Yacht Survey Guide

A pre-purchase survey is an inspection of the yacht's condition and systems, commissioned by the buyer before closing. The surveyor examines the areas within the agreed scope, records findings and normally produces a written report.

A survey does not guarantee that nothing will ever fail. It reduces uncertainty by establishing what could reasonably be identified during the inspection and which items need repair, further testing or specialist review.

A viewing helps a buyer judge layout, interior, guest flow, deck spaces, presentation and visible condition, and whether the yacht suits the intended use. A survey examines technical condition.

A yacht can look immaculate and still have technical defects. Equally, cosmetic wear does not necessarily point to a serious technical issue.

The survey focuses on physical condition and systems. The sea trial observes the yacht operating under way.

Some issues only appear under engine load, during manoeuvring, at speed, when stabilisers are working, when generators share load or when systems are in live use. That is why the two are planned together, not treated as substitutes.

The surveyor reviews physical condition, machinery, equipment, visible compliance-related items and technical documentation.

Lawyers and other specialists review title, ownership, registry, mortgages and liens, VAT and customs position, and the transaction documents. Both strands are needed; neither replaces the other.

A pre-purchase survey is commissioned for the buyer's acquisition decision. A class survey is carried out within the yacht's classification regime, where one applies.

The buyer should review class status and records, but a yacht being in class does not mean the pre-purchase survey can be skipped. Likewise, a pre-purchase survey does not replace class requirements.

A surveyor may identify technical condition, defects and repair requirements. Market value is a separate commercial question, answered through valuation and comparison with the market.

A conventional sequence runs: yacht identified, viewing, offer and commercial terms, purchase agreement, deposit as agreed in the transaction, pre-purchase survey, sea trial where applicable, findings and acceptance discussions, then due diligence and closing.

The exact order varies between transactions, and not every sale follows this sequence.

What a buyer can do after the survey is set by the purchase agreement, not by the survey itself. The agreement typically governs the survey window, acceptance and rejection, repair or cure of defects, further inspection and the consequences for the deposit.

A buyer's legal counsel should review these terms before the survey is booked. A deposit may already be held under the agreement during the survey stage.

For a pre-purchase survey, the buyer should appoint their own independent surveyor, with experience of the yacht's type, size, construction, machinery and relevant class and flag context.

Lund Group can coordinate introductions, but does not choose a surveyor on the buyer's behalf without a clear engagement to do so.

The surveyor works for the buyer. A seller-provided report may be useful background, but it should not automatically replace the buyer's own independent inspection.

An earlier report can be useful history. Before relying on it, ask who commissioned it, how old it is, what its scope was, what has happened since, whether defects were repaired and whether the yacht has operated significantly since.

Consider experience with comparable yachts and construction materials, familiarity with the machinery, large-yacht experience where relevant, the quality of sample reports, independence, availability, professional insurance and credentials, and the ability to coordinate specialists.

Larger yachts may require more than one specialist: a lead marine surveyor alongside, for example, engine, electrical, AV/IT, paint, HVAC, rigging or non-destructive testing specialists, and sometimes a technical superintendent.

The scope should be set by the survey team and the buyer, not by a generic checklist.

Scope should be agreed in writing. It typically depends on:

Depending on scope, a survey may cover the following system groups. Not every survey covers all of them.

Whether the hull is steel, aluminium, composite or wood, the survey may assess visible structure, plating or laminate condition, corrosion, deformation, cracking, welds, past structural repairs, appendages, through-hulls, sea chests and coatings.

Steel yachts may need attention to corrosion, plate condition, tanks and cathodic protection; aluminium yachts to corrosion and dissimilar-metal issues; composite yachts to laminate condition, moisture and bonding. Specialist measurement or testing may be required.

For sailing yachts, scope can also include the mast, standing and running rigging, sails, winches, furling systems, deck hardware, keel and chainplates, often with a rigging specialist.

Haul-out is commonly requested as part of a thorough pre-purchase inspection, because it gives access to areas below the waterline that cannot be properly inspected afloat. Whether it is required in a particular transaction depends on the yacht, the survey scope, the purchase agreement, facility availability and the surveyor's advice.

Out of the water, the team may inspect the underwater hull, rudders, propellers, shafts, stabiliser fins, thrusters, sea chests, through-hulls, antifouling and anodes.

Scheduling depends on yard slots, lift or dry-dock capacity for the yacht's dimensions and draft, and seller availability. Who pays for haul-out and yard costs is set by the agreement and should be clarified before booking.

Machinery review may include visual inspection, maintenance records, leaks, mounts, cooling, exhaust, lubrication, controls and service history. Engine manufacturer technicians may be brought in for deeper inspection.

Engine hours are context, not a verdict: they should be read alongside maintenance, overhaul history, usage pattern and the manufacturer's service intervals. Fluid and oil analysis may form part of the investigation, interpreted by the appropriate specialist.

