Confirms the vessel's class certificate machinery items (annual, intermediate, special survey, or CMS cycle) are tracked with due dates
Establishes whether any machinery survey item is overdue and whether a class extension/dispensation has been formally granted
Checks the Chief Engineer can explain which items fall under the CMS programme and their individual due windows
Verifies survey status aligns with the classification society's official report, not just the crew's informal understanding
Chief EngineerMaster
What the Inspector Expects
Establishes a documented deferral approval process exists rather than jobs being pushed back informally, per ISM Code Section 10 and 8
Confirms a specific risk assessment is completed for each deferral of a critical item, weighing consequence of failure against time to next opportunity
Checks the deferral has a defined new target date and is reviewed by the technical department ashore, not left open-ended
Verifies compensating measures (increased monitoring, reduced load, standby readiness) are identified when a critical job is deferred
Chief EngineerMaster
What the Inspector Expects
Confirms the SMS maintains a defined critical equipment list (main engine, steering gear, emergency generator, etc.) per ISM Code Section 10.3
Establishes minimum spare parts are held onboard for each critical item per class/flag requirement and company policy, not just what's left over
Checks spares are stored, labelled, and readily locatable, in condition suitable for immediate use
Verifies a process exists to reorder consumed critical spares before stock falls below the defined minimum
Chief Engineer2nd Engineer
What the Inspector Expects
Establishes a documented function/performance test is carried out after maintenance or repair before equipment is declared operational, per ISM Code Section 10
Confirms the test verifies the specific function affected by the work (e.g., safety trip after governor work, pressure test after a valve overhaul)
Checks records show who conducted and witnessed the test, and the acceptance criteria used
Verifies equipment is not left provisionally in service indefinitely without the test being closed out
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Establishes routine main engine performance recording (indicator diagrams or equivalent electronic monitoring, fuel index, scavenge and exhaust pressures) per manufacturer and SMS requirements
Confirms current readings are actually benchmarked against the shop test report or sea trial baseline, not just recorded in isolation
Checks for a trending process that would flag gradual degradation in power balance or specific fuel consumption
Verifies deviations from baseline are investigated and linked to corrective maintenance
Chief Engineer2nd Engineer
What the Inspector Expects
Confirms exhaust temperatures are logged unit-by-unit at a defined interval and the spread between highest and lowest unit is actively monitored, not just each value in isolation
Establishes the crew knows the manufacturer's acceptable temperature spread and load correction factors
Checks the response procedure when a unit deviates (fuel injector check, timing check, compression check) rather than simply noting it
Verifies findings are cross-referenced with combustion pressure (Pmax/Pcomp) data where fitted
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Establishes fuel injection equipment overhaul intervals follow the engine manufacturer's recommendation (running hours or calendar-based) unless a condition-based extension is justified
Confirms overhaul records capture nozzle condition, opening pressure, spray pattern check, and replacement of wear parts
Checks that injectors are tracked individually by unit/serial number so overhaul history for a specific unit can be traced
Verifies any condition-based interval extension is supported by performance/combustion data, not just convenience
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Confirms the main engine, where bore/power meets the applicable threshold, is fitted with a crankcase oil mist detector or equivalent bearing temperature monitoring, per SOLAS machinery safety requirements and class rules
Establishes the detector and its alarm are function-tested at a defined interval, not left running unverified
Checks crew understand the alarm/shutdown response sequence, including not opening crankcase doors immediately, as required by crankcase explosion precautions
Verifies detector sensor heads are cleaned/serviced per manufacturer schedule since fouled sensors give false confidence
Chief Engineer2nd Engineer
What the Inspector Expects
Establishes scavenge spaces are inspected at the PMS-defined interval for oil accumulation, deposits, and drain condition, a known precursor to scavenge fires
Confirms cylinder lubrication feed rate is set correctly, neither excessive nor insufficient, as part of fire prevention
Checks scavenge drain valves/piping are kept clear and monitored, with any temperature rise trend investigated promptly
Verifies crew know the emergency response to a scavenge fire before it develops into a crankcase incident
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Confirms the cylinder oil feed rate is set per the manufacturer's guidance, often linked to fuel sulphur content and engine load, and reviewed when fuel changes
Establishes the electronic lubricator, where fitted, is monitored for actual delivery versus set point, with alarms for lubricator failure
Checks feed rate adjustments are logged with reasoning such as running-in, fuel change, or liner wear trend
Verifies cylinder oil consumption is trended and abnormal consumption investigated as an early liner/ring wear indicator
Chief Engineer2nd Engineer
What the Inspector Expects
Establishes turbocharger cleaning of turbine and compressor sides, bearing condition, and overhaul history are tracked per PMS/manufacturer interval
Confirms any surging event is logged as an abnormal occurrence, not dismissed, given surging can indicate fouling, damaged blades, or exhaust/air system faults
