When planning a major survey, one of the early discussions with the buyer’s team will be the extent to which they wish to use specialist contractors as part of the survey process. Typically, we would potentially consider the use of contractors in the following areas: paint consultants; main engines, gearboxes and generators; noise & vibration; electrical systems; non-destructive testing in the case of carbon composite and aluminium hulled yachts; and rig and rigging specialists in the case of sailing yachts. The purpose of this article is to consider why we would recommend using specialists.
From a buyer’s perspective, it is fair to ask why they need to incur considerable expense in engaging additional specialists, instead of expecting their chosen surveyors to offer a one stop shop, covering all technical areas. This is a valid question, as the combined cost of additional technical specialists on a large yacht survey can sometimes exceed the cost of the main survey. The answer, as always, is that a specialist will be able to offer an additional level of expertise and will have the equipment and knowledge needed to advance the overall survey to a much greater level of detail. Whilst some surveyors will emphasise how they cover every specialism ‘in house’, we would caution that there is a wide gulf between having the necessary equipment (ranging from FLIR cameras, power quality analysers, sensitive decibel meters, gloss/haze/DOI meters to the latest A scan ultrasound meters) and knowing how to use them correctly and, more importantly, how to accurately and reliably interpret the data gathered. For these reasons, we always recommend working with experts in each field.
Paint consultants
We regularly work alongside leading paint consultants as a part of our pre purchase surveys. We value their unique technical knowledge of different coating systems, their ability to provide a measurement-based assessment of where a coating system is within its’ lifecycle, and their extensive understanding of refinishing costs, which enables us to advise the buyer on when and how much they will need to budget for this major expenditure. Depending on the size and condition of the yacht, we would usually expect the paint consultant to be onboard for 2 to 3 days. This should ideally include the day(s) of the haulout, providing an opportunity to make use of a cherry picker to inspect the less accessible parts of the superstructure and to undertake a detailed inspection of the topsides, as well as the underwater hull coatings. Not all surveys justify the use of a specialist paint consultant (for instance there may be some transactions in which it is agreed by the buyer and seller that the paint requires refinishing and that this is already accommodated within the agreed sale price) but where there is any scope for disagreement, the investment is worthwhile.
Main engines, gearboxes and generators
Whether MTU, Caterpillar or another brand (but bearing in mind that these two makes account for over 95% of the installed base in yachts of over 50 metres in length) we almost always work with an approved OEM service technician as part of our survey. Not only can they provide the diagnostic software needed to download engine data during the sea trial, but they have the expertise to analyse the data collected and also to check the OEM’s service history database, which as surveyor’s we don’t have access to. For the cost of having an OEM technician onboard for a day or two, this is a great return on investment.
Depending on the age, running hours and service history of the engines, we may also recommend a limited endoscope inspection, looking at 2 or 3 cylinders on each bank of each engine. Although this can start to get expensive, as it requires parts and labour, it can also be a worthwhile investment in both time and money, especially in an older engine. Bear in mind though that having had a third-party contractor work on the engines, the seller might reasonably demand a brief sea trial to re-prove the engines once the work is complete. Unless the endoscope inspection takes place prior to the main technical sea trial, this might mean that buyer and seller have to agree terms on which a subsequent sea trial can take place.
Depending on the age, running hours and service history of the gearboxes, we may also recommend that they are given an endoscope inspection. However, this inspection is less frequently required by our clients.
Oil and liquids analysis
Ideally, well run yachts will be carrying out regular lube oil and liquids sampling with a reputable lab, negating the need to carry out additional sampling whilst we are onboard. However, the reality is that even when the lube oil and coolant from the main engines and generators are being sampled and send for analysis by the crew on a regular basis, oil from other systems such as steering gear, hydraulic powerpacks and stabilisers tends to be tested less frequently (and sometimes not at all). For this reason, we request lube oil and liquids analysis records ahead of time, so that we can plan what need to be tested and, if in doubt, we bring enough test kits with us to sample all systems onboard and these will be sent to a leading lab for analysis. Due to lab turnaround times (typically 5-10 days) these samples need to be taken and sent as soon as possible after the survey commences.
Noise & vibration
We often find that the buyer’s team wants to engage a noise and vibration consultant, so we regularly work alongside leading noise and vibration specialists as a part of our pre purchase surveys. This may be because the buyer is known to be particularly sensitive to higher levels of noise and vibration, or perhaps because concerns were raised during the buyer’s sea trial. Whilst the equipment might be within a surveyor’s budget, the skill in knowledge of how to gather and analyse the data is highly specialist work. The consultant’s skill in analysing the data makes it possible to identify sources of intrusive noise or vibration and to provide the buyer with recommendations to mitigate any issues, which can be a significant source of added value, justifying the additional investment in the noise and vibration study.
Even if no particular issues come up during the noise and vibration measurements, the data collected provides a useful baseline for future measurements (eg pre/post refit) and potentially offers a insight into the condition of flexible mountings and vibration dampers, enabling informed decisions to be made regarding their replacement.
