy’ includes all acts

1.3

to the Maritime Security Centre – Horn of Africa website

(www.mschoa.org), which provides additional and updating

advice.

Where possible, this booklet should be read with reference

1.4

the 2

published in August 2009.

This BMP3 booklet updates the guidance contained withinnd edition of the Best Management Practice document

1.5

latest IMO MSC Circulars

This booklet complements piracy guidance provided in the

IMPORTANT: The extent to which the guidance given in this booklet

is followed is always to be at the discretion of the Ship

Operator and Master.

Introduction

Section 1

2

3

Somali Pirate Activity –

The High Risk Area

Section 2

2.1

in the Gulf of Aden, concentrated on the Internationally

Recommended Transit Corridor (IRTC), has significantly

reduced the incidents of piracy attack in this area. With Naval

forces concentrated in this area, Somali pirate activity has

been forced from the Gulf of Aden out into the Arabian Sea.

It is important to note, however, that there remains a serious

threat from piracy in the Gulf of Aden.

The significant increase in the presence of Naval forces

2.2

land and at extreme range from the Somali coast, and continue

to do so.

Somali based pirate attacks have taken place both close to

2.3

the piracy attacks have taken place. For the purposes of the

BMP, this is an

and 78°E

extreme East of this area, they have taken place at almost 70°-E

There remains the possibility that piracy attacks will take place

even further to the East of the High Risk Area. Attacks have

occurred to the extreme South of the High Risk Area. A high

state of readiness and vigilance should be maintained even

to the South of the Southerly limit of the High Risk Area and

the latest advice from MSCHOA on the extent of pirate activity

always sought (contact details are contained in Annex A).

recommended that the BMP is applied throughout the High

Risk Area

The High Risk Area for piracy attacks defines itself by wherearea bounded by Suez to the North, 10°S. While to date attacks have not been reported to theIt is.

4

5

Risk Assessment

Section 3

3.1

Masters should carry out a risk assessment to assess the

likelihood and consequences of piracy attacks to the vessel,

based on the latest available information (see Annex A for

useful contacts, including MSCHOA and UKMTO). The output

of this risk assessment should identify measures for prevention,

mitigation and recovery, which will mean combining statutory

regulations with supplementary measures to combat piracy.

Factors to be considered in the risk assessment should

include, but may not be limited to, the following:

Prior to transiting the High Risk Area, Ship Operators and

3.2

the safety of the crew. Care should be taken, when formulating

measures to prevent illegal boarding and external access to

the accommodation, that crew members will not be trapped

inside and should be able to escape in the event of another

type of emergency, such as, for example fire.

Crew Safety: The primary consideration should be to ensure

6

3.3

being attacked at the lowest point above the waterline, making

it easier for them to climb onboard. These points are often

on either quarter. Experience suggests that vessels with a

minimum freeboard that is greater than 8 metres have a much

greater chance of successfully escaping a piracy attempt

than those with less. A large freeboard will provide little or no

protection if the construction of the ship provides assistance to

pirates seeking to climb onboard.

Freeboard: It is likely that pirates will try to board the ship

A large freeboard alone may not be enough to deter a pirate attack.

3.4

attack is by using speed to try to outrun the attackers and/or

make it difficult to board. To date, there have been no reported

attacks where pirates have boarded a ship that has been

proceeding at over 18 knots. It is possible however that pirate

tactics and techniques may develop to enable them to board

faster moving ships.

Full Sea Speed in the High Risk Area

‘Group Transit’ (see section 8.3 on page 17 for further details of

Group Transits) within the International Recommended Transit

Corridor (IRTC), speed may be required to be adjusted.

In the Gulf of Aden, ships capable of proceeding in excess

of 18 knots are strongly recommended to do so. Within the

remainder of the High Risk Area ships are reminded that

speed is extremely important in avoiding or detering a pirate

attack. It is recommended that reference should be made to

the MSCHOA website for the latest threat guidance regarding

pirate attack speed capability.

Speed: One of the most effective ways to defeat a pirateShips are recommended to proceed at. If a vessel is part of a

7

3.5

even where they are supported by larger vessels or ‘mother

ships’, which tends to limit their operations to moderate sea

states. While no statistics exist, it is likely to be more difficult to

operate these small craft effectively in sea state 3 and above.

Sea State: Pirates mount their attacks from very small craft,

3.6

immediately following the release of a hijacked vessel and/or

following a period of poor weather when pirates have been

unable to operate.

Pirate Activity: The risk of a piracy attack appears to increase

8

9

4.1

open boats or ‘skiffs’ are used in attacks, often approaching

from either quarter or the stern. Pirates appear to favour trying

to board ships from the port quarter.

Commonly, two or more small high speed (up to 25 knots)

4.2

equipment, supplies and smaller attack craft, has enabled

attacks to be undertaken at a greater range from the shore.

Pirates are also using larger long range attack craft to attack

at much greater distance from the Somali Coast.

The use of a pirate ‘mother ship’, carrying personnel,

4.3

being attacked to enable one or more armed pirates to climb

onboard. Pirates frequently use long lightweight ladders to

climb up the side of the vessel being attacked. Once onboard

the pirate (or pirates) will generally make their way to the

bridge to take control of the vessel. Once on the bridge the

pirate/pirates will demand that the ship slows/stops to enable

further pirates to board.

Somali pirates seek to place their skiffs alongside the ship

Typical Pirate Attacks

Section 4

10

4.4

many pirate attacks have taken place early in the morning,

at first light. Attacks have occurred at night, but this is less

common.