Checks root cause analysis was carried out for any recorded surging incident and corrective action closed out
Verifies turbocharger speed, exhaust temperature, and boost pressure are monitored for early fouling detection
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Confirms the governor and the separate, independent overspeed protection device are tested at the PMS/class-required interval, recognizing they must be functionally distinct systems
Establishes the overspeed trip setpoint matches the manufacturer's specified value and that the test actually proves the trip functions, not just a simulated signal
Checks governor tuning/response is verified during manoeuvring trials, not assumed adequate
Verifies test records distinguish the governor function test from the overspeed trip test, since conflating the two is a common gap
Chief Engineer2nd Engineer
What the Inspector Expects
Establishes the engine's manoeuvring characteristics, including minimum stable RPM, time to reverse from full ahead, and crash-stop capability, are known and periodically verified
Confirms dead-slow ahead/astern is achievable without stalling or excessive vibration, since some engines struggle at very low load
Checks a recent full-astern/crash-stop manoeuvre is on record with observed results
Verifies engine room and bridge teams both understand the manoeuvre limitations, such as minimum time between astern orders to avoid engine damage
MasterChief OfficerChief Engineer
What the Inspector Expects
Confirms the vessel can transfer propulsion control between bridge, ECR, and local emergency manual control positions per SOLAS requirements for communication and control of propulsion machinery
Establishes the changeover sequence is understood by watchkeepers at all three positions, including who holds command authority during transfer
Checks the changeover is drilled periodically, not just theoretically available, so it works reliably during an actual ECR evacuation or control failure
Verifies alarms/indications correctly show which station currently has control, preventing conflicting inputs
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Confirms the full steering gear test is conducted within 12 hours before departure per SOLAS Ch. V Reg 26, covering main and auxiliary steering gear, remote control systems, and emergency steering
Establishes the test includes checking communication between bridge and steering gear compartment, rudder angle indicator accuracy, and autopilot-to-hand-steering changeover
Checks the test also confirms alarms for steering gear power failure/phase failure operate correctly
Verifies the test record is properly logged with time, date, and the officer who conducted it, not simply ticked as routine
MasterChief OfficerChief Engineer
What the Inspector Expects
Confirms emergency steering drills, involving direct control from the steering gear compartment, are conducted at intervals not exceeding 3 months per SOLAS Ch. V Reg 26
Establishes the drill exercises the actual communication method between bridge and steering flat, including any backup method if the primary fails
Checks personnel assigned to the steering flat can operate the gear without reference to bridge visual cues, simulating a genuine loss of remote control
Verifies drill records note the time taken to establish local control and any deficiencies found
MasterChief OfficerChief Engineer
What the Inspector Expects
Confirms simplified operating instructions with the necessary diagrams are displayed on the bridge and in the steering gear compartment, per SOLAS steering gear operating instruction requirements
Establishes the posted procedure matches the actual equipment fitted, with correct valve/switch labelling for that specific steering gear model
Checks the duty engineer or officer can explain the changeover sequence without needing to consult the poster from scratch, indicating real familiarity
Verifies changeover valves/switches referenced in the posted procedure are correctly labelled onboard and accessible
MasterChief OfficerChief Engineer
What the Inspector Expects
Confirms steering gear hydraulic oil level is checked routinely and any low-level trend investigated for a developing leak
Establishes a defined reserve tank quantity is maintained onboard to allow topping up without immediately losing steering capability
Checks low-level and low-pressure alarms for the hydraulic system are tested and functioning
Verifies any history of hydraulic leakage has been investigated and repaired rather than routinely topped up without explanation
Chief Engineer2nd Engineer
What the Inspector Expects
Confirms the emergency generator is started and run weekly, and additionally tested under load at least monthly, transferring the emergency switchboard load in a manner simulating actual failure of the main supply
Establishes test records capture starting time, run duration, and any abnormality such as smoke, vibration, or alarm noted
Checks the monthly load test genuinely exercises breakers and load transfer, not just a no-load run logged as if it were a load test
Verifies fuel, coolant, and lube oil levels are checked as part of each test, not only when a fault appears
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Confirms the emergency generator is designed and tested to start and pick up automatically on loss of main power within the required time
Establishes the blackout recovery procedure, covering restoring main generators, restarting essential auxiliaries, and resuming propulsion, is documented and understood, not improvised
Checks the duty engineer can describe the sequence in their own words, including which loads are automatically shed and which must be manually restored
Verifies blackout drills are actually conducted periodically, with lessons learned incorporated into the procedure
