Survey Conduct, Coverage, and Techniques

By Bert W. Quay, AMS ©2001

Buyers are especially concerned that they get a "complete" survey. But my experience is that they often don't know exactly what that means in concrete terms for a one-day valuation survey. A quick glance at the "COVERAGE" section will reassure you that our survey is very detailed.

Still, even a "complete" survey has some exclusions, as well as some limits based on the boat's state of commissioning, on some practical obstacles to inspection, and on the relative primitiveness of the standard techniques and tools of inspection. Please read the discussion of the exclusions and limits carefully. You'll find them very reasonable and easy to understand.

So, even if you've had surveys done before, these sections will educate your expectations about the survey that we will do for you. Because all of us need to be on the same page of the survey book together.

The Conduct of the Survey

The survey is scheduled, organized, and priced to be completed as a single, 5-8 hour day's work aboard the boat. The sequence of inspection varies with the circumstances of the haulout or launching, the sea trial, or engine and rigging inspections. So the surveyor takes his notes on a check-form that helps him look at everything, regardless of the scramble at the boatyard. Those notes are entered on the computer the next day to generate your final report.

NO PREPARATION, COMMISSIONING, OR REMOVALS

More often than you might imagine, the boat is not ready for the survey. Especially if it is sitting winterized or stored at the broker's yard or marina, with minimal care by either the owner or the seller. The tendency is for everybody to leave the preparation to the surveyor. But that's an obstacle to our getting a good look at the boat for you. Please ask the seller/broker in advance to prepare the boat, so the surveyor can do the survey for you without running into any limitations caused by laziness on somebody else's part.

As the result of multiple unpleasant experiences, we have been forced to take a hard line about not preparing the boat for survey or re-commissioning it as we go along. Any obstacles to inspection related to the owner's failure to prepare for survey are simply additional deficiencies in the survey report. The minimum preparation is to charge the batteries, return gear in winter storage, remove gear that is piled up below decks, fill the water tank, shake the wasp or mud-dauber nests out of the sails, test start the engine and genset, and move or otherwise ready the boat for launch, haulout, or operating trials.

The surveyor will make no attempt to remove any fasteners, secured compartment covers, fixed liners, glued or tacked carpet, mounted equipment, or anti-fouling paint and barrier coatings to see beyond the normally exposed surface. He will remove sails and empty cockpit lockers or lazarettes of stowed gear, except where it is too heavy for reasonable lifting.

The surveyor will not attempt to troubleshoot or repair any equipment found to be inoperative. He will not attempt to start an engine, genset, or other equipment by supplying water to its intake while the vessel is ashore. And he will not read any equipment manuals or attempt to program or re-initialize any electronics or controls in order to continue to try to operate them.

PLEASE ATTEND THE SURVEY

We prefer that you attend the survey, so that you can get detailed explanations about the deficiencies, and adequate answers to your technical questions while we're aboard the boat. In addition to your concerns, the surveyor has a list to check out on your behalf that you don't even know about, so let him work through the boat as he needs to. He will occasionally stop to show and discuss findings as he goes along. Or if you can't get to the boat first thing in the morning, when you do arrive, he will go over everything he's found to that point, so that you'll be up to speed with him the rest of the way.

But please don't bring any well-meaning or "expert" friends. They'll only distract you and detract from your surveyor's ability to focus on his job. This is your day with the surveyor. You can party later.

If you are unable to attend the survey, the 10-12 page Report of the Survey will provide the significant details you need to understand the vessel and the deficiencies.

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The Coverage of the Survey

The one-day valuation survey generally covers the boat and all its accessible equipment, including the hull and its interior reinforcements, the keel and ballast; through-hulls, seavalves, hoses; the deck, cockpit, and superstructure components; deck fittings; helm stations, rudder, skeg; spars and rigging at the deck level; sails in their bags or bent on; propulsion motor and drive train on their exterior surfaces; AC and DC electrical systems; accommodation and furnishings; domestic service systems; navigation & communication electronics; safety equipment; fishing or extra cruising gear.

EXCLUSIONS to the one-day, hull and equipment survey for valuation are the specialized motor and rigging aloft inspections that can be arranged at your option with independent contractors. Additional exclusions are pressure tests of tanks, lines, and plumbing; continuity and load testing; strain checks of conductors, plumbing runs, and connections; verification of the accuracy or range for any gauges, meters, or navigation instruments; testing of solar or wind generators and watermakers; the removal and re-folding of stowed sails; the inflation and launch of the dinghy and operation of the outboard.