Attacks have taken place at most times of the day. However,

4.5

Propelled Grenades (RPGs) in an effort to intimidate Masters

of ships to reduce speed and stop to allow the pirates to

board. In what are difficult circumstances, it is very important

to maintain Full Sea Speed, increasing speed where possible,

and using careful manoeuvring to resist the attack.

It is not uncommon for pirates to use small arms fire and Rocket

4.6

crew who have planned and trained in advance of the passage

and applied the BMPs contained within this booklet.

The majority of attempted hijacks have been repelled by ship’s

11

5.1

for every ship type. Therefore, as part of the Risk Assessment,

it is important to determine which of the BMP will be most

suitable for individual ships.

Not all measures discussed in this booklet may be applicable

5.2

Naval forces. This is to ensure that Naval forces are aware

of the sea passage that a ship is about to embark upon and

how vulnerable that ship is to pirate attack. This information

is essential to enable the Naval forces to best use the assets

available to them. Once ships have commenced passage it

is important that they continue to update the Naval forces on

progress. The three key Naval organisations to contact are:

An essential part of BMP that applies to all ships is liaison with

5.2.1

is the planning and coordination authority for EU forces

(EU NAVFOR) in the Gulf of Aden and the Somalia

Basin. (See contact details at Annex A.)

The Maritime Security Centre – Horn of Africa (MSCHOA)

5.2.2

The day-to-day interface between Masters and Naval

forces is provided by UKMTO, who talk to the ships and

liaise directly with MSCHOA and the Naval commanders

at sea. UKMTO require regular updates on the position

and intended movements of ships. They use this

information to help the Naval units maintain an accurate

picture of shipping. (See contact details at Annex A). A

copy of the UKMTO Vessel Position Reporting Form is

attached at Annex B.

UKMTO is the first point of contact for ships in the region.

5.2.3

as a conduit for information exchange between the

Combined Maritime Forces (CMF) and industry within

the region. (See contact details at Annex A).

The Martime Liaison Office Bahrain (MARLO) operates

Implementing BMP

Section 5

12

13

6.1

access to the restricted sections of the MSCHOA website

(www.mschoa.org) prior to entering the High Risk Area as it

contains additional and updated information.

It is strongly recommended that ship operators register for

6.2

Risk Area) – an area bounded by Suez to the North, 10°S and

78°E – ensure that a UKMTO Vessel Position Reporting Form

is sent (this can be done by either the ship or ship operator).

On entering the UKMTO Voluntary Reporting Area (or High

6.3

Recommended Transit Corridor (IRTC), ensure that a ‘Vessel

Movement Registration Form’ has been submitted to MSCHOA

(either on line, by email or by fax –see contact details at

Annex A)

4-5 days before the vessel enters the International

6.4

implementation of the Ship Security Plan (SSP), as required

by the

Review the Ship Security Assessment (SSA) andInternational Ship and Port Facility Security Code

(ISPS), to counter the piracy threat, including the addition of

UKMTO (as a recognised emergency response authority), as

an SSAS recipient.

6.5

a contingency plan is in place for a passage through the High

Risk Area, and that this is exercised, briefed and discussed

with the Master and the Ship Security Officer (SSO).

The Company Security Officer (CSO) is encouraged to see that

6.6

that have been promulgated (by for example Navigational

Warnings on SAT C or alerts on the MSCHOA website –

www.mschoa.org.

Be aware of any specific threats within the High Risk Areas

Company Planning

Section 6

14

6.7

recommended routeing through the High Risk Area and

available methods of transiting the IRTC (eg Group Transit

or national convoy where these exist). Reference should be

made to the MSCHOA website for the latest routeing guidance

(see contact details at Annex A).

Offer the Ship’s Master guidance with regard to the

6.8

sessions post transits.

Conduct crew training sessions prior to transits and debriefing

6.9

Protection Measures

Area is very strongly recommended. Suggested SPMs are set

out within this booklet. The use of SPMs significantly increases

the prospects of a ship resisting a pirate attack.

The provision of carefully planned and installed Self(SPMs) prior to transiting the High Risk

6.10

numbers.

Consider additional resources to enhance watch-keeping

6.11

discretion of the company, but the use of armed guards is not

recommended.

The use of additional private security guards is at the

15

Masters’ Planning

Section 7

7.1

Risk Area) – an area bounded by Suez to the North, 10°S and

78°E – ensure that a UKMTO Vessel Position Reporting Form

is sent (this can be done by either the ship or ship operator).

On entering the UKMTO Voluntary Reporting Area (or High

7.2

Recommended Transit Corridor (IRTC) ensure that a ‘Vessel

Movement Registration Form’ has been submitted to MSCHOA

(either online, by email or fax – see contact details at Annex A).

4-5 days before the vessel enters the Internationally

7.3

the crew should be briefed on the preparations and a drill

conducted prior to arrival in the area. The plan should be

reviewed and all personnel briefed on their duties, including

familiarity with the alarm signal signifying a piracy attack, an

all clear and the appropriate response to each.

Prior to entry into the High Risk Area it is recommended that

7.4

communication plan, to include all essential emergency contact

numbers and prepared messages, which should be ready

at hand or permanently displayed near the communications

panel (eg telephone numbers of MSCHOA, IMB, PRC, CSO

etc – see list of Contacts at Annex A).Masters are advised to also prepare an emergency

Guidelines on Early assesment of Hull Damage and Possible need for abandonment of Bulk Carriers

GUIDELINES ON EARLY ASSESSMENT OF HULL DAMAGE AND

POSSIBLE NEED FOR ABANDONMENT OF BULK CARRIERS

1 The Maritime Safety Committee, at its seventy-sixth session (2 to 13 December 2002),

considered recommendations for decision-making emanating from various formal safety assessment

(FSA) studies on bulk carrier safety. In particular, the Committee agreed that a circular should be

prepared addressing bulk carriers which may not withstand flooding of any one cargo hold and

containing information on the action to be taken in case of flooding of such holds, making sure that

the professional judgement of the master is not undermined.

