I carry out full or partial static
non-destructive yacht surveys, including a valuation if your Underwriters are going to
need a condition report before they insure the yacht. I submit detailed report within four working days or
less, (typically it will be posted or emailed two days after). The survey is a
snapshot of the craft on a particular day and is not a guarantee.
The reports are positive, with a
description and comment on all items surveyed: they are not merely defects
lists. They include recommendations graded in order of importance. The survey
report will be accepted by all Insurers if they demand one before insuring the
boat (typically at 20 years old or more, but requirements vary).
I am always prepared to discuss reports and
any recommended refit work with clients, as that is seen as very much a part of the
survey process.
Subject to
limitations and exceptions further set out in instruction documentation and
reports, I inspect everything that is accessible and
function-test all working equipment that is made available, accessible and in a
suitable state. The typical full structural survey covers (depending on the vessel type):
the attachment of bulkheads and reinforcement members,
the joint to the deck,
checking for suitable reinforcement at
high load points such as the chainplates or mast-step.
The survey includes moisture readings for GRP hulls
(using two different meters), and ultrasonic gauging for assessment of
corrosion on steel hulls. Hulls are also carefully hammer-sounded and
visually inspected.
HULL FITTINGS.
Examination & function-test where appropriate of:
rudder(s), rudder stocks, trunks, bearings, steering gear, and skeg(s)
ballast keel and attachments without drawing
bolts (almost always for sailing yachts only),
stern-gear
including propellers and shafts, shaft-struts, stern-tube
and gland, propeller(s),
through-hull openings such as skinfittings and seacocks, transducers, cathodic
protection, ladders and platforms.
The
state of the interior fit-out is frequently an indicator of other more
serious defects, even if it does not itself affect seaworthiness. Such
symptoms as seized doors may for example indicate more fundamental
structural distortion. An interior that has been allowed to deteriorate may
cost a significant sum to restore. The survey covers:
I switch- or function-test all equipment wherever possible within reason,
and consider the suitability of the installations, and
otherwise check items for external condition, only. The systems will not be
tested if there is no power available. The inspection covers:
appliances
(Note, only a CORGI-qualified gas fitter can declare a system safe: the
inspection is confined to visually checking for obvious external defects and presence
of in-date components, British-Standard marks, etc).
The rig is inspected from deck level only, or as presented.
The mast is checked for straightness from the deck, and the first 6' or so
only would normally be directly examined unless the mast is unstepped or
other arrangements are made. That will usually be sufficient to expose
serious corrosion, as that is most likely to occur at the lower levels. It
will not allow the spar to be inspected at the spreader roots.
The inspection includes
on-mast gear, reefing systems, the gooseneck, running rigging, winches, etc.
Note that defects may not be apparent in some type of in- or on-mast reefing
gear until it is under load at sea.
The first 6' of the
rigging is examined for external defects. If the rigging is over 10 to 12
years old, it will usually be considered to have reached the end of its safe
working life.
The sails are
spread out as far as the conditions allow. It is suggested
that a separate specialist Sailmaker's report should be obtained if a full assessment of
remaining life and shape is wanted.
Engines are tested to ensure they are free to turn, for leaks, security,
correct installation detailing, and general external order, but are not dismantled for
assessment of wear and internal corrosion.
Perhaps because
I have extensive previous experience of operating and managing large engine and
transmission systems, I recognise that it is not possible to determine
the machinery's mechanical and operating state merely from an external inspection, and so
always advise an additional independent engineer's instrumented survey and trial.
A qualified marine engineer will have up-to-date service bulletins from the
manufacturers, and will be equipped to take readings of compression. For the
larger or electronically-controlled engines only the Agents will be equipped
to hook-up their diagnostic equipment to the engine's interface.
If I consider the
engine is in a fit state, I may start engines and run them while made fast alongside,
entirely at my discretion.
A
sea-trial is an extra cost. Click on
Sea Trials for further details.
Sump & gearbox oil samples can
be taken for analysis at £25.00 each.
Unless the yacht is quite new, or you know it well, it is
better to have a full survey. However, if you are content with a limited scope,
I am prepared to survey only those areas which you specify. The cost is
two-thirds that of the full survey. A partial
structural survey would be limited to:
Hull exterior and interior surfaces and the attachment of the main
reinforcement members only
Hull Fittings all external hull fittings, the keel
bolts, and the steering gear
Decks & Superstructure
exterior and underside, and the hull to deck joint where accessible
Deck Fittings confined to the security of the mast
step & chainplate anchorages, and the deck openings
AW Byrde & Associates is the trading name of Stonebarrow Surveys Ltd,
Company Number 4783927 Registered in England. Office Address: Stonefield,
Kimmeridge, Wareham, Dorset, BH20 5PE United Kingdom
