Inspection of SAR assets

I don't know if it is just my region, the fact that boating is so seasonal, complacency or what, but a few incidents I have recently witnessed make me wonder if we are doing our best regarding structural condition and personal safety, when it comes to our SAR assets and the men and women who put their lives at risk saving others.
Here are a couple of examples: I was hired to prepare damage report on an airboat used by a fire department. The call came in about recreational fisherman in trouble on a lake who's ice had just broken up and this airboat was dispatched. First the airboat's carburetor was freezing up and then the wind came up, in open water waves overtook the boat and it sank under the rescuers in sixty feet of water. Helicopters and a hovercraft had saved the lives of the rescuers and the fishing fools just in the nick of time, but during my research I found that the boat was not meant for deep water service and that advances in hull design and fuel injected engines have made the subject boat obsolete a long time ago. Fact is, it was never suited for waters deeper than a swamp. Then there is the case of the police department where a 55 MPH four years old 20' RIB was being "tested" by a young officer after recent repairs to the engine and the officer was thrown from the boat on a flat calm day in July. The boat, on full throttle in big circles came around again and again nearly running over the operator now in the water. Luckily, another officer in a 35 foot, brand new aluminum patrol boat had followed the RIB out on the lake just in case it needed a tow back (as it had just been repaired). There was no way to stop the RIB except by putting the aluminum patrol boat into it's path, which the driver of the patrol boat did. The RIB bounced off of the port aft quarter of the patrol boat, swung the helm about and took off doing circles now in the opposite direction, still coming very close to running over it's operator in the water. Again, the patrol boat was presented into the way of the RIB, this time catching the patrol boat on the starboard bow with such an impact that folded the bow of the FRP hull of the RIB some eight feet back, and causing heavy bow damage and irreparable longitudinal distortion to the patrol boat, nearly killing it's operator. A GPS plotter that was mounted above the RIB's throttle lever had actually ripped from the helm console and had landed on the throttle lever shutting the 275 HP outboard finally down. My inspection had revealed that there was no engine kill safety tether fitted (onboard the RIB)! Imagine that! It boggled my mind and to this day it does. The near loss of lives, the damage to the career of two officers and about $300K in damages could have been prevented so easily. The RIB's manufacturer claims they do not build to ABYC standards and that the size of the boat (they market it as a "cruiser"), does not constitute the need for an engine kill tether. Give me a break - an open boat reaching speeds in excess of 50 knots! What about the police department's in-house technician who worked on the boat? Where was he trained to let such a machine go out without an engine kill tether switch? In Canada and I know in the US as well, commercial and passenger carrying vessels are regularly and routinely inspected. Does anyone survey maritime rescue assets? I have been involved in similar cases on a post event basis with our government owned boats, such as the Ministry of Natural Resources, finding serious deficiencies. Our government "self insures". Does anyone ever inspect their boats? Is this just a Canadian problem?