2 The Committee, at its seventy-ninth session (1 to 10 December 2004), having considered the

recommendations made by the Sub-Committee on Ship Design and Equipment at its forty-sixth

session, the Sub-Committee on Safety of Navigation at its forty-ninth and fiftieth sessions and the

Sub-Committee on Standards of Training and Watchkeeping at its thirty-fifth session, approved

Guidelines on early assessment of hull damage and possible need for abandonment of bulk carriers,

as set out in the annex. Some common causes of hull damage are contained in the Appendix to the

annex.

3 Member Governments are invited to urge companies, as defined in the ISM Code, that

operate bulk carriers flying their flag, to issue ship specific guidance, based on the annexed

Guidelines, to the masters of such bulk carriers with a view to improving the precautionary measures

and procedures for emergencies on board their ships. This ship specific guidance should be brought

to the attention of all crew members during familiarization training.

***

MSC/Circ.1143

I:\CIRC\MSC\1143.DOC

ANNEX

GUIDELINES ON EARLY ASSESSMENT OF HULL DAMAGE AND

POSSIBLE NEED FOR ABANDONMENT OF BULK CARRIERS

1 Provoked by the disappearance and loss of a number of bulk carriers from mid 1970s

onwards the international shipping community has grown increasingly concerned that such ships are

particularly vulnerable to rapid loss. Consequently, IMO has been taking action over the years to

address this problem and to find appropriate solutions. Among such actions, the Organization has

adopted amendments to the 1974 SOLAS Convention, by introducing chapter XII in 1997 (amended

in 2002), and other related provisions in chapter II-1, and has also amended the Guidelines on the

enhanced programme of inspections during surveys of bulk carriers and oil tankers

(resolution A.744(18)) on several occasions. More recently, a number of formal safety assessment

(FSA) studies on bulk carrier safety have been carried out. From these studies, the Maritime Safety

Committee of IMO concluded at its seventy-sixth session in December 2002 that bulk carriers do

deserve continued special attention and a number of measures were approved to address the issues

identified, both structural and operational.

2 Records of bulk carrier losses indicated, in a large proportion of the cases studied, that ship.s

masters often appeared to be unaware of the imminent danger they were in. Many lost their lives

together with the other seafarers on board as a consequence. Ship losses were frequently so rapid

that the ship did not have time to send a distress signal.

3 The records studied show that in the event of loss of hull integrity, in many cases, bulk

carriers should be evacuated as quickly as possible. EARLY ASSESSMENT OF THE SITUATION

IS THEREFORE IMPERATIVE, COMBINED WITH ALERTING A MARITIME RESCUE

CO-ORDINATION CENTRE, ALERTING ALL PERSONNEL ONBOARD AND MAKING

PREPARATIONS FOR EVACUATION. This is of particular importance for single skin bulk

carriers which may not be capable of withstanding flooding of any cargo hold.

4 Companies should consider the following advice carefully with a view to improving their

own precautionary measures and procedures for emergencies. The advice applies equally to ships

other than bulk carriers when carrying dense cargoes.

Heavy cargoes

5 In most cases in which bulk carriers have been lost, heavy cargoes such as iron and other

dense ores are a common factor. Ships are also vulnerable when carrying certain break-bulk cargoes

such as steel products. This could include other ship types. The small volume taken up by the cargo

in the ships. holds results in a large unoccupied space. This provides potential in a flooding scenario

for large volumes of water to rapidly destroy the ship.s residual buoyancy and, in the case of smaller

vessels, its stability. Larger vessels are also highly susceptible to structural failure due to increases

of weights caused by the influx of water.

6 Heavy cargoes place high loads on the structure, and structural failure is therefore more

probable when subjected to the additional forces associated with flooding.

MSC/Circ.1143

ANNEX

Page 2

I:\CIRC\MSC\1143.DOC

Structure

7 Deterioration of structure through corrosion, fatigue and damage is identified as a principal

factor in the loss of many bulk carriers. Failing to identify such deterioration may lead to sudden and

unexpected failure. Bulk carrier crews may be unaware of the vulnerability of these vessel types.

The consequential loss of a ship carrying heavy cargo can be expected to be very rapid, should a

major failure occur.

Forward flooding

8 Spaces forward of the collision bulkhead will, in the event of flooding, significantly affect the

trim of the ship and reduce freeboard at the bow. In extreme weather this further threatens the ship

as green seas come inboard and impact on hatch covers and other fittings that protect the water or

weathertight integrity of the ship. Shell plating in the region of the bow protects the fore peak tank

and other spaces as do air pipes and ventilators. If any of them are damaged the ship.s ability to

resist further escalation of flooding is compromised.

Early assessment

9 When it occurs or is likely to occur, masters should quickly assess damage to their ships by

being alert to water ingress and its consequences. The following guidelines are given to assist them

in this assessment.

Unusual motion or attitude

10 If a ship takes on an unusual trim or heel, or if her motions become changed, breach of the

hull envelope should be suspected immediately:

- Unusual collections of water on decks may be indicating trim or heel abnormality.

- Sudden changes of heel or trim will indicate flooding or in smaller ships with lighter

cargoes it may indicate cargo shift.

- Jerky lateral motions can be indicative of large scale sloshing as would be the case if a

hold were flooded.

