Sample surveys - Pre-Purchase Surveys

     The first three pages of my reports are somewhat standard specification pages describing the various systems in a template sort of form. Banks and insurance companies like these pages as it gives them a quick overview of the vessel. However, the real "meat" of a survey report is the deficiencies of the vessel. This tells you the things that are wrong with the vessel.

     Many American surveyors list these deficiencies under a section called; "Recommendations". This area may list minor cosmetic scratches to major problems like fuel tank leaks. I do not use this format. I use the British system of survey reporting which puts deficiencies in a hierachy of degree. This format is much easier for assessing the important problems with a vessel and can be used as a priorety work list in addressing the deficiencies. These three levels that I use are:

Recommendations (pertaining to safety and seaworthiness):

     These are items that do not meet the safety/seaworthiness test but are generally items that usually have either a dollar value needed to correct them, items that could affect the overall value of the vessel, or items that may need a more extensive discussion in the report. Examples would be osmotic blistering on the bottom, air conditioning system not working, leaking deck hatches etc. Usually in this catagory stating the correction is not necessarily done.

     These items are usually small, cosmetic in nature items and general wear and tear. Examples would be scratches and dings, light bulbs out, dirty bilges, etc.

     This is the last section of the report and covers general notes and comments about the vessel and may comment on specific situations during the survey. Usually results of sea trials is placed in this area.

     A value is usually placed on the vessel using normal appraisal standards. This value is usually placed at the end of this section.

     As to not over-burden this web site I will not provide a sample of the first three specification pages (ok, I really cannot figure out how to get the template form to properly reproduce on the web!). Below is the three level hierarchy from an actual survey on a 28’ sailboat.

Yacht Survey Report Vessel: MAGIC

1) There is no safety screen on the fuel vent fitting on the transom as required. The fuel vent hose is not approved hose (plain vinyl). Upgrade hose to type A approved and install proper fuel vent fitting.

2) The bilge pump did not suck water. Check hose for obstructions, leaks or clogging of flapper valves. Fix as needed. Bilge has oily water in it - clean out.

3) Both bow running lights were not working. Wiring for port side under the anchor locker forward was found just twisted together and very corroded. Replace wiring with proper crimp type and get working as needed.

4) Wiring at DC fuse panel was found in poor condition. Connections are all made with house type wire nuts. Wiring and panel shows general corrosion. Clean up panel, re-do wiring connections with proper crimp connections and wiring as needed.

5) Wiring to mast is cut and taped up at deck and mast. Mast steaming light and anchor light are not working. Wire to make these required navigation lights operational.

6) The VHF radio only receives one weather station. Replace with new unit. The antenna wire connection at the mast is poor. Replace.

7) The wiring connection to the Loran unit (the splice in the wire to the unit) is exposed and the wire slightly frayed (suggest replacing unit with more user friendly new GPS system - although this Raytheon unit is a good loran if you can figure out how to use it).

8) Wiring running by port cockpit locker hangs down and it vulnerable to being pulled. Splice in for spot light plug in uses cheap automotive connections that are corroding. Tag up the wiring and remove old plug in if not using or make proper splice.

9) Forward deck hatch hold up arms are missing and starboard side frame mount is broken off. Install means of holding hatch open to prevent possible falling and injury.

10) All seacocks were found frozen due to lack of use. Maintenance so that they can be closed by hand in an emergency. (the two un-used head seacocks that are shut and capped are ok).

11) The engine cooling water intake has an improper strainer fitted. This strainer is designed to filter fresh drinking water and is too small and fine for the engine. Provide proper engine strainer to insure reliable engine cooling water flow.

12) Engine fuel filters have reportedly not been changed in over 3 years. Change the filters. Consider upgrading primary filter (filter mounted off the engine) with a modern Racor spin on type filter with a clear bowl bottom and mount it in a more accessible location, although the old style filter is ok - it is less convenient to change.

13) The fixed mast to boom goose neck has been replaced with a sliding type. This is more dangerous as there is nothing to support it forward unless a positive stop limiting how far it can travel down is fitted. Either replace the fixed one or provide a substantial limiting stop at a safe distance up the mast.

14) Provide up to date distress signals and other required safety gear as needed.

     This vessel reportedly was storm damaged in 1977. The hull shows old damage to the hull both port and starboard side in the area of the turn of the bilge about amidships for 5 or 6 feet or more. It appears from the evidence that the vessel may have blown ashore and was pounded on her turn of the bilge on one side and another vessel blew down and pounded on her now up-turned other turn of the bilge.

