l Any situation that would endanger human life if the  trial  were  conducted If a trial performance is unsatisfactory, the ship will normally be required to hold another trial that the type commander   feels   will   demonstrate   satisfactory engineering  readiness. If a ship failed to make the required rpm for any hour during the trial, that should be noted in the trial report along with the amount by which it failed. Some  of  the  requirements  pertaining  to  the  manner of  conducting  full-power  and  economy  trials  are  as follows: . Unless otherwise ordered, the ship may start a full-power trial at any time on the date set. . Divide the trial into hourly intervals, but take and record readings at least every half hour. Submit data as hourly readings in the trial report. Record full-power (modified) trial data every 15 minutes. .  Determine  fuel  expenditures  for  each  hourly interval of the trial by the most accurate means available. This usually means meter readings corrected for meter error and verified by soundings. . Maintain the appropriate material condition of the ship during the different trials. . Provide normal ship’s services during all of the trials. .   Check   and   synchronize   all   clocks   in   the engineering spaces and on the bridge before beginning the trial. It  is  common  practice  for  many  commanding officers, when conducting full-power trials, to bring the ship up to a speed several knots below the trial speed of the ship, and then to transfer control of the ship’s speed (except in an emergency) to the engineer officer until the  specified  speed  is  attained.  The  control  engine room, under the supervision of the engineer officer, brings  the  speed  up  slowly,  depending  upon  the conditions of the plant, until the specified speed has been reached. The commanding officer instructs the OOD or navigator to avoid the use of the rudder and to try not to change course unless it becomes necessary. In most ships with oil-fired boilers, the designed boiler power is the first factor that establishes a ship’s maximum speed. For that reason, it is necessary to check   boiler   steaming   conditions   before   ordering addional turns. Do not load the boiler faster than it can handle  the  increased  load.  Maintain  the  steam  pressure and  temperature  at  full  value  for  the  appropriate steaming   condition.   The   boilers   should   be   the controlling  factor  and  must  be  kept  ahead  of  the turbines. If the turbines are allowed to get ahead of the boilers, the main steam pressure and temperature will drop below normal values for that particular steaming condition or speed of the ship. Then, to make up this loss in steam pressure and temperature and to meet additional increases of speed that may be necessary, the boilers must be fired at an extremely high rate. In some ships, the necessary firing rate may exceed the full-load rating of the boiler and approach the maximum 120 percent overload capacity rating of the boiler. As far as the  engineering  plant  is  concerned,  the  purpose  of  the acceleration table is to prevent overloading the boilers. The acceleration table is of particular importance when accelerating near full speed and full power. Review  OPNAVINST  9094.1  for  all  requirements and  other  information  needed  to  make  reports  on fill-power  and  economy  trials.  Use  OPNAV  Forms 9094.1A, 9094.1B, and 9094.1D to make reports on these trials. See the type commanders instructions for additional  information. READINESS INSPECTIONS When a ship  undergoes an administrative, material, or  operational  readiness  inspection,  the  type commander  will  appoint  an  inspection  board,  usually from another ship of the same type, whose personnel will help conduct the inspections. The  chief  inspector  (generally  the  commanding officer of the assisting ship) organizes the inspection board.  The  organization  usually  conforms  to  the administrative  organization  of  the  observed  ship.  The inspection  board  is  divided  into  parties,  each  headed  by a senior inspector.  The engineer officer of the assisting ship usually heads the engineering inspection party. That  party  usually  is  divided  into  three  groups: machinery  (including  main  propulsion),  electrical,  and damage control. The  type  commander  usually  furnishes  checklists to   help   observers   conduct   readiness   inspections. Engineering  checklists  are  usually  divided  into  three sections:  machinery  (main  propulsion),  electrical,  and damage  control.  These  checklists  may  not  be  all inclusive,  and  the  inspection  may  show  a  need  to consider  other  items. After the inspection, the inspection team holds a critique  to  inform  the  ship’s  officers  of  conditions  and to  recommend  improvements. 4-8