The one-day valuation survey does not include research into any discrepancy between the year designator in the hull ID number and the claimed model year. It does not include verification of registration, title, or documentation; or check-off of any owner-supplied inventory or listing sheet of "included gear." It does not include investigation into any direct representations, hearsay, or questions about the vessel's past usage (including charter), damage, replacements, repairs, or age of any equipment and structures -especially the accuracy of hour meters or the validity of service records- all of which are impossible for the surveyor to research or independently verify. Nor does the valuation survey include obtaining specifications from component and equipment manufacturers to determine any part's UL listing or suitability for marine use.

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The one-day Power Boat Survey with haulout covers: HULL FABRICATIONS Topsides and Underbody laminations Core (if any) for moisture penetration if possible Joins of hull halves where visible and accessible Voids, Delaminations, Lay-up flaws Bulkheads or hull pans, and Tabbing to the hull skin Hull bottom stringers and web frames Secondary chemical bonds UNDERBODY Impact damage and signs of previous impact repairs Blisters and signs of previous blister repairs showing through the anti-fouling. Barrier coat Anti-fouling paint Through-hulls and external grills, sea valves, internal bonding, hoses and clamps, in-line basket strainers TOPSIDES Hullsides, transom, fish door Rubrails, tumble-bumpers, and chafe guards Combustion air intake grills Swim platform and support struts, swim ladder Discharge Through-hulls, hoses, and clamps, plus any valves DECK and SUPERSTRUCTURE: SANDWICH FABRICATIONS: Voids and gelcoat flaws Moisture penetration into the core, core rot, delamination Teak overlay planking or covering boards DECK GEAR Hatches, windows, doors Pulpit and Safety or cap rails, spray panels (if any) Cleats and fairleads Ladders and bridge rails Canvas covers Dinghy davit/hoist, mast and boom TOWER & TOPS Tower or Bimini Frame Hard or soft top, and enclosure Upper station: Deck, Console, Seat, Buggy top HELM STATIONS: ENGINE CONTROLS Clutch and throttle levers, linkages, synchronizer Start-stop, gauge package STEERING Rudders, shaft glands, top supports. Tillers or quadrants Steering wheel and linkages Thrusters Trim tabs PROPULSION: The hull and equipment surveyor is not a mechanic, and does not have the time and tools to conduct a proper motor inspection and reassembly. So, the Power Boat Survey does not include any teardown inspection, compression check, or oil analysis of the engines and genset. That specialty inspection can be performed by an independent contractor of your choosing. ENGINES AND GEARS Beds and mounts Fuel, coolant, oil, exhaust leaks DRIVE TRAIN Coupling, shaft, struts, Cutless bearings Props and nuts Outdrives and controls FUEL SYSTEM Tanks and mounts. Fills lines and shutoffs, in-line filters FISHING GEAR: Tackle center and bait prep station Outriggers, rod holders, rocket launchers Fighting chair Fish boxes ELECTRICAL SYSTEMS: 120/240-volt AC: Shore connection Genset Source selection and Distribution panels Circuitry and GFCI protection, charger 12-volt DC Batteries and switches Distribution panels INTERIOR & DOSMESTIC SYSTEMS: INTERIOR: Layout and finish HEAD FIXTURES Water closets, holding/treatment tanks and discharges Sinks, faucets, showers, drains and pumps GALLEY APPLIANCES Stove, microwave Sink and faucet Refrigeration WATER SYSTEMS Tankage, fills, shore connections, hoses Pump, heater, laundry Sea water washdown, live well intakes, pumps, faucets HEAT and AIR CONDITIONING NAV-COMM ELECTRONICS: INSIDE or BRIDGEDECK STATION FLYBRIDGE and TOWER STATIONS FIRE and SAFETY EQUIPMENT: Fire extinguishers Floatation and Recovery devices Signalling and lights Bilge pumps Anchors, rodes, stowage and handling The one-day Sailboat Survey with haulout covers: HULL FABRICATIONS Topsides and Underbody laminations Core (if any) for moisture penetration if possible Joins of hull halves Voids, Delaminations, Lay-up flaws Bulkheads or hull pans and Tabbing Secondary chemical bonds UNDERBODY Cavity keel and internal ballast Keel sump and transverse floors External Ballast keel & Bolts, caulk joint Blisters and signs of previous repairs Barrier coat Anti-fouling paint Through-hulls and external grills, sea valves, internal bonding, hoses and clamps, in-line basket strainers TOPSIDES Hullsides and transom Rubrails and chafe guards Discharge Through-hulls, hoses, and clamps, plus any valves DECK and SUPERSTRUCTURE: FIBERGLASS SANDWICH FABRICATIONS: Voids and gelcoat flaws Moisture penetration into the core, core rot, delamination Teak overlay planking or covering boards DECK GEAR Hatches, ports, companionway, cockpit lockers Pulpit, stanchions, lifelines, and stern rail Cleats and fairleads Dodger and bimini RIGGING and SAILS: The hull and equipment surveyor is not a rigger or sailmaker. So, the Sailboat Survey does not include an inspection of the rig aloft or the draft characteristics of the sails. That specialty inspection can be performed by an independent contractor of your choosing. RIG Mast, boom, poles Standing rigging, chainplates and attachments Halyards, reefing, sheeting, leads, winches, cleats/jammers, traveler, vang SAILS COCKPIT HELM: ENGINE CONTROLS Clutch and throttle levers, linkages Start-stop, gauge package STEERING Rudder, shaft gland, top support, quadrant Tiller or steering wheel and linkages, pedestal PROPULSION: The hull and equipment surveyor is not a mechanic, and does not have the time and tools to conduct a proper motor inspection and reassembly. So, the Sailboat Survey does not include any teardown inspection, compression check, or oil analysis of the engine (and genset). That specialty inspection can be performed by an independent contractor of your choosing. ENGINE and GEAR Beds and mounts Fuel, coolant, oil, exhaust leaks DRIVE TRAIN Coupling, shaft, strut, Cutless bearing Prop and nuts FUEL SYSTEM Tank and mounts. Fill lines and shutoff, in-line filter ELECTRICAL SYSTEMS: 120/240-volt AC: Shore connection Onboard genset or inverter Source selection and Distribution panels Circuitry and GFCI protection, charger 12-volt DC Batteries and switches Distribution panels INTERIOR & DOSMESTIC SYSTEMS: INTERIOR: Layout and finish HEAD FIXTURES Water closet, holding/treatment tank and discharge Sink, faucet, shower, drain and pump GALLEY APPLIANCES Stove and fuel Sink and faucet Refrigeration WATER SYSTEMS Tankage, fill, shore connection, hoses Pump, heater HEAT and AIR CONDITIONING NAV-COMM ELECTRONICS: COCKPIT STATION NAVIGATION STATION FIRE and SAFETY EQUIPMENT: Fire extinguishers Floatation and Recovery devices Signalling and lights Bilge pumps Anchors, rodes, stowage and handling