Generators, gearboxes, shafts, propellers, pods or waterjets may each need their own review, with live-load testing during the sea trial adding further evidence.

Potential areas include generators, switchboards, batteries, shore power, distribution, emergency systems, power management and visible wiring condition.

High-voltage, hybrid and diesel-electric yachts need specialists familiar with battery systems, electric propulsion, power conversion and energy management.

Review may cover the condition, controls, alarms and service records of stabilisers, steering and thrusters; full performance is often better assessed at sea trial.

Hydraulics on large yachts may drive cranes, passerelles, platforms, garage doors, fold-out terraces and beach clubs, so scope depends on what is actually fitted.

Plumbing review may include fresh, grey and black water, bilge systems, pumps, watermakers and hot water. Tank inspection may be limited by access and safety.

Guest comfort depends heavily on air conditioning, ventilation, refrigeration, galley and laundry systems. Older equipment can carry maintenance, energy and spare-parts implications.

The bridge review may include radar, chart systems, positioning, autopilot, alarms and controls. It is not a navigation certification unless carried out within that scope.

Modern yachts may have extensive satellite communications, networking, AV, CCTV and access control. Older AV and IT can be costly to modernise, but technical condition should be kept separate from owner preference. On highly connected yachts, a cybersecurity specialist may be appropriate.

Safety review may cover firefighting, detection, life-saving appliances, alarms, emergency lighting and evacuation equipment; exact requirements vary with flag, class, size and use.

Deck machinery such as anchors, windlasses, capstans, cranes, davits and passerelles may need operational tests with crew and safe conditions.

The scope should state whether tenders and water toys are included in the sale and whether they will be inspected or tested separately.

A yacht survey does not certify a helicopter; aircraft and helideck facilities require aviation specialists. Pools, spas and beach clubs may involve pumps, filtration, heating, hydraulics, glazing and watertight seals that should reflect the systems actually onboard.

A survey may record water damage, joinery and flooring condition, visible moisture and sanitary fittings. A buyer's dislike of a style or colour is not a technical defect.

Cosmetic means appearance and finish; technical means function, integrity and safety. Some cosmetic issues still carry large costs: paint on a large yacht can be a significant future expense, and a paint specialist may be justified. Teak and glazing should be assessed on actual condition, not age alone.

For classed yachts, review may include class status, survey history, recommendations or conditions, due dates and repairs. A class item arises within the classification regime; a pre-purchase finding arises from the buyer's inspection. They may overlap, but they are not the same.

Statutory and equipment certificates can inform the technical review, while their legal and registry validity remains part of due diligence.

Useful records include planned maintenance, engine and generator service, yard periods, refit specifications, invoices, warranties, class records and defect history. Incomplete records may justify wider investigation, though a missing record is not itself a defect.

A refit year is not enough on its own: ask what was actually done, and what was not. Invoices show what was done, when and by whom, but not current condition. Warranties and their transferability need legal and commercial verification.

If the seller discloses an issue, it should not simply be removed from the survey. The surveyor may need to verify its extent or recommend specialist review.

Knowing about a defect does not automatically settle its commercial treatment; that belongs to the purchase agreement and negotiation.

The lead surveyor may bring in manufacturer technicians, paint, rigging, electrical, AV/IT, HVAC or testing specialists depending on the yacht.

On larger acquisitions, a buyer may also engage a technical superintendent to interpret condition, assess refit scope, budget upcoming works and support handover. A superintendent is not a surveyor; where roles overlap, they should be defined.

On the buyer's side: the surveyor, any specialists or superintendent, the buyer's broker and the buyer if they wish. On the seller's side: the central agent, captain, chief engineer and relevant crew.

Crew knowledge is valuable history but does not replace independent verification. The buyer need not personally inspect technical areas, and should avoid crowding the specialists.

The broker coordinates dates, yard, access, communication between both sides and the commercial negotiation that follows. The broker does not certify technical condition.

The lawyer deals with contractual survey rights, notices, acceptance or rejection procedure and legal consequences. The surveyor does not give legal interpretation.

A typical programme may include an opening meeting, access to documentation, onboard inspection, systems testing, machinery inspection, haul-out where agreed, specialist work and a closing discussion. The sea trial may run in the same period or separately.

Large yachts can require several days, with specialists on different schedules. Scope may be limited by dismantling restrictions, tank entry, fixed joinery, operating condition, safety or seller approval, and the report should note those limits. Some tests need seller permission and yard support.

A report may include yacht identification, scope and limitations, systems inspected, observations, photographs, defects, recommendations, severity categories and areas needing specialist review.

Surveyors classify findings in their own ways. Lund Group may summarise findings for commercial discussion, but never edits or reclassifies the surveyor's original report. Reports contain sensitive information and are shared only as the buyer and the transaction permit.

For commercial discussion, findings are often grouped broadly as follows. This is a summary aid, not a substitute for the surveyor's own categories.