- On smaller ships, slowing of the ship.s roll period may indicate excessive water within

the hull - a serious threat to stability. Ships fitted with GM meters should be able to

identify any unexpected changes in GM.

- Increases of water boarding forward decks may indicate flooding of a forward

compartment. Trim and freeboard changes are notoriously difficult to assess from an

after bridge.

11

Methods of detection

- Hatch covers may be dislodged by pressure and/or sloshing from within a hold if

flooding occurs through side shell or bulkhead.

"ship security Incident"

Taken From Malaysian Shipping Act (Amendment and Extension 2007)

“security incident” means any suspicious act or

circumstance threatening the security of a ship, including

a high-speed craft, or a marine facility, or any shipmarine

facility interface or ship-to-ship activity;

“security level” means the quantification of the degree

of risk that a security incident will be attempted or will

occur;

“security level 1” means the level for which minimum

appropriate protective security measures shall be maintained

at all times;

“security level 2” means the level for which appropriate

additional protective security measures shall be maintained

for a period of time as a result of heightened risk of a

security incident;

“security level 3” means the level for which further

specific protective security measures shall be maintained

for a limited period of time when a security incident is

probable or imminent, although it may not be possible

to identify the specific target;

A 23 /Res 949 -Port Og Refuge

INTERNATIONAL MARITIME ORGANIZATION

E
IMO

ASSEMBLY A 23/Res.949
23rd session 5 March 2004Agenda item 17 Original: ENGLISH
Resolution A.949(23)
Adopted on 5 December 2003
(Agenda item 17)
GUIDELINES ON PLACES OF REFUGE FOR SHIPS 
IN NEED OF ASSISTANCE
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines concerning
maritime safety and the prevention and control of marine pollution from ships,
RECALLING ALSO the obligations and procedures for the master to come to the
assistance of persons in distress at sea, established by regulation V/33 of the International
Convention for the Safety of Life at Sea, 1974, as amended,
RECALLING FURTHER that the International Convention on Maritime Search and
Rescue, 1979, as amended, establishes a comprehensive system for the rescue of persons in
distress at sea which does not address the issue of ships in need of assistance,
CONSCIOUS OF THE POSSIBILITY that ships at sea may find themselves in need of
assistance relating to the safety of life and the protection of the marine environment,
RECOGNIZING the importance of and need for providing guidance for the masters
and/or salvors of ships in need of assistance,
RECOGNIZING ALSO the need to balance both the prerogative of a ship in need of
assistance to seek a place of refuge and the prerogative of a coastal State to protect its coastline,
RECOGNIZING FURTHER that the provision of a common framework to assist coastal
States to determine places of refuge for ships in need of assistance and respond effectively to
requests for such places of refuge would materially enhance maritime safety and the protection of
the marine environment,
HAVING CONSIDERED the recommendations made by the Maritime Safety Committee
at its seventy-sixth and seventy-seventh sessions, by the Marine Environment Protection
Committee at its forty-eighth session, by the Legal Committee at its eighty-seventh session and
by the Sub-Committee on Safety of Navigation at its forty-ninth session,
For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
I:\ASSEMBLY\23\RES\949.doc


A 23/Res.949 - 2 -

1. ADOPTS the Guidelines on places of refuge for ships in need of assistance, the text of
which is set out in the annex to the present resolution;
2. INVITES Governments to take these Guidelines into account when determining and
responding to requests for places of refuge from ships in need of assistance;
3. REQUESTS the Maritime Safety Committee, the Marine Environment Protection
Committee and the Legal Committee to keep the annexed Guidelines under review and amend
them as appropriate;
4. REQUESTS the Legal Committee to consider, as a matter of priority, the said Guidelines
from its own perspective, including the provision of financial security to cover coastal State
expenses and/or compensation issues, and to take action as it may deem appropriate.
I:\ASSEMBLY\23\RES\949.doc


-3 -
A 23/Res.949
ANNEX
GUIDELINES ON PLACES OF REFUGE FOR SHIPS
IN NEED OF ASSISTANCE

Table of Contents

A 23/Res.949 - 4 -
1 General
Introduction
Objectives of providing a place of refuge
1.1 Where the safety of life is involved, the provisions of the SAR Convention should be
followed. Where a ship is in need of assistance but safety of life is not involved, these guidelines
should be followed.
1.2 The issue of .places of refuge. is not a purely theoretical or doctrinal debate but the
solution to a practical problem: What to do when a ship finds itself in serious difficulty or in need
of assistance without, however, presenting a risk to the safety of life of persons involved. Should
the ship be brought into shelter near the coast or into a port or, conversely, should it be taken out
to sea?
1.3 When a ship has suffered an incident, the best way of preventing damage or pollution
from its progressive deterioration would be to lighten its cargo and bunkers; and to repair the
damage. Such an operation is best carried out in a place of refuge.
1.4 However, to bring such a ship into a place of refuge near a coast may endanger the coastal
State, both economically and from the environmental point of view, and local authorities and
populations may strongly object to the operation.
1.5 While coastal States may be reluctant to accept damaged or disabled ships into their area
of responsibility due primarily to the potential for environmental damage, in fact it is rarely
possible to deal satisfactorily and effectively with a marine casualty in open sea conditions.
1.6 In some circumstances, the longer a damaged ship is forced to remain at the mercy of the
elements in the open sea, the greater the risk of the vessel.s condition deteriorating or the sea,
weather or environmental situation changing and thereby becoming a greater potential hazard.
1.7 Therefore, granting access to a place of refuge could involve a political decision which
can only be taken on a case-by-case basis with due consideration given to the balance between
the advantage for the affected ship and the environment resulting from bringing the ship into a
place of refuge and the risk to the environment resulting from that ship being near the coast.
Background
1.8 There are circumstances under which it may be desirable to carry out a cargo transfer
operation or other operations to prevent or minimize damage or pollution. For this purpose, it
will usually be advantageous to take the ship to a place of refuge.
1.9 Taking such a ship to a place of refuge would also have the advantage of limiting the
extent of coastline threatened by damage or pollution, but the specific area chosen may be more
severely threatened. Consideration must also be given to the possibility of taking the affected
ship to a port or terminal where the transfer or repair work could be done relatively easily. For
this reason the decision on the choice and use of a place of refuge will have to be carefully
considered.
I:\ASSEMBLY\23\RES\949.doc


