Pass the official audit
without surprise.

More often than one would think. The ISM Code applies, in principle, to commercial vessels, but several superyacht flags (Cayman Islands, Marshall Islands, Isle of Man, Malta) extend its application to private yachts above 500 GT — and sometimes from 400 GT depending on the jurisdiction. The ISPS Code generally applies to commercial vessels on international voyages, so mainly to commercially chartered yachts — but some flags recommend a Ship Security Plan even for private yachts operating in higher-risk areas. A one-hour diagnostic is enough to clarify your exact situation.

The official audit is conducted by an accredited auditor of the flag or a classification society (Lloyd's Register, DNV, Bureau Veritas, RINA), with the authority to issue, renew or suspend the Safety Management Certificate (SMC) and the International Ship Security Certificate (ISSC). The pre-audit is a full simulation run by Cursorio a few weeks ahead, under the same conditions — same grid, same requirements — but without certification stakes. Its purpose: identify and correct non-conformities before the official audit catches them. A vessel that passes its audit without observations is a vessel that has been properly pre-audited.

The Designated Person Ashore (DPA) is a role required by the ISM Code: a person ashore, directly reporting to the highest level of the Company, responsible for overseeing the application of the SMS and with direct access to top management. It can be externalised to a specialist firm, provided the contract gives the DPA the required independence and authority. Cursorio is registered with the IMO under unique company identifier 6391845 — a prerequisite for accreditation by any classification society — and already acts as externalised DPA for a 499 GT vessel under Marshall Islands flag, declared to the Marshall Islands Maritime Administrator. This active mandate guarantees we do not offer a theoretical service: we currently carry, in real conditions, the duties of a DPA.

The typical timeline is about six weeks: one week of remote documentary review, two to three days on board for operational verification, two weeks to draft the report and corrective plan, then four to six weeks supporting the closure of non-conformities. In practice, we recommend scheduling the pre-audit two to three months before the planned official audit, to leave margin for quiet NC closure without interfering with the vessel's operational calendar.

A major NC means that an essential requirement of the ISM Code or SMS is not implemented, to the point that the safety of the vessel or crew could be compromised. During a pre-audit, this is exactly what we are looking for: to identify them before the official auditor does. We immediately propose a priority action plan, often achievable in days or weeks depending on the nature of the gap. The purpose of a good pre-audit is that a major NC never reaches the door of the official audit.

Yes, and it is a frequent practice. Under a management mandate or an externalised DPA/CSO assignment, we are present on board the day of the official audit. We support the captain in the exchanges with the auditor, immediately produce the evidence requested, and facilitate on-the-spot closure of any minor NCs. This presence is often decisive in securing a clean, on-time audit with no overrun.