     Both areas show extensive gelcoat craze cracking. The topsides have been re-painted and the interior liner had been cut away and then replaced on the port side in this amidships area indicating that a repair was made to the hull here. The inner hull liner shows many areas of both craze cracking and stress cracking in these areas. The port side shows the worst damage.

     The hull was fully and carefully percussion sounded and revealed no delamination except one very small area to be detailed below. The craze cracking is just surface gelcoat and apparently any hull delamination was repaired properly. The inner liner where stress cracked was not repaired in many areas although this does not appear to have affected the overall integrity of the hull stiffness - there is no indication of hull movement or flexing over 23 years of use.

     The biggest deficiency of this storm damage seems to be the cosmetic degrading of the topsides. They were painted with probably some form of linear polyurethane although the job was not well done (it may have been painted more than once). The finish now is weathered, dull and blotchy. The gelcoat craze cracks show through particularly on the port side.

     The keel shows some roughness and abrasion - typical to grounding, on it leading edge up high and then as typically on the bottom - although this could have been from other groundings as well.

     There was found a small stress crack (not a glecoat craze crack) about 3" long on the port side at the turn of the bilge about amidships (in the damaged area). This crack sounds delaminated immediately around it (about 1" or less). This is possibly only in the surface fairing of the old repair (there appears to be a white material over a gray material that is typically a high build fairing compound used in repairs). How deep the crack goes if into the laminate at all could not be told. Recommend grinding it back to investigate and patch back as needed. The small local nature of this crack does not affect hull integrity and it also appears to be of old standing. The rest of the hull and deck show no other signs of structural damage or repair.

     The propeller shaft cutless bearing was found about worn out. The shaft has about a 1/16" of play in it. The stuffing box looks good but obviously the condition of the packing cannot be told until the vessel is launched. No history of the last repacking is known. The hose clamps on the stern tube hose are showing some rusting although still are good. Monitor for worsening as time goes by.

     The rudder percussion sounded generally delaminated from its core and the moisture meter found it wet - not unusual. There is no cracking and the blade is stiff. The rudder is heavily built and the Cape Dory rudders do not have a history of general failures. The rudder is in usable condition - normal for its age.

     The deck was found in generally very good condition however, there is some water intrusion into the core (tracked with a Tramex Skipper moisture meter) at most of the deck fittings. This intrusion is local to the fittings and the deck is not wet overall. There is only some light spotty delamination at the very bow area and some on the port side deck near the chainplates. Suggest re-bedding all deck fittings over a period of time. The gelcoat craze cracks noted on the deck are typical of Cape Dory and are in the gelcoat and cosmetic only.

     The cockpit sole has water intrusion in at the rudder post joint. This is a typical Cape Dory problem. There is some small craze cracks at the teak trim ring and the sole has some delamination around the tiller area. However, it is not advanced and the sole is still stiff. Suggest removing teak trim and sealing the rudder post to cockpit joint to stop water from coming in.

     The chainplates are fastened to a large steel plate that is welded to bars that are fiberglassed into the side of the hull. These plates are showing rusting due possibly from water leaking by the toe rail and life line stanchion bolts. While these plates are thick and the rust not critical at this time, continued rusting will ultimately have an affect. They should be treated in some manner to stop the rusting.

Stern rail slightly bent.

Port aft cleat horn bent - gouges in deck under horn - cosmetic.

Old fastener holes on aft deck in various places - not cosmetically well finished.

Small split in starboard teak coaming at the winch tower mount.

Starboard forward downhaul block on jib track shows cheek corrosion.

Large craze crack on aft cabin bulkhead at clinometer - cosmetic.

Wood trim around engine instrument panel is loose, panel behind cracked.

Following cabin lights are out:

starboard forward cabin

starboard forward main cabin

light over galley

head light fixture is loose but works

Mast base bent out a little to starboard - no big deal.

Deck coring exposed in anchor chain pipe - seal with epoxy.

Speed unit removed.

Pressure water pump wire connection broken off - unit not working.

Old double faucet removed from sink - old holes show, looks bad.

     The teak work on deck is in need of re-finishing. The toe rail port side about amidship shows an area at the scarf joint that had cracked and was filled with epoxy and another area aft near a scupper slot. The wood is well glued at this time if it doesn’t look quite as good.

The cabin needs a good cleaning and some re-finishing and re-decorating. The surfaces show wear and age although are in physically good condition. There is some indications of the toe rail screws and the life line stanchion bolts are leaking in places. There are some water drip stains in the forward cabin under some of these fittings. Re-bed the fittings to stop if it is needed.