-5 -
A 23/Res.949
1.10 The use of places of refuge could encounter local opposition and involve political
decisions. The coastal States should recognize that a properly argued technical case, based on a
clear description of the state of the casualty, would be of great value in any negotiations which
may take place.
1.11 At the international level, the Conventions listed in Appendix 1, as may be amended,
constitute, inter alia, the legal context within which coastal States and ships act in the envisaged
circumstances.
Purpose of the Guidelines
1.12 The purpose of these Guidelines is to provide Member Governments, shipmasters,
companies1 (particularly in connection with the ISM Code and procedures arising therefrom),
and salvors with a framework enabling them to respond effectively and in such a way that, in any
given situation, the efforts of the shipmaster and shipping company concerned and the efforts of
the government authorities involved are complementary. In particular, an attempt has been made
to arrive at a common framework for assessing the situation of ships in need of assistance.
1.13 These Guidelines do not address the issue of operations for the rescue of persons at
sea, inasmuch as the practical difficulties that have given rise to the examination of the issue of
places of refuge relate to problems other than those of rescue. Two situations can arise:
-
the ship, according to the master.s assessment, is in need of assistance but not in a
distress situation (about to sink, fire developing, etc.) that requires the evacuation
of those on board; or
-
those on board have already been rescued, with the possible exception of those
who have stayed on board or have been placed on board in an attempt to deal with
the situation of the ship.
1.14 If, however, in an evolving situation, the persons on board find themselves in
distress, the rules applicable to rescue operations under the SAR Convention, the IAMSAR
Manual and documents arising therefrom have priority over the present Guidelines (and
procedures arising herefrom).
1.15 In any case the competent MRCC should be informed about any situation which may
develop into a SAR incident.
1.16 Even though a .rescue. operation, as defined in the International Convention on Maritime
Search and Rescue (SAR) is not the case, the safety of persons must nevertheless be constantly
borne in mind in the application of these Guidelines, particularly in two respects:
-
if the ship poses a risk (explosion, serious pollution, etc.) to the life of persons in
the vicinity (crews of salvage vessels, port workers, inhabitants of the coastal area,
etc.);
-
if persons voluntarily stay (master, etc.) or go (fire-fighters and other experts,
personnel of marine salvage or towage companies, etc.) on board to attempt to
overcome the difficulties experienced by the ship.
1 As defined in the ISM Code.
I:\ASSEMBLY\23\RES\949.doc

A 23/Res.949
- 6 -

Vacancies

C/O for OIL/PRD Tanker

- Chief Mate on AHTS DP1

- Deck foreman for work on board jack-up barge. Contract 4weeks on/off. Salary 250 Euro/day

- Master, Ch.off, 2nd off DPO. Contract 4weeks on/off.

- Riggers. Contract 4 weeks on/off

- 2/E for Bulk Carrier, 4200-4370 EUR, 4 month


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How To Become A Pilot ?

How to Be a Pilot

HOW TO BE A PILOT

Introduction

The information in this pamphlet is only for guidance. It is

meant to all school leavers who have great interest in flying

as a profession or hobby. This guidance material can assist

the students to make the right decision for his/her carrier and

providing a good choice for the flying training institution.

If there is any enquiry on the procedures or regulatory

requirement it has to be forwarded to DCA, Flight Crew

Licensing Office, Level 2, Block Podium B, Lot 4G4, Precinct 4,

Federal Government Administration Centre, 62570 Putrajaya,

Malaysia, for formal respond. The telephone number is at 603

88714000 and E-mail address is at

yahaya@dca.gov.my

Becoming a Pilot

Flying is a challenge and it is a fun. To fly an aircraft ably

and safely is a huge achievement. Flying is a fast, safe and

cost-effective way to travel.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Whether you want to fly a small aircraft during the weekends,

or a Boeing 737 for an airline, you will follow much the same

process. You will learn about yourself, the aircraft, the

weather, the flying environment, and the rules pilots use to

keep their flying safe. How much you must learn depends on

what kind of pilot you want to be. With a Private Pilot License

(PPL) you can fly throughout Malaysia and carry passengers.

But you are not allowed to charge for your services. With a

Commercial Pilot License (CPL) you can work as a pilot. With

an Airline Transport Pilot License (ATPL) you can fly as a

captain on large aircraft and receive good salary.

These licenses are like steps on a ladder and must be worked

through in the correct order. First you become a private pilot,

then a commercial pilot, and finally an airline transport pilot.

However you have the option to become commercial pilot by

attending a CPL course in an approved flying training school.

Getting Started

You can fly right now. Most people’s first taste of flying is an

introductory flight at any local flying club or flying school.

During an introductory flight you will sit in the pilot’s seat and

be given a flying experience, where your flight instructor will

control the aircraft and will begin to show you how to fly

during that first flight. You don’t need to know anything about

flying to take an introductory flight. Throughout your training

you will not be asked to attempt anything you are not ready

for. There is no need to own an aircraft. There are about 15

flying clubs and 4 approved flying training schools around

Malaysia that own aircraft and employ flight instructors. Pilots

hire these aircraft, with or without an instructor, at set hourly

rates. You usually pay only for the time the aircraft is taxiing

and flying.

