Services offered by Previti Marine Surveyors and Consultant, Inc. range from pre-purchase surveys of vessels from approximately 20-foot power and sail to approximately 80 feet.
• Wood, fiberglass, aluminum and steel boats are surveyed.
• Audio-gauge metal testing is available.
• Non-destructive and destructive fiberglass composite testing is available.
Pre-purchase work is responsible for approximately 60 percent of our business. PMS&C, Inc. performs Condition and Value (C&V) surveys for all insurance providers and banking institutions. I have been on the Boat U.S. referral list since 1995 and have never had a survey refused by any insurance or lending institution. C&V inspections account for approximately 25 percent of the company’s business.
Other services offered include inspections and consultation for vessel owners, regarding their own personal information. Specific damage or project guidance, valuation and so on. Value appraisals for estates or donations and professional repairer’s consultation account for approximately 15 percent of business. All reports are compiled onboard using a laptop computer. This allows all reports to be available within 24 hours of the survey inspection. All reports are available in a PDF protected email, U.S. post, special delivery, or fax. Follow-up discussions are encouraged after the inspection, as needed by any involved party, as long as the pre-purchase client authorizes the contact. The types of surveys offered are described below.
CONDITION AND VALUE INSPECTIONS
Pre-purchase inspections are typically performed in one day. Small boats may only take a few hours and larger yachts may require a very long day and in some cases two days or longer. It is always best to conduct a survey the same day, or on consecutive days, to maintain continuity through the inspection. If other vessels are inspected between the first and second days of your survey, it takes time to re-familiarize oneself with what has been accomplished and what has not. This is another good reason to enter survey data on a laptop during the inspection, allowing a faster re-involvement with the vessel.
There are times of the year when the boat cannot be inspected in a day, due to winter storage, spring or fall yard scheduling, a winterized condition, or it is simply in different stages of repair or restoration. It is not unusual to go through the vessel as possible while winterized, or in dry storage, and then when the weather breaks, or other situations allow, the remaining portion conducted another day. This, quite often, can take place months apart.
My comprehensive pre-purchase surveys are designed to mention all findings, no matter how small or large. Findings are put in context using essay-type discussions and specific locations and recommendations. I use my long marine experience to add tips and known short cuts to aid the owner and repairers. Findings and recommendations are specific enough to give to boatyards, banks, insurance companies, etc. All surveys are court worthy.
All vessels are examined with the builder’s intended use in mind. For example, an ocean passage maker is held to a different standard as compared to an inland day sailor since use and requirements are different. There is a boat for everyone and their intended use is very important. All vessels are held to high safety and structural standards. The buyer is always asked how he or she intends to use the vessel, so the survey may keep this in mind. All vessels are inspected from stem to stern, inside and out to develop a sense of structural integrity, or the lack of. All findings are listed and quite specific. For instance: all issues are listed individually and not lumped into a general comment. All hose runs, shut-off valves, below waterline hardware condition, regarding thru-hull count, galvanic or electrolysis damage and some system information is compiled during the internal and external hull examination. In many cases a dial indicator is used to check propeller shaft run-out and propeller tolerances. This can be helpful in determining the cause for vibration during seatrials, engine alignment, bent shafting, etc.
Ideally, but not always, after the internal and external hull examination, and hopefully with a clean bottom and hardware, a sea trial is always conducted, unless waived by the buyer. Mechanically, the engine, or engines, are run out in three rpm ranges. Information such as actual engine rpms, compared to the ships tachometers, oil pressure, engine and transmission, turbo and exhaust manifold port temperatures are checked and listed at idle, cruise and max rpm ranges. Alternators are checked for output. I use a handheld tachometer and an infrared pyrometer to develop true information. Of course a good visual inspection is important. All fluid levels are checked prior to operation. Antifreeze protection levels in cooling systems are checked. If engines are recent gas or diesel, or high performance, I may suggest that the engine dealer perform a separate survey, since so many engines are now computerized and electronic and must be diagnosed using a computer and specific software.
Decks are thoroughly evaluated for moisture intrusion to the core envelope, compromised soundings, soft core, factory voids, delaminated top skins, crazing, cracking and cosmetic condition, etc. All findings are reported specifically, as far as where the moisture, soft core, delam, etc, is located and appropriate suggested repairs or courses of action are recommended. A pad type, non-destructive Tramex Skipper + moisture meter is used and, in the case of serious moisture damage a Delmhorst destructive type moisture meter can be used. The information developed using a pad type, non-destructive moisture meter is often disputed and sometimes calls for destructive testing, using the Delmhorst meter and sometimes core samples are removed and sent to an independent lab for analysis, for additional charges.