Of course, the results need to be taken within the context of the age of the yacht, given that acceptable and achievable noise levels have reduced considerably over the years, but this shouldn’t detract from the value of including a noise & vibration specialist within the survey plan.
Bear in mind that the noise & vibration specialist will need 2 to 4 hours during the sea trial and another 2 -4 hours at anchor or alongside whilst on generators whilst they take measurements, during which time other activities that might interfere with their work shouldn’t be scheduled. This means careful planning to accommodate their requirements.
Electrical systems
We frequently work alongside a leading electrical specialist as part of the survey process. For a diesel electric or hybrid powered yacht, their involvement is essential. Only a suitably qualified specialist will have the equipment and expertise to safely undertake Megger testing, power quality analysis, harmonics analysis, battery or UPS tests and thermography of high voltage switchboards whilst powered up. As with specialists in other areas, it is also their ability to analyse the data gathered and make recommendations based on that analysis that adds value to the survey. Due to the scope of work, it isn’t unusual for the electrical specialists to be with us throughout the duration of the survey. We cannot emphasise enough the added value from having a detailed electrical survey by a leading electrical specialist as part of the survey process.
As some of their work (Megger testing, harmonics analysis, battery or UPS tests, emergency lighting, dead ship trial) will interfere with availability of the systems that they are working on, their work needs to be carefully planned into the survey schedule, working closely with the Chief Engineer and ETO. As some of their work will include disconnecting and reconnecting cables (eg for Megger testing) there needs to be a protocol in place to ensure that each system is proved and signed off by the crew on completion of the technician’s work.
Non-destructive testing
Where non-destructive testing is needed in the case of carbon composite and aluminium hulled yachts, this is work that we would always recommend outsourcing. In each case it is hugely time consuming to undertake properly and it is far more economical to outsource it to a specialist than to do the work ourselves. And as with other specialists, it isn’t just about having the right equipment (which for aluminium can be fairly basic but for carbon fibre can be hugely complex and therefore expensive) but the skill to use it properly and to interpret and analyse the results, especially when dealing with complex carbon composite structures. When appointing an NDT specialist, we look for an organisation with NDT level 3 certification with technicians certified to NDT level 2. We would be unlikely to agree to survey a large carbon fibre sailing yacht without agreement by the buyer to engage a suitable NDT specialist as part of the survey process.
Rigs and rigging
It is rare these days for a modern (or even less modern) performance sailing yacht not to have carbon fibre spars and carbon fibre or aramid standing rigging. Inspection of these rigs and rigging is very specialist work that we would always recommend is carried out by a rig expert. Inevitably, due to the cost associated with un-stepping a mast in a large sailing yacht, this will need to be carried out with the rig in situ, using a bosun’s chair. Unlike other specialists, there’s no special equipment involved (except perhaps for a magnifying glass and a good camera); this is all down to the rig expert’s experience and close up visual inspection. Unlike NDT, engineers, electricians or paint consultants, there are no industry accreditations that we’re aware of, so it is important to work with a rigger familiar with yachts of the size being surveyed and that you can trust. It is also important to have a rigger with good contacts at the spar and rigging manufacturers (which usually means Southern Spars and EC6) in order to be able to find out as much as possible of the history of the rig and standing rigging. Riggers are busy people and always in demand, especially during the racing season, so we have a shortlist that we can call on when needed. We would be unlikely to agree to survey a large sailing yacht with a carbon fibre rig and rigging without agreement by the buyer to engage a suitable rigging specialist as part of the survey process.
Other specialists
Depending on the yacht, we have previously bought in aviation specialists to advise on helidecks and crew training for flying operations, dive systems specialists to advise on saturation diving systems and decompression chambers, AVIT specialists to advise on condition and upgrade paths for AV and IT systems, and nav and comms specialists to advise on condition and upgrade pathways, mostly for satellite communications but also for other aspects of the navigation and communications systems onboard.
Conclusions
In conclusion, engaging specialists for paint, main engines, gearboxes and generators, noise & vibration, electrical systems, non-destructive testing and rig and rigging is an added expense, but in the context of the overall transaction cost is minimal, whilst the value added by using specialists as part of the survey process can be huge. As surveyors who work on complex yachts day to day, we are not afraid to tell clients that we are necessarily generalists and that there will often be occasions in which we would recommend that appropriate specialists are a valuable part of the survey process.
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Yacht Survey Partners are global specialist superyacht surveyors. We are currently active in the UK, USA, Netherlands, Germany, Italy, France, Spain, Greece, Turkey, Malta, the Caribbean and further afield, undertaking pre purchase surveys, pre sale surveys, condition surveys, insurance damage surveys and providing advice to buyers, owners, family offices, brokers, managers, insurers, lawyers and shipyards. Our surveyors are located in London, Palma, Barcelona, Antibes, Monaco, Genoa, Fort Lauderdale and Hong Kong.