 

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Practical Limitations on the Coverage

The boat builder's assembly and finish strategies combine to create various physical obstacles to full visual inspection. Nearly all of the inside surfaces of the hull and deck, the chemical bonds of the structural liners and bulkheads, most of the tank faces, the backs and bottoms of installed equipment, the chainplates, and most of the wire and hose runs are hidden from view by other components, accommodation joinery, secured soles or carpet, and interior finish liners. Additionally, each individual piece of the mounted electrical and mechanical equipment is enclosed or encased by its manufacturer for safety or function reasons that prevent its being opened.

Further practical limits to inspection are inherent in the materials commonly used in the vessel's composite structures. All glass fibers, resins, wood, glues, fasteners, metals, wire, connectors, and hoses typically used in laminates, composites, fabrications, and components aboard the boat are subject to hidden deterioration and internal failures from a variety of causes that cannot be discovered by visual, tactile, sounding, or probing examination of their normally exposed finish surfaces, and especially where they are encapsulated in, or pass through, other materials.

Sometimes, a variety of circumstances beyond the surveyor's control -rain, high wind or rough seas, low tides, boatyard delays, the vessel's location or state of readiness for survey, and electrical or mechanical breakdowns- can preclude the performance of some tests or parts of the inspection. These unavoidable exclusions or limitations will be noted in the Report of Survey, without being "made up" later.

Finally, many faults require considerable time actually operating the boat in a variety of sea and weather conditions to become apparent, so that neither the static or short run operational phases of the inspection can discover all the deficiencies that might exist at the time of the survey, or which might become apparent during the vessel's later or extended use.

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Techniques and Tools of the Survey




LOOKING IT OVER

The survey is primarily a visual inspection. Which is why the usual lack of visual access to parts of some equipment or components frustrates and limits the examination. The surveyor will look at everything he can get to. But he can't look at what is blocked from his view.

Unfortunately, the surveyor doesn't have X-ray vision. He can't see into, through, under, behind, or around solid objects. I can't explain why this inability surprises people. Because if I had X-ray vision, you can be sure I wouldn't be wasting it on boat surveys.

Looking well is often a matter of trying different angles of light across the supposedly smooth hull and deck surfaces. What is not apparent from one perspective, may leap out from a different one.


Another
set of eyes
is sometimes helpful.