Aviation Flying Training Schools (AFTS) focus on professional

training, while others have a recreational focus in a ‘club’

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

atmosphere. It is a good idea to shop around and choose the

training organization that best meets your needs. If possible,

ask other pilot’s from a variety of training organizations about

their flying experiences.

Becoming a Private Pilot

Most pilots in Malaysia hold or have held a Private Pilot

Licenses. We have about 500 private pilots who fly many

different types of aircraft.

After enrolling yourself as a student pilot at any flying club,

you can apply to DCA for a Student Pilot License (SPL). This

license will authorize you to fly instructional (dual) sortie with

an instructor. The prerequisite for SPL is only pass medical

examination Class 2.

You can hold a PPL only at the age of 17 years old.

no minimum academic requirement to be a PPL pilot.

Private Pilot cannot be paid or rewarded to fly.

There isA

You can hold a Private Pilot License when you are 17 years

old.

A PPL is made up of several parts, both practical and written.

The first step is a medical examination.

Medical

Private Pilots must pass a Class 2 medical examination (Same

requirement as SPL medical). This examination must only be

carried out by specialist aviation doctors, located throughout

Malaysia. Your flying club, flying school or the DCA will

provide you with a list of these doctors in your area. During

the Class 2 medical examination your general health, hearing

and eyesight will be tested. If you are aged under 40, you

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

must renew your medical every two years. If you are between

40 and 60 your medical lasts for one year, and if you are 60

or older it is valid for six months only. If you are unable to

pass your medical examination, you can continue to fly with

an instructor, but you cannot hold a PPL. So, to avoid possible

disappointment later, you should make sure you are able to

pass your medical before beginning flight training.

Fit and Proper

Another thing to consider before you begin your flight training

is that the PPL is an aviation document requiring that you be

assessed as a “Fit and Proper Person” to hold this license. The

application form for the issue of your license contains

questions on such things as your court conviction history. To

be considered “Fit and Proper” to hold an aviation license you

must have demonstrated an acceptable respect for the law,

such that the DCA may have confidence in your ability to fly

within the Civil Aviation Rules. You are required to remain a

“Fit and Proper” person throughout the operating life of your

license. For further information contact DCA or view the DCA

web site www.dca.gov.my.

Flying Lessons

You will learn to fly progressively. Early lessons cover the

basics, like controlling the aircraft in straight and level flight.

The structure and sequence of lessons creates a building

block process, where previous learning is reinforced and

developed in succeeding lessons. Eventually you will cover

everything you need to be a capable and safe pilot.

Learning about the flying environment, and your aircraft, is

part of being a safe and competent pilot.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Most students will fly solo for the first time after about 10 to

15 hours of flying lessons. A full PPL requires a minimum of

45 hours of flying, but most students have about 70 hours

before they are ready for the flight test.

Alternatively, you could train for a PPL that limits you to flying

near the aerodrome at which you are trained. This license

requires a minimum of 40 hours flying, as it does not include

cross-country training. You could choose to gain this license

first, and then move on to gain your full PPL later. Your flying

club or flying school will discuss these options with you.

Each flying lesson typically lasts about 45 minutes. Your

instructor will usually give you a briefing before the flight so

you will know what to expect, and what is required of you. A

debriefing after the flight helps to consolidate what you have

learned. You must log every flight. Your flying club or flying

school will sell you a pilot’s logbook to record the date of each

flight, the aircraft type and registration, the name of your

instructor, the length of your flight, where you went and what

you did. You can take your flying lessons as frequently as

time and finances allow, but, it is advisable to plan for regular

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

sessions. One lesson every week or 10 days will ensure cost

effective training.

Private Pilot License Examinations

The six (6) PPL examinations are set at about the same level

as SPM or O level examinations. A pass mark of 70 percent or

greater is required. Learning about the flying environment,

and your aircraft, is part of being a safe and competent pilot.

Your flying club or flying school will help you prepare for

these examinations.

You do not have to pass these examinations before you begin

your flying lessons, but it is advisable to sit them

progressively while learning to fly, as examination passes are

required before you can fly solo cross-countries.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Air Navigation and Flight Planning

You will learn to calculate the distance of your planned flight,

what compass heading you will need to fly, how long it will

take you, and how much fuel you need to get there. You will

also learn to use maps that are specifically designed for

aviation.

Aircraft Technical Knowledge

Understanding how your aircraft flies, and its systems,

enables you to make safe flying decisions. As a trainee pilot,

you will learn about aerodynamics, engines, electrical

systems, your flight instruments and loading your aircraft.

Helicopter pilots and aeroplane pilots sit slightly different

Aircraft Technical Knowledge exams.

Meteorology

The weather has a major bearing on your flying. Often flights

will be cancelled or delayed because of the weather. You will

learn about Malaysia’s weather patterns, about cloud

formations, and about how different weather conditions affect

the performance of your aircraft. With this knowledge, you

will be able to develop decision-making skills essential to safe

flying.

Human Factors

Human error is one of the most common causes of air

accidents worldwide. It is, therefore, important to understand

the human element in aviation. Areas of study include:

aviation medicine and health, stress management, and

decision-making.

Flight Radiotelephony

Pilots keep in contact with air traffic controllers, and with each

other, by radio. As a trainee pilot, you will learn the terms and

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

phrases pilots use to make these communications clear and

free from misunderstanding. You will also learn how to

operate your aircraft’s transponder and emergency locator

beacon.