If a sailing vessel, an aloft rigging inspection is included in the survey fee. During sea trials, the standard suite of sails are deployed and trimmed. Furling and reefing systems are inspected. Tune and set of the rig is evaluated. Specific remarks and suggestions are made.
All AC/DC systems and electronics are operated. If generator equipped, a no load, full load generator test is standard. Stray 12 volt current and signs of electrolysis are searched for. A galvanic corrosion protection level test is conducted on all vessels to prove sacrificial anode condition and protection levels.
Interior AC receptacles, thus the system, is checked for proper wiring codes and all GFCI outlets are checked for proper function.
During the course of the AC/DC systems check, findings and recommendations are made.
The cosmetic condition of the vessel is commented on and suggestions made.
An as complete as possible equipment list is compiled. As previously mentioned, all systems are operated.
Finally a conclusion is written with a general discussion of the vessels condition, findings and recommendations. A fair market value is developed, as well as a possible replacement cost…something the insurance companies and banks require.
Reports start with a table of contents. As warranted, a photo shoot of the vessel and conditions perhaps needing more definitive information, is performed. A basic photo shoot accompanies all pre-purchase surveys.
All reports are developed onboard using a laptop computer and all surveys are typically available within 24 hrs. of survey completion. If the survey is to be performed over more than one day and time will elapse between survey dates, a preliminary survey report is typically sent out. Sometimes a two stage inspection makes sense and, for example, allows an in or out of water inspection and report, perusal of the information to date and quite often allows the prospective buyer to decide on whether or not to proceed, or how to negotiate prior to continuing the inspection.
Reports are designed to be relatively easy to read and understand. They hopefully give all the information needed for the buyer to make a well-informed decision. Surveys, although detailed, are not books with pages of logarithms, codes, standards and boiler plate, but attempt to stay focused on findings and recommendations with specificity and essay type discussions, based on 30 years of personal marine industry experience, federal and state laws, as well as American Boat & Yacht Council and other marine standards.
Buyers are always welcome to attend the survey and it is highly recommended that they do, to allow a better understanding of the boat, systems, operation of systems and a one on one with the surveyor to discuss problems found, or to help understand the vessel more specifically.
If the buyer cannot attend, special effort is given, by this surveyor, to be even more detailed and to add discussions and pictures as aids, as well as discussions via phone or email after the inspection. I often work for individuals from abroad. There are communication and cultural differences which require extra attention and discussions. My mission is to inform and aid perspective buyers, in making informed decisions as well as representing my country and industry to the highest work ethic and truth.
CONDITION AND VALUE INSPECTIONS
A condition and value inspection, or C&V, is generally used for insurance and banking purposes and is not considered a pre-purchase inspection. It does cover structural integrity, deck condition, a static view opinion of the propulsion systems and/or rig. It involves safety information regarding required running light operation, required onboard safety equipment, bilge pumps, thru-hull shut off devices, hose runs, fuel and wiring systems and more. Typically engines and other equipment are not started or operated unless specified by the insurance or banking institution. A C&V is not nearly as involved or detailed as a pre-purchase format. Comments are short but adequate and based on the criteria required by insurance companies and lending institutions. This type of survey may be conducted in or out of the water. This is determined by the insurance or bank institution. A fair market value and replacement cost is developed. Findings and recommendations are included. Be sure to check with you agents regarding in or out of the water requirements. The client may or may not wish to attend this inspection.
This type of inspection is typically used for estate settlement, or if the vessel is to be donated to a non-profit organization, or simply for the vessels owner’s personal information. A typical structural evaluation, decks, rig, engine, etc are accomplished, but no systems are operated.
Quite often a boat owner or professional repair facility has specific questions about a boat, system, equipment addition, repair method, or a conflict between individuals or boat owner and repair yard. Consultation is based on an hourly charge. Quite often an owner feels that his new or recently purchased vessel has certain deficiencies or defects which he would like to discuss with a professional.
Once or twice a year, this company represents private individuals or professional marine service providers in the courtroom. Whether it be a new boat latent defect case, insurance claim payout settlement suites, or services provided discrepancies, we can represent you. Fees are based on $100 per hour, but should be precluded by a court worthy investigation of the complaint and written report.