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Confirms the emergency generator has a dedicated fuel supply/day tank with capacity sufficient for the required endurance period, independent of the main fuel system
Establishes redundant starting arrangements exist, such as dedicated batteries or a hydraulic/air starting system independent of the main source, so a single failure doesn't prevent starting
Checks the emergency generator room has adequate heating/ventilation to keep the space and battery/equipment within operable limits in cold or hot climates
Verifies fuel quantity, battery condition, and room environmental conditions are checked as part of the routine inspection, not left unmonitored between tests
Chief Engineer2nd EngineerETO
What the Inspector Expects
Confirms an emergency air compressor, or equivalent independent means, is provided to restore starting air without relying on the main power source
Establishes the emergency compressor's capacity is sufficient to build enough pressure for the required number of main engine starts
Checks the compressor is tested periodically and its independence, meaning a dedicated power source separate from the main switchboard, is verified rather than assumed
Verifies starting air receiver capacity and automatic drain arrangements support this redundancy in practice
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Confirms the emergency fire pump meets its required capacity and pressure at the two most remote hydrants simultaneously
Establishes the pump's sea suction remains submerged and effective across the vessel's full range of operating draughts, including light ballast condition, a known failure point on some designs
Checks the pump can be started both locally and from the remote start position outside the machinery space, as required for scenarios where the machinery space itself is inaccessible
Verifies test records show actual pressure/flow readings, not just 'pump started' with no performance data
Chief Engineer2nd EngineerMaster
What the Inspector Expects
Establishes batteries supporting essential services such as navigation lights, radio, alarm systems, and emergency lighting are maintained per manufacturer schedule
Confirms battery rooms/lockers are adequately ventilated to prevent hydrogen accumulation where applicable
Checks UPS units are periodically load-tested to confirm they can actually sustain the connected load for their rated duration, not just powered up and assumed healthy
Verifies a replacement/renewal schedule exists based on battery age and condition, rather than run-to-failure
Chief EngineerETO2nd Engineer
What the Inspector Expects
Confirms fuel viscosity is automatically or manually controlled to the value the injection system requires, adjusted correctly as the fuel type changes
Establishes a written changeover procedure, for example HFO to low-sulphur/MGO for ECA entry or emergency, exists and is followed, with cooling-down time and viscosity managed to avoid injection pump seizure or fuel system shock
Checks double-wall or shielded high-pressure fuel lines have leak-off/drain detection with an alarm, and that this alarm is function-tested
Verifies fuel oil tank sounding/gauging arrangements, including remote gauges cross-checked against manual soundings, are accurate and regularly calibrated
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Confirms a regular lube oil sampling programme is in place covering main engine system oil, generator engine oil, and steering gear hydraulic/lube oil, with defined sampling intervals
Establishes samples are analyzed by a competent laboratory, or a reliable onboard test kit for basic parameters, for wear metals, water content, viscosity, and TBN/TAN as applicable
Checks results are trended over time, not viewed as one-off reports, so gradual degradation is caught early
Verifies an out-of-limit result actually triggers a defined corrective action rather than being filed without response
Chief Engineer2nd Engineer
What the Inspector Expects
Establishes a defined cooling water treatment programme, covering corrosion inhibitor dosing and pH or equivalent chemical control, is followed for main engine and generator jacket water systems
Confirms testing is conducted at the manufacturer/chemical supplier's recommended interval, using a proper test kit, not estimated
Checks corrective dosing is applied and logged when test results fall outside the target range
Verifies the system is checked for chloride/salt contamination that would indicate a cooler leak, a common and damaging failure mode
Chief Engineer2nd Engineer3rd Engineer
What the Inspector Expects
Establishes whether vibration analysis is used on major rotating machinery, such as the main engine, generators, and pumps, where fitted, and whether readings are trended against baseline
Confirms stern tube lubricating oil consumption is monitored and trended, since a rising consumption trend is the primary early indicator of aft seal wear or damage
Checks aft seal condition is assessed through both consumption trending and any available inspection opportunity such as dry-docking or ROV survey
Verifies propeller and hull performance, including speed/consumption trend and fouling indicators, are monitored to identify when cleaning or maintenance is needed
Chief Engineer2nd EngineerMaster
What the Inspector Expects
Confirms a defined process exists for reporting machinery defects affecting class or statutory condition to the classification society and company technical department, per ISM Code Section 10
Establishes any temporary repair is tracked with a target date for permanent rectification and, where it affects a class item, has been accepted/recorded by the classification society
Checks fuel oil and lube oil tank quick-closing valves and other remote emergency shut-offs, such as ventilation fan stops and fuel quick-closing valves, are function-tested at the required interval, not merely inspected visually
Verifies the open list of outstanding defects is visible to the Master/Chief Engineer and reviewed periodically, not scattered across informal notes