If you are purchasing a yacht a full condition yacht survey becomes an important part of the purchase process. After you have decided upon a particular vessel, and usually after a offer has been made and accepted  "subject to a successful survey and sea trial". The surveyor is then called in to evaluate the vessel. After the yacht survey the buyer may use the yacht survey report to negotiate certain unexpected findings or issues that may come up during the survey. 

If bank financing is planned the bank will usually also require the survey and depending on the age of the vessel the insurance coverage may also require the report.    

Having a full condition yacht survey on a yacht being purchased has these advantages:

Peace of mind in knowing the vessel is sound and seaworthy.

Protecting your investment - knowing what you are buying is worth what you are paying.

Covers bank requirements if financing is being done.

Covers insurance requirements if needed.

The survey report provides a "work list" of deficiencies or maintenance items the vessel needs and helps in maintaining or upgrading the vessel after purchase.

In many cases talking to the surveyor about a particular vessel before agreeing on a purchase can help in deciding if that particular vessel is for you. Surveyors know most of the common re-occurring problems on the popular production boats. Experience at surveying hundreds of vessels can help guide you in pitfalls or problems that may arise in a certain design or construction. As we do not have an interest in the sale we can tell it like it is. Talking to a surveyor before even going to look at a vessel may guide you to look for certain problem areas or things to be aware of.

WHAT DOES A SURVEY COVER?

A Pre-Purchase survey (on a fiberglass vessel) 

1) Hull inspection for distortions, fairness, voids in laminates and any past repairs. Bottom is inspection for blisters and moisture meter testing of surface if conditions are favorable.

2) Accessible Interior structural parts of the hull are inspected, bulkheads, stringers and tabbing and the hull to deck joint.

3) The deck is inspected to find possible deck core delaminating. Moisture readings are also used when the deck shows possible water intrusion.

4) Through the hull fittings are examined for corrosion. Depth, speed transducers, drain plugs, ground plates, trim tabs, propellers, shafts, struts and cutless bearings are inspected for signs of wear or corrosion.

5) Steering is inspected and operated. Rudders, rudder supports and bearings inspected for tightness.

6) Deck hardware is inspected for condition and mounting. This includes:
mooring gear, bow and grab rails, deck fittings, windows and portholes, hatches,  canvas enclosures, cockpit equipment, helm equipment, electronics.

7) The cosmetic exterior of the vessel (gel coat, trim, woodwork, upholstery, etc) is inspected. The cosmetic interior of the vessel (cabinetry, upholstery, trim, carpeting, fixtures etc) is inspected.

9) Electrical system is inspected for proper installation and operation of all breakers and switches. Battery voltage at rest and with charge appliances on is  checked.

10) All through hull hoses and sea cocks are inspected and operated

11) Engine (including generator) is inspected  for
Motor mounts and beds iinstallation and condition.
The engine hoses, electrical, control connections, fuel system.
Engine oil, cooling and exhaust system.
Bilge ventilation and fire suppression systems.
Transmission and shaft connection.

Engine inspection is limited to exterior inspection and comments on performance.  Internal engine inspection is not generally done however, compression testing on some gasoline engines may be done (optional charge). Compression testing on outboard engines is usually done and is usually included in the base survey fee.

Oil analysis can be done however, unless the number of hours on the oil in the engine is known the analysis report is generally meaningless and generally a series of reports over a time period is needed to evaluate a potential trend.

13) A sea trial is conducted as part of the survey.

The engines are brought up to temperature and then run up through their power range to full rpm. Rpm is noted against speed as shown on the instrument panel.

Temperature and voltage on the vessel’s instruments are compared against readings taken at the battery.

Temperature gun readings taken on the engine block and engine cooling system to  assess the condition of the cooling and exhaust system.

14) The engine is visually observed while operating to assess:
Movement or problems with the mounts and beds.
Observe any potential leaks in engine systems.
Listen for any unusual or improper noises or vibrations.
Transmission is engaged into all positions and performance observed.

Propeller shaft is observed under load to determine any potential shaft vibration (alignment or bearing problems) and stuffing box performance.

15) Generators are loaded to observe their performance and sizing to the vessel’s loads.

16) On sailing vessels the mast and rigging are inspected. The mast is inspected for damage, corrosion, dents,  and tuning. The mast base and step are inspected for corrosion particularly if it is stepped on the keel. All rigging connections and fittings are inspected. Running rigging is inspected. If the mast is down, the mast head and spreader are inspected. Winches and sail handling gear are inspected for general condition.

17) Bagged sails are inspected for wear, chafe or damage. Sails on roller furling units or on main booms may be unfurled with the vessel on a mooring or underway on a sea trial if conditions permit. Sailing performance cannot be judged unless the vessel is under sail in suitable wind conditions.

18) The keel is inspected for fairness and tightness to the hull. The keel bolts are inspected only where the heads are visible in the bilge (not physically possible elsewhere without removal of the keel). Shoe for the keel is inspected for cracking, movement, or damage where access is possible.

Structure of Written Yacht Survey Report

The first pages of my YACHT SURVEY report are standard specification pages describing the various systems in a structured form. Banks and insurance companies like this format as it provides them a quick overview of the vessel. However, the real "meat" of a yacht survey report is the deficiencies of the vessel. This tells you the things that are wrong with the vessel.

Yacht survey reports by their nature sound negative as we are reporting the deficiencies of the vessel. The standard is "good, average condition for the age". If an item does not meet that - ie is defective in some manner or below average it is usually written in the report as a deficiency. Since detailing everything on a boat that is "good" would take volumes, the opposite is done: the deficiencies are recorded, if it is not mentioned in the report it is generally assumed in good average condition.

In my reports "Recommendations" are primary items dealing with safety and seaworthiness. I utilize standards by the ABYC and U.S. Coast Guard  If a deficiency impacts on one of these standards of safety and seaworthiness it is reported as a Recommendation. This states the problem and states the correction needed. Examples would be deficiencies in fuel systems, safety gear, through hull fittings etc.