Hull Surveys of Fiberglass Boats

I guess you could almost say that the phrase "HULL SURVEY" really should be self explanatory, until you begin to explain to someone what a hull survey is. The following is really only a thumb nail; overview of all the possible variations and conditions that you might find in doing the "average survey."

Lets begin with what this Surveyor considers to be an outline of what a hull survey involves. The two main parts to a hull survey, are the in-water part and the out of water part. I never know which part

I may have to begin with, as I am just as often asked to begin in the winter/spring with the boat on land -- as I am asked to begin, with the boat in water -- during the boating season, and with the haul out following the general survey and Sea Trial -- for purposes of example and most common type, I will use the fiberglass hull for comment. If it is the bottom where I will begin, first using the tried and true audible sounding method, --tapping with a phenolic hammer- 3 or 4 taps per square foot as an average, any time the sound changes the spot is marked for a closer look inside the hull, if there is access. After the hull has been tapped out, the Moisture meter may be employed, as long as the paint composition will allow normal readings. I say that because many bottom paints will not allow accurate meter readings due to the high copper content of the paint. What I am listening for, are possible prior hull repairs, including cracks, voids, delaminations etc.. If and when any of these possibilities become evident, the spot is inspected further by either myself or in some cases referred to a fiberglass technician for definitive answers. Either way you will have a positive explanation about the anomaly / deficiency that might be found to exist, or might even be thought to exist. I am always on the look out for the existence of present or past Gel Coat Blisters, and or Electrolysis conditions. After the hull bottom inspection is completed, the next stop is the transom. Here the phenolic hammer is also employed first, and then the Moisture Meter. The upper hull sections do not ordinarily have any internal construction characteristics that would skew the meter readings other than -- some gelcoat

formulas used on some manufacturers on the bottoms -- but, usually not extending much beyond the chine. Areas, so that any elevated moisture meter readings at the transom will call for further inspection by myself or by my possible recommendation for an estimate by a fiberglass technician.

The Hull sides also get the Phenolic Hammer audible sounding procedures, and the Moisture meter, -- with the same close attention to -- "Different" sounding or visibly different sections.

Shear / rub rail / gunnel sections conditions are looked at with special care, because that's where dock poles, and dock bulkheads can do a lot of -- not so evident damage --. Decks and cabin sides also get the audible and Moisture Meter treatment, at all sections, both outside the hull, and inside wherever access is possible.

The underwater appendages --Shafts, Props, Rudders, Trim tabs, Zincs and Transducers, and in some cases outdrives, will all be completely inspected and each and separately reported on for possible damage, corrosion or electrolysis issues. The props are always statically checked for any blade deviation, (bending) cracks, pitting, and so on.

Doing the hull survey after the boat has been in the water for a while will impose some constraints on the Moisture Meter part of the inspection, but it will not alleviate the burden on the surveyor to audibly

Evaluate and cite deficiencies found, or to recommend the suspect sections for additional inspections by a Fiberglass technician. Whether the boat is in the water or out of the water the stringer system and the bulkheads where accessible can and will be evaluated by both the Moisture meter And by the audible sounding of the sections.

The vessels interior inspection will follow, using much the same procedures, especially at and around hatches, portholes, side windows and frames, windshields, bulkheads and hull to deck sections.

Unless winterized, or otherwise stipulated, all, domestic vessel support systems will be activated, evaluated and reported on, as to condition and performance.

In summery, there is nothing left un-opened, no switch un-switched, no button not pushed, and all machinery activated, tested and reported on.

What a hull survey is not, is a guarantee or warrantee of speed and or performance under any conditions, I cannot convey or transfer warrantees, nor can I project future service life potential of any part or piece of the vessel, but I can tell you the condition of every part and piece of the vessel, that is available or visible on the day of the survey.

I do not survey steel or aluminum hulled vessels, wood boat hulls are given a completely different type of inspection, and will require a fairly detailed conversation between the buyer and the surveyor before an inspection plan can be drawn up, and quoted as to time and fee.

"I ALWAYS GO THE EXTRA MILE"