Depending on the purchase agreement and the findings, outcomes may include proceeding as agreed, the seller addressing agreed items, reconsidering price or terms, further inspection, or the buyer exercising contractual rejection rights where permitted.

Not every defect changes the price. Yachts are complex and surveys almost always produce observations. Materiality depends on severity, cost, safety, class implications, the condition expected for the yacht's age, and the contract.

Safety-critical items need specialist attention. Outstanding class matters can affect timeline, cost and delivery.

A surveyor identifies an issue; costing it may need a shipyard, manufacturer, contractor or superintendent. Where an issue is material, obtain real quotations where feasible, accepting that the survey timeline may not allow a perfect quote for every item.

The broker can help the buyer weigh defect severity, repair scope, market alternatives, asking price and any planned refit. The lawyer ensures any agreed adjustment or works list is properly documented, and the buyer follows the notice and acceptance procedure in the agreement.

The survey is about condition. It neither proves the asking price right nor exists to justify a discount, and the surveyor does not set a new market value, though major findings may lead to the valuation being revisited.

If the seller agrees to repairs, the buyer may ask for evidence or a reinspection, as the transaction allows. Where a finding remains uncertain, specialist inspection, additional testing, a repeat sea trial or a yard inspection is better than guessing.

There is no reliable per-metre formula. Cost depends on yacht size and complexity, location, the surveyor, specialists, duration, haul-out, travel, testing and report scope, and is quoted case by case.

Cost components can include the lead surveyor, engine and other specialists, haul-out or dry dock, yard labour, travel, accommodation, testing and sea trial running costs where agreed. The engagement and agreement determine who pays. Survey cost is best treated as part of the acquisition due-diligence budget.

There is no universal answer. A smaller, simpler yacht may take much less time than a large, complex yacht needing multi-day inspection and several specialists, and the report itself takes time to produce.

The survey date may depend on shipyard availability, the yacht's schedule, a haul-out slot, crew, specialists and weather. It often becomes one of the first fixed dates in an acquisition.

If the yacht is in Monaco, Italy, the Netherlands, Florida, Dubai or the Bahamas, the buyer may need surveyor travel, yard selection, flights, hotels and ground transport. Lund Group can coordinate private aviation, chauffeurs and hotels around confirmed inspection dates; technical independence remains with the surveyor.

Potentially. Buyers often rely on their surveyor, superintendent and broker, with structured updates. A video walkthrough can help before committing to survey expense, but it is not a technical inspection, and the survey itself still requires physical access.

If haul-out is impractical, the team may consider an underwater inspection by diver or camera, but it is not always equivalent. Thermography and other non-destructive testing are used where the surveyor considers them appropriate.

A newer yacht still benefits from a survey: age does not guarantee the absence of defects or damage. An older yacht may justify wider scope for machinery, corrosion, wiring and obsolete systems, but age is not the same as poor condition.

A recent refit does not remove the need for due diligence: ask what was done, what was not, and which systems remain original. A charter yacht may have heavy use but strong maintenance routines; private use does not automatically mean lower wear. In every case, inspect the actual condition and records.

The survey team should understand private, commercial or dual-use status, and whether the yacht is classed. A non-classed yacht is not automatically unsuitable; applicable requirements depend on size, flag, use and construction.

A 25m yacht and a 90m yacht need very different levels of time, specialist input, yard planning and documentation.

A survey is not only a buy or reject decision. It helps identify immediate work, upcoming maintenance, refit priorities, spares and upgrades, all of which belong in the first-year ownership budget.

If a refit is planned, the survey helps separate what the buyer wants to change from what needs repair: safety, class, failures and maintenance on one side; interior style, new toys, AV upgrades and layout changes on the other.

These are not reasons to walk away, but questions to resolve first: unclear sale status, unconfirmed location, access limits, missing major records, no haul-out access where the surveyor considers it necessary, unexplained damage history, inability to test key systems, inconsistent information from the central agent, major known class issues, or unclear included inventory.

Before booking: surveyor appointed, scope agreed, location and access confirmed, yard or haul-out confirmed if required, specialists identified, records requested, contractual dates checked and costs clarified.

During: surveyor independent, limitations recorded, specialist findings coordinated and sea trial plan aligned.

After: final report received, material issues understood, repair quotes obtained where needed, first-year budget updated, legal notice requirements followed and any further inspection decided.

An illustrative list. Full documentary due diligence is covered in the dedicated guide.

A survey cannot guarantee freedom from future failures or hidden defects, access to every concealed area, future reliability, future value or the absence of undocumented history. It provides professional evidence within the agreed scope, available access and inspection conditions.

No yacht should be described as certified perfect. Lund Group does not warrant a yacht's condition because it coordinated a survey, and listings are never described as surveyed by Lund Group. A survey report belongs to the party who commissioned it.

A seller may commission a technical review before marketing to identify work, prepare records and reduce surprises. Preparing maintenance, class, warranty and yard records can make the buyer's survey more efficient. But a seller's survey does not replace the buyer's own independent inspection.