USNS IMPECCABLE

An alarm system shall be provided indicating any fault requiring attention and shall be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position. The Engine Control Kongsburg System is not displaying accurate temperatures for alarms and shutdowns on all diesel generators, and transducer is reading zero (0psi) when fire main system is putting out 135psi at the pump. The Kongsburg system is non-functional and needs to have a 3rd party (Kongsburg)technician attend for repairs with (Kongsburg)technician report stating the system is repaired and fully operational.

Periodic Safety Testing Procedures (PSTP) must be conducted at periodic intervals specified by the Coast Guard to confirm that vital systems and safety features continue to operate in a safe, reliable manner. PSTP's shall be periodically completed prior to the issuance of the 5 year Certificate Of Inspection (COI).

Periodic Safety Testing Procedures must demonstrate proper operation of primary and alternate controls, alarms, power sources, transfer override arrangement, interlocks and safety controls. The submitter should verify that the document is complete, technically accurate, and reflects the machinery installation on the vessel. The Periodic Safety Testing Procedures were found to be inaccurate and the vessel shall update the PSTP's to reflect the vessels machinery test procedures.

Periodic Safety Testing Procedures must be shown in a step-by-step or check-off list format and should include signature/initial validation boxes for each test. Engineering department shall periodically conduct PSTP's and include signature/initial validation boxes for each test to validate the test was completed annually.

Nothing in this subpart shall be construed as limiting the inspector from making such tests or inspections as he deems necessary to be assured of the safety and seaworthiness of the vessel. MI noted active trouble alarm on reefer machinery and discussed with CHENG regarding source of alarm. Noted failure of gas detection system for space and vessel repair request (VR) submitted in Apr2023 for new parts that are on backlog order. SMS related due to concerns with shoreside support for maintenance (ISM code 2018 A/10.3 - hazardous situations and equipment failure). Company to ensure reliability of systems - rectify by next port (Yokohama JP). Immediate actions - risk assessment and mitigation plan to be submitted (flag state recommendation for ship standing order for space entry and use of personal gas detection meter for personnel safety/atmospheric testing). 46 CFR 91.25-50

The inspection for certification shall include an inspection of the structure, and equipment for safety and fitness to proceed to sea. MIs noted the following areas of wastage on the weather deck: 1. Bridge Wing (p/s) RPM indicators ooc & weather intrusion into housing units. 2. Public address cabling gland wasted and exposed wiring. 3. Ship's whistle button on port bridge wing heavily corroded and unable to be exercised. 4. Radio system antennae junction box damaged and cut cabling - determine if circuit is still in use 5. Wasted EDG N2 cylinder control housing wasted, broken hinge and plexiglass. 6. Starboard weather deck - wasted ECR escape hatch Repairs due at next port for upcoming maintenance period.

Vessel's firefighting equipment is at all times ready for use and that all such equipment required by the regulations in this sub-chapter is provided, maintained, and replaced as indicated. It shall be the duty of the master and chief engineer to see that the vessel, and, in particular, the quarters are in a clean and sanitary condition. MIs noted the following issues in the galley: 1. Fire damper for gaylord system and galley ventilation was rigged to remain open due to failed ventilation switch coil w/ wooden blocks. This is to be corrected by next port due to unavailability of parts in Singapore and OEM attendance in Yokohama, JP. 2. Broken freezer in galley - storage concerns for capacity with additional military POB onboard during missions. 3. 1 of 2 sanitizing machines operational - 1 broken and OOC. Additional concerns for galley department with increased manning during military missions. Repairs for freezer and sanitizing machines due w/in 30 days. 1

An audible and a visible alarm must activate in the machinery space upon—(1) Failure of any phase of a three-phase power supply;(2) Overload of any motor described by §58.25-55(c); or(3) Occurrence of a low oil level in any oil reservoir of a hydraulic, power-operated steering-gear system. The visual alarms are currently inoperable in the port side steering space for pumps #2 and #4 are currently inoperable.

