Pre-purchase survey — FAQ

The inspection covers hull, deck, structure, interior, machinery, electrical systems, plumbing, rig and safety equipment. Defects are identified and weighted by importance, with a realistic view of the vessel's condition and likely maintenance costs. It is an honest technical assessment, not a pass/fail exercise.

A full day on site is typical for vessels between 35 and 55 feet. Larger, older or more complex boats need longer.

A haul-out is strongly recommended. Keel attachment, through-hulls, rudder bearings and antifouling condition cannot be properly inspected without one.

Attendance is optional but encouraged. Many clients value the end-of-day walkthrough, where findings are discussed before the formal report.

Reports are typically issued within two to four working days. Faster timelines can be accommodated with advance notice.

Significant issues are described accurately, with context on their likely cause and cost implications — so you can make an informed decision about the purchase.

Substantially. Weather and yard conditions decide what can genuinely be established — rain and wind limit what the hull, deck and rig will show, and a hull that is not dry makes moisture readings close to meaningless. Where conditions would limit the inspection, the survey is moved to a day that gives a result you can act on.

Yes, sail and power. A multihull has two hulls and a bridgedeck to sound and read for moisture, crossbeam and bulkhead bonding to check, more through-hulls, and usually two engines, two rudders and two sets of stern gear. It takes longer than a monohull of the same length, which is why multihulls carry a surcharge of €4 per foot LOA.

On a GRP hull, a moisture meter measures relative moisture in the laminate. Readings are taken across the whole hull and compared with each other, not against an absolute number — a pattern of elevated readings, especially with blistering, points to osmosis; a local high spot points to a repair, a fitting, or water in the core. Two things decide whether the readings mean anything: the hull must be dry, which is why time ashore matters, and they must be read alongside percussion sounding and a visual inspection. A reading on its own is not a finding.

Visually and mechanically, not by strip-down. The engine is examined cold — mounts, belts, hoses, cooling, exhaust, evidence of leaks or overheating, and running hours against the presented history — then started from cold and run under load on the sea trial, where oil pressure, temperature, smoke and vibration are observed. For a deeper view of internal wear, a laboratory oil analysis is available at €120 per engine. And the engine must not have been run on the day of the survey before it begins.

The report is written so that it can. Findings are ranked by urgency and described with their likely cause and cost implication, which is what a negotiation needs: what must be done before the boat goes back into service, what should be planned, and what is simply noted. Whether the outcome is a price adjustment, remedial work by the seller before completion, or walking away, the decision rests on the report rather than on impressions. Where work is agreed, a re-inspection of the remedial works can be arranged afterwards (€10 per foot, minimum €320).

Whichever you prefer of English, Spanish, French or German. The survey itself is conducted in whatever language the yard, the broker and the crew work in.

Yes. Surveys are carried out across the Balearics, on mainland Spain and elsewhere in Europe. Travel within Mallorca is included; beyond it, travel is charged at one euro per kilometre and flights, ferries or hotels are agreed beforehand. For a boat further afield, a remote listing review first is often the sensible sequence — it establishes whether the trip is worth making.