So now you are talking about own experience on a Drillship, not a brief visit to a Korean shipyard.
If this happened the way you describe it reflects very badly on the culture in the company you worked for and the shipyard in Korea that built it, as well as the inspection and regulatory regime by Class, Flag state and, in this case, USCG as the shelf state while working in the GoM.
The manufacturer of the lifeboats, (which presumable was of the freefall type?) has been narrowed down to two, both of which now belong to the same, actually Austrian group.
Since there are very few Drillships with freefall lifeboats and only two of those are owned by an American company, we can also narrow that down to one Owner.
If you, as Master, found the lifeboats to be faulty,did you report that to the flag state? (In this case presumably Marshall Island/ISR) and to USCG on entry into US EEZ?
As I said, I have never seen or heard of any claim that any of the three Norwegian manufacturers of freefall lifeboats had delivered defective boats. ( except the Veslefrikk incident)
May sound stupid to you, but in your original post you appeared to be able to determine thickness by looking at a lifeboat. (X-Ray Vision?)
And yes I do maintain that it is highly unlikely that all Surveyors that have inspected this ship and others with dangerously faulty lifeboats are stupid, incompetent, or on the take.
I have experienced all kinds of lack of knowledge, incompetence and stupidity in the Offshore and Shipping industries that may result in dangerous situation arising and/or gets overlooked, but this does not sound like that.
Neither have I experienced that the entire chain of Owner’s Inspectors, Shipbuilding Managers, Class Surveyors, Statutory Authorities and even Client Inspectors are willing to cover up anything as serious as this. (Individually maybe, but in a concerted effort ??)
I’m surprised that you appears to have joined in the effort as well.