The stop valve or the stop-check valve is power-driven, is capable of remote operation from the space where the pump is, and, regardless of the status of the power system, is capable of manual operation to both open and close the valve. Remotely operated ballast valves in the port side pump room are only manual operated. Remote capability to be restored by ship's crew.

Remote bilge level sensors, where provided, must be located to detect flooding at an early stage and to provide redundant coverage. The bilge alarm located under the main ladder in the port pump room in inoperable. Equipment to be replaced by ship's crew.

Periodic Safety tests must demonstrate the proper operation of the primary and alternate controls, alarms, power sources, transfer override arrangements, interlocks, and safety controls. - 46 CFR 61.40-6(a) Each test instruction must specify equipment status, apparatus necessary to perform the tests, safety precautions, safety control and alarm setpoints, the procedure to be followed, and the expected test result. 1. The under voltage safety test for the main diesel generators is not currently conducted onboard due to unclear instructions. Step by step instructions are to be provided from the equipment's manufacturers and incorporated in the ship's periodic safety test procedures following approval by the USCG Marine Safety Center and verified onboard by USCG marine inspectors. 2. The emergency diesel generator low lube oil pressure test is not done in accordance with the ship's approved periodic safety test procedures. Equipment indicated in the PSTPs is to be provided and utilized as directed. 3. The high jacket water temperature test is not currently conducted onboard. Equipment manufacturer's guidance is to be utilized and performed on board in accordance with ship's approved periodic safety test procedures.

Replace starting batteries for both port and starboard lifeboats with the approved maintnenace free marine type.

While conducting the rudder test, a fracture was discovered in the rudder support frame. The fracture is about 12". It is on an inboard structural frame, not a watertight bulkhead.

Insulation on lower starboard side bulkhead, forward in the engineroom was missing. Repair insulation to ensure bulkhead meets A-60 requirements.

Port side steering shaft leaks seawater during steering to the “hard starboard” position. Make permanent repairs to the shaft seal.

Numerous “dead-end” wires were found throughout the vessel. Ensure all dead-end wires are removed if not in use.

The Periodic Safety Test Procedures (PSTP) do not have parameters indicated for several procedures, including reverse power and overspeed. Review PSTPs and update with manufacturer’s established parameters for all required tests.

Mechanical ventilation for the emergency generator space failed to close when testing the pressure switches associated with the fixed Halon Fire Suppression System. Make permanent repairs to mechanical ventilation system.

Emergency escape scuttle to the Engineroom Main Control space was seized shut and unable to open from within the space. Several were not marked with “Emergency Escape” writing. Make permanent repairs to the emergency escape scuttle and mark all emergency escape scuttles correctly.

Watertight doors 3-138-2 and 4-138-2 were tied in the open position. Ensure all watertight doors and hatches are closed and remove all means of tying watertight doors in the open position.

emergency source of electrical power is a generator, it shall be automatically started and supply the required load as quickly as is safe and practicable. Main Breaker for the emergency bus failed to close automatically and start the emergency generator.

#3 MDG suffered a catastrophic failure, current cause is unknown, will be investigated during rebuild. Turbo, crankshaft, Bull gear all have sustained major damage. Rebuild to take place in Japan

5-gallon cans of combustible liquids stored throughout accomodation and engineering spaces not in compliance with 46CFR147.45(b), (c), (d)

It shall be the duty of the owner, master, or person in charge to have performed at least once in every twelve months the tests and inspections of all hand portable fire extinguishers, semi-portable fire extinguishing systems, & fixed fire extinguishing systems on board. Various fire extinguishing systems onboard will not meet the required testing & inspection periodicity after December 31, 2016.

The master or person-in-charge must, to the greatest extent possible, ensure all fire-extinguishing systems onboard are inspected to determine the equipment is in suitable condition. Per 46 CFR 91.25-20 and 97.15-60, master or person in charge must use NFPA or manufacturers technical specifications to complete inspection and log results of the inspection for suitability.

1. Vessel reports significant loss of propulsion due to loss of STBD main motor drive. Vessel shall investigate cause of damage to main motor and conduct repairs. Provide technicians report and complete satisfactory testing of STBD shaft to the satisfaction of class and FEACT.