Law

Everyone in aviation follows the same set of standards when

they are flying. These standards are set out in the Civil

Aviation Regulations 1996. As a trainee pilot, you will develop

a working knowledge of these rules.

License Issue

When you have gained your medical certificate, passed all

your exams, have the required flying experience, and passed

your flight test, you can apply to DCA for the issue of a PPL.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Think Ahead

Before gaining your PPL, it is important to plan your flying

beyond the initial issue of your license. It is necessary to

budget for sufficient funds that will allow you to fly often

enough to remain both current and competent. Information

on how to stay current can be found on page 19. Many very

experienced pilots in Malaysia are content to fly simply for

fun. To work as a pilot, you must hold a Commercial Pilot’s

License.

Recreational Flying

If you want to fly for fun, then flying microlights or gliders is

another option open to you.

The first thing to do is contact the local microlight or gliding

club. You can contact Malaysian Sport Aviation Federation

(MSAF) at telephone number 03 78737377 and Fax. 03

78755378 for club contact details. The pilot will be issued with

PPL (Restricted) on completion of 30 hours program.

You will fly with an instructor, or under the supervision of an

instructor, until you have gained the skills needed to pass

your Pilot License flight test. This normally takes around 40

hours flying to become fully qualified.

The prerequisites for holding a PPL (R) are:

• You must be 17 years of age to hold a PPL(R)

• You require a medical declaration from your General

Practitioner

• You must pass written examinations (Same subjects as

PPL except Navigation & Meteorology, Aircraft General and

Radio Telephony)

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

A PPL (R) allows you to fly privately, under Visual Flight Rules

(VFR), by day within the flight park (5km radius). If you want

to carry passenger you have to achieve at least 30 hours of

experience.

Another way to fly for recreation is to take up hang gliding or

paragliding. Information on these clubs can be found with the

MSAF or at telephone number 03 89436571/019 2167526 [Lt.

Col. (R) Basir bin Hj Abdul Rahman]

If you are a thrill seeker at heart, you may be interested in

parachuting. Information about this sport is also available

with MSAF or surf the web site at

skydive@po.jaring.my

Flying Training Organizations

Choosing the right flying Institution is very important. You

have to ask yourself two main questions. Are you going for

professional pilot or just for experience in flying as a hobby.

Your budget whether you have sufficient fund for professional

training or private training only. If you can’t afford financially

for professional flying, you may start fulfilling your ambition

by joining the flying club. It is reminded that flying clubs are

basically voluntary and self help organization and it is not

actively supervised by DCA. Flying Clubs are only allowed to

conduct PPL courses. DCA only ensure that the clubs conduct

the PPL course in accordance to the approved syllabus with

qualified flying instructors, suitable aeroplane and adequate

classroom facilities. The overall running of the clubs is

governed by the club constitution, as such payment and the

amount charged for the flying instructions are decided by the

club members. You are advised to pay for the flying lessons

on hourly basis. You only pay when you fly. DCA does not

protect or guarantee money paid to be refunded in the case

that the club cannot fulfill their obligation.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

If you wish to take a professional flying training, it is

recommended that you enroll yourself to any approved flying

training school and to examine the agreement carefully, if you

are in doubt please do not hesitate to conform with us in

DCA. The list of flying training schools and flying clubs can be

found in annexure A.

Becoming a Commercial Pilot

There are about 2500 Professional (CPL and ATPL) Pilots in

Malaysia. Professional Pilots can be paid to fly. They may fly

as pilot-in-command on aircraft with only one pilot, or as a

Pilot or co-pilot on a multi-crew aircraft. You cannot hold a

Commercial Pilot License until you are 18 years old.

The requirement for CPL includes both theoretical and

practical training. Again, the first step is your medical

certificate.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Medical

Commercial pilots must pass a Class 1 medical examination.

This is more stringent than the Class 2 examination that

private pilots undergo, and you should ensure that you are

able to pass your medical before beginning flight training.

A Class 1 medical certificate must be renewed annually if you

are aged less than 40, or every six months if you are 40 or

older. This includes an ECG, general health, and hearing and

eyesight checks. There are certain medical conditions that

may prevent you from passing this examination. Your

Designated Aviation Medical Examiner (DAME), specialist

aviation doctor will be able to explain this to you. Your flying

club, flying school, or the DCA will provide a list of aviation

doctors in your area.

You can hold a Commercial Pilot License once you are 18

years old. DCA requires applicant for CPL to meet the

minimum academic qualification as stated in the AIC. The

minimum academic requirement is attain at least 5 credits at

SPM level with credit in English, mathematics and a science

subject. The applicant that does not meet the requirement

will not be issued with CPL.

Flying

To be a commercial aeroplane pilot you must have completed

a minimum of 200 hours of flying training, out of which 165

hours on single engine aeroplane and 35 hours on twin

engine aeroplane. The training has to be carried out in an

Approved Flying Training Organization. These training flying

hours are a mandatory requirement before you are allowed to

sit for your flight test. Most people, however, do not sit this

test until they have about 230 hours.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

To be a commercial helicopter pilot you must have a

minimum of 150 hours of flying training. The initial 50 hours

of flight training can be done in aeroplane and the rest 100

hours is on helicopters, before you are able to sit for your

flight test.

Malaysia has few flying schools that offer different aircraft

types and training environments.

All schools teach commercial pilots in full-time courses that

involve both flight training and theory training. Others like

flying clubs provide the training up to PPL can be given credit

hours of 30 hours and the rest of the training has to be done

in an approved training school.

Holder of a foreign CPL will be required to undergo an

abridged course of flying before Malaysian CPL can be issued.