The visual inspection is not just a matter of looking at the parts. The real key is seeing what you're looking at, and knowing what it indicates. The eye and mind for significant detail is what the visual inspection depends on. And that rare gift (or curse, as it may be) is a matter of natural concentration or focus, and a long-trained habit of seeing for anomalies.

LAYING HANDS ON IT

The surveyor's hands back up his visual inspection. We run our hands across hull and deck surfaces to feel for ridges, bulges, ripples, etc. that confirm our eye, or indicate what the light didn't reveal.

We also routinely do a "tug test" on all the mounted equipment, including hoses, plumbing and wiring as we come to it, just as a simple check of its security.

Part of resonating the laminate with the mallet strike is to allow my finger tips to feel the vibrations characteristic of a void or delamination. So I always tap it and touch it at the same time.

SOUNDING THE LAMINATE


Tapping the hull and deck with the mallet is the stereotypical picture of what the surveyor does. The mallet is simply a light "striker" that allows the surveyor to hear the tone of the laminate and feel its resonance in his fingertips.


And after so many years of tapping, the surveyor can feel the difference between a solid lay-up and a delamination zone directly through the handle of his mallet.

As simple as the technique appears, it's surprisingly powerful in detecting a variety of laminate flaws or failures, ranging from air-entrapment voids, delaminations at the core, extensive secondary bonding failures between layers of structural rovings, to localized impact fractures or shattering of the resin matrix, all of which have no visible surface indicators.

PROBING WITH THE SPIKE OR KNIFE TIP

At certain spots that the surveyor knows from experience are vulnerable to deterioration or stress failures, nothing beats a gentle probe with the spike point to reveal the weakness behind the finish surface. We are careful in our technique so that we don't leave any marks from the inspection.

MOISTURE METER TESTING

We use the moisture meter to help judge the condition of wood cores that are otherwise hidden from view beneath the fiberglass outer skins. Encapsulated wood will rot when it becomes saturated with water. The meter indicates the level of moisture content as a percentage that is calibrated against the saturation threshold of wood. Sweeping the meter over the surface of a cored fiberglass sandwich deck or hull indicates the extent of the varying levels and usually points toward the likely source of penetration.

It has great diagnostic value in telling us what's going on with the core in time to make some repairs or do maintenance before it rots out or delaminates. So it's a great advance over simply sounding with the mallet, which will not detect water in the core until the deterioration is into its late stages of delamination or rot. For that alone, I use the meter.

Meters have gotten some "bad press" from brokers who don't want anybody to discover the hidden conditions in cored laminates. A variety of people, including an occasional surveyor who has been co-opted by the brokers, have tried to discredit the instrument both for what they allege are its technical shortcomings, as well as for the claimed mis-use by unqualified surveyors or boatyards.

In my experience with feedback from repair yards who have opened areas indicated by my meter as high moisture, the meter is an extremely reliable tool. Often, the meter readings will confirm borderline indicators from the mallet tap, so I try typically run the meter along as I tap.

I understand the meter's technology as well as the characteristics of the material stack that I'm testing with it, so I don't ask it to do things that are technically impossible or obviously stupid under the circumstances of the survey. The primary misconception about moisture meters is that they can be used to detect hidden water or blisters in the underbody. We might hope that it will, but most of the time, the anti-fouling layer is either still fully wet below its just-dried surface, or the copper content of the paint defeats the conductivity of the meter. Based on feedback from confirming repairs where the meter pointed to moisture intrusion, I have a great deal of confidence in the instrument when it is sensibly used.

TURN-ON TESTING

We turn all the Electro-mechanical equipment on to see that it powers up and appears to function normally in its static condition. Used equipment on used boats is often not fully operational. Sometimes, the obvious switching doesn't work or can't be found, and the owner may need to supply some "local knowledge" about where the switch is located so that the device can be powered up.

We find that many owners just get along without a piece of equipment-especially older electronics- that fails once they decide to sell the boat.

As we find equipment that doesn't work properly, we make note of it, but we don't troubleshoot the gear to find out exactly what is wrong with it. Because troubleshooting requires a good deal of time, and sometimes some specialty tools or experience with the gear. So usually, all we can tell you is that "it doesn't work" or that "it doesn't work right."

ELECTRICAL TESTING

We use a high-resistance load tester to check the static and "under-load" condition of the batteries. This will reveal low charge, weak or faulty cells, or dead shorts in the batteries.

For the 120v AC system, the receptacles are checked with a plug in tester for reversed polarity, and grounding faults. The tester has an ground fault in it to test the trip function of Ground Fault Current Interrupting devices. Generator output is checked through the receptacles with the voltmeter for voltage levels and cycles.