They have to pass all the ‘Navigation papers’ and minimum of

35 hours flying training with a practical flight test by DCA

examiners at the end of the training.

You can seek an advice from several training organizations

and choose the package which best suits your needs and

goals in aviation. Your commercial flight training will follow a

set syllabus and will include cross-country flying and

instrument flying. You will be expected to meet a higher

standard than for your PPL.

Commercial pilots must pass examinations in Law, Navigation,

Human Factors, Meteorology, Aircraft Technical Knowledge

and Principles of Flight.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Examinations

Commercial Pilots must pass (score 75 percent and above)

examinations in Law, Navigation, Human Factors,

Meteorology, Aircraft Technical Knowledge and Principles of

Flight. These are similar to tertiary (diploma) level

examinations.

When you have passed your examinations, have the required

flying experience, have passed your practical flight test, and

you hold a current Class One medical certificate, you can

apply to DCA for the issue of a CPL.

Jan 2006

17

DEPARTMENT OF CIVIL AVIATION MALAYSIA

What Next?

You can now work as a pilot, but you can only fly under Visual

Flight Rules (VFR). This means that you must be able to see

the surface to navigate - you cannot fly in cloud. Possible

careers include VFR charter, scenic and agricultural flying.

You could also consider training as a flight instructor or

gaining further aircraft ratings.

Instrument Flying and Basic Gas Turbine Rating

If you want to expand your employment options with a view

to becoming an airline pilot, you will need an Instrument

Rating. This allows you to fly in cloud, navigating with

reference to the aircraft instruments. Possible careers include

freight and charter operations, or you can fly for an airline as

a first officer or second officer.

Airlines, some freight or charter companies, helicopter and

agricultural companies, operate aircraft that are powered by

gas turbine engines. These are different from the piston

engine aircraft you will train in. In order to fly a turbine

powered aircraft you will need to pass a Basic Turbine

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Knowledge examination. This is a prerequisite of a type rating

in your first turbine powered aircraft.

In order to progress to being an airline captain, you can work

towards your Airline Transport Pilot License.

Approved Training schools normally will train you with

Instrument Rating and theoretically up to frozen ATPL level,

whereby the theory examination is conducted using ATPL

examination papers. Frozen ATPL is issued on your CPL

license until you meet the flying hours for issue of ATPL

.

Becoming an Airline Transport Pilot

To apply for an Airline Transport Pilot License (ATPL), you

must be 21 years old, hold a current instrument rating, and

have 1500 hours total flight time in an aeroplane, or 1000

hours in a helicopter. You must also pass seven written

examinations and a flight test with a flight examiner.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Keeping Your Pilot License

Getting your pilot license is only the first step.

To keep it current you must have carried out at least three

takeoffs and landings in the preceding 90 days, in the aircraft

types that you wish to fly. Every six months, you will need to

carry out a flight test (C of T) conducted by DCA approved

Authorized Examiner.

This involves demonstrating to a flight examiner that your

knowledge and flying skills are still maintained at the required

standard for the type of license you hold. A C of T will also

ensure that you remain up to date with the current operating

environment. Many pilots continue to have occasional

refresher flights with an instructor employed by the company.

When employed as a CPL or an ATPL, you will have ongoing

competency checks to ensure you are flying to the required

standard.

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

Gaining a rating in a new aircraft involves practical conversion

flying lessons and some theoretical study of your new

aircraft’s systems and performance.

Learning More Skills

Once you have your pilot license you can develop many more

skills.

In aviation, these qualifications are called ratings:

•

Instrument rating

•

Type rating

•

Night rating

•

Assistant Flying Instructor rating

•

Flying Instructor rating

•

You can also train in mountain flying, formation flying, or

competition flying.

Authorized Flight examiner

Aircraft Type Ratings

Pilots are only permitted to fly the aircraft types they hold

ratings for. When first learning to fly, you will take your

lessons in the same type of aircraft or simulator.

Once you have your pilot license, you may choose to learn to

fly other types. Gaining a rating in a new aircraft involves

practical conversion flying lessons and theoretical study of

your new aircraft’s systems and performance.

Becoming a Flight Instructor

Once you are a commercial pilot, you can do further flight

training and study to become a career flight instructor. Newly

qualified flight instructors are called Assistant Flight Instructor

(AFI). As an AFI you may teach trainee pilots, although you

Jan 2006

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DEPARTMENT OF CIVIL AVIATION MALAYSIA

will work under the supervision of an experienced instructor.

There are several flying clubs and flying schools that offer AFI

category instructor training.

What does it Cost?

The cost of learning to fly varies between training

organizations, and may depend on the type of aircraft they

use. Costs also vary from pilot to pilot, depending on how

quickly trainees pick up flying skills, and reach the appropriate

standard.

The cost of flying also changes in response to fuel prices and

inflation.

It is best to contact a range of flight training organizations to

find out the latest costs and compare their prices to the

facilities they provide.

It is important not to judge your choice of training

organization solely on cost. You should also look at how each

organization can help you achieve your ultimate goals. An

aspiring airline pilot has different training needs from an

aspiring agricultural pilot, or an aspiring tourist sightseeing

pilot, who will be flying in mountainous terrain.

For budgetary purposes a PPL training on aeroplane will cost

from RM 24,000 to RM 26,000 at an approved training school

and for CPL with IR (Frozen ATPL) will cost between RM 150,

000 to RM 170,000 excluding accommodation.

Closure

Thank you for your interest in reading this guidance material,

we hope that the information will give you a clearer picture

and be able to decide the right way to fulfill your ambition to

be a pilot.