Boat survey in Barcelona: independent pre-purchase inspection

What we found

• •Full-throttle engine test: 2,200 rpm and about 4 knots in gear, 3,000 rpm in neutral. Its full-load range is 2,800-3,200 rpm. The hull and propeller were somewhat fouled, but that does not explain such a gap; the most likely cause is the exhaust elbow, original from 2008 and clogged inside.
• •Laminate moisture at 30 points below the waterline, with the hull just out of the water: 8 to 20 over most of the hull, 27-29 on the starboard quarter and 40.4 next to the stern. The reading must be repeated with a dry hull. A single osmosis blister, about 2 cm across.
• •Saildrive dismantled on the hard: bearings and gears fine, clean oil with no water and no corrosion. The mechanic will replace the oil seal and O-ring. The rubber diaphragm has never been changed (recommended maximum, 6 years).
• •Rust and oil loss at the engine: the gasket above the sump is black and wet and the drip tray filled up again soon after being cleaned; the exhaust return hose and the engine seacock have badly rusted clamps and screws, and the silentblocks and their bases could break. All of it needs replacing.
• •Rudder, urgent: the clamps on the rubber boot of the rudder stock, which keep the rudder tube watertight, have completely rusted screws and the rubber is cracked. Replacing them with stainless clamps costs about €100.
• •Structure: the hull-to-deck joint and the chainplate bases, laminated into the fibreglass, are sound. The stanchions move, with loose base bolts and cracks in the gelcoat: they must be tightened and sealed (from €400). On the cast-iron keel the epoxy has flaked off: sand and recoat it in 3 or 4 years, about €800.

What we found

• •Deck moisture meter: 0.5-6.3 on open areas (dry) and 18 to 45 beside port lights, hinges, cleats and the coachroof joint. The highest reading (44.6) sits next to a broken seal. The moisture is localised, not widespread.
• •Mast step repaired after the mast sank, with a steel plate to spread the load. The bulkheads below are broken, with rotten bases and cracks running through the tabbing that joins them to the hull.
• •Engine and bilge: the steel engine-bed brackets are heavily corroded at the base and bolts, and there is water and oil under the gearbox with the leak not yet traced. The diesel tank was repaired with fibreglass after a leak and there is a lot of diesel in the bilge. The mounts and shaft vibrate very little.
• •Start-up and charging: black smoke with carbon on start-up, normal once warm. Alternator output of 14.1 V and 28.3 A. The engine has no temperature or oil-pressure sensor. Three engine batteries dead in a short time from disconnecting the battery with the engine running.
• •Through-hulls with black crust and radial gelcoat cracks: a knock can break them and open a flooding path. This is the most urgent item in the report.
• •Sails and VHF: the genoa is delaminated, cracked and torn in several places. The SWR meter reads 2 on the VHF antenna, at the limit of what is acceptable (normal is under 1.5): part of the power does not leave through the antenna.

What we found

• •Capacitance moisture meter (relative 0-100 scale): 10 on the topsides as the dry reference, 13-14 on the underwater hull away from blisters, and 18, 19, 20, 20, 24 and 25 over blisters and craters. Above 30 would mean saturation; here moisture is mild-to-moderate and localised.
• •Underwater hull: blisters about 2 cm across with vinegar-smelling fluid (acetic acid) when pierced, a sign of active osmosis, plus over 30 craters from old blisters. A hammer tap test over the whole hull finds no delamination.
• •Shaft line: struts and rubber cutlass bearings with no play, straight shafts and propellers free of corrosion. The sacrificial anodes are heavily worn, which confirms they are doing their job; the stern thruster anode is calcified and needs replacing.
• •Windlass control relay with advanced corrosion and verdigris on the motor terminals. It is the only priority safety item: if it fails when anchoring in an emergency, the boat loses manoeuvrability.
• •Straight, symmetrical crack at both underwater exhaust outlets, one per engine. It is sealed with epoxy and glass at the next haul-out and does not affect current seaworthiness.
• •Trim tabs: steel tensioning cable, sheath and clamp deteriorated, mainly on the starboard side. The up/down system needs replacing; it affects trim and comfort, not structure.

What we found

• •Original 1989 standing rigging and chainplates: 37 years against a stainless steel service life of 10-15. Fatigue and internal cracks cannot be seen from outside, and a mast over 10 years old is not insurable under standard policies.
• •At least 5 seacocks with galvanic corrosion (service life 10-15 years, here 37) and rubber hoses of 5-10 years' life already stiff and crystallised. The risk is a snapped handle or sudden flooding.
• •Fore hatch needing urgent attention: hinges, fixings and latches in very poor condition, with broken gelcoat and bare fibre showing. It must be repaired now to keep it watertight.
• •75 hp diesel with 1,850 hours on the sea trial: 4.7 knots at 1,800 rpm, 6.5 at 2,000 and 7.2 at 3,000, always at 80 °C with clear exhaust. No vibration between 800 and 3,000 rpm; oil with no emulsion or metal particles. Starting takes 5-6 s, so the glow-plug preheating needs checking. The alternator puts 55 A into the battery bank (installed in 2025); the 37-year-old original wiring calls for a fuse audit.
• •Professional SWR and power meter on the VHF: SWR 1.1 at 20 W, antenna and mast cable in excellent condition. The Class B AIS receives targets at 20 nautical miles and transmits correctly, checked with an external app.
• •Early osmosis: 3 blisters of 18-20 mm on the rudder and 1 on the side, with fluid under pressure and a vinegar smell when pierced. The underwater hull carries many old antifouling layers that are flaking off. The moisture meter reads a uniform 30-31 % over the whole hull and the tap test finds no delamination.

What we found

• •Compression test on all three cylinders: about 120 PSI each, against 125 factory. The spread between cylinders is under 5 PSI, which rules out uneven wear of pistons, rings or valves.
• •Contact moisture meter: 2 % on the topsides and a uniform 8-10 % below the waterline, at six points per side. No osmosis or delamination; a hammer tap test finds none either.
• •Starts first time, minimal vibration and a strong, steady telltale stream. Light white smoke when cold, clearing to transparent in a few seconds; no blue or black smoke.
• •Charging: the clamp meter reads 8 A with the engine running. The starter battery is over 5 years old and must be replaced before the first outing.
• •Water pump impeller with hardened vanes and limescale in the housing: replaced during the inspection. Zinc anodes with good wear; corrosion on the trim ram and on the lower engine bracket, which need treating.
• •Safety and papers: bilge pump in poor condition with a dead float switch, navigation lights not working, and a registry entry of 50 hp when the engine is 75 hp, with the same serial number.

What we found

• •Sea trial: engine at 80 °C and 1,500 rpm (cruising, about 4 l/h according to the owner) and 5 minutes at 2,000 rpm for 7-8 knots. Correct oil pressure, clear exhaust and no vibration.
• •4,588-hour engine with freshly changed, clean oil, pink and uncontaminated gearbox oil, dry sump gasket and corrosion-free alternator (Bosch) connections. Engine mounts in good condition. The Whisper generator was started and tested: it runs very well with hardly any vibration (243 V, 3,060 rpm, 51.0 Hz).
• •2-year-old AGM batteries: 12.56 V on the starting battery at rest and 13.14 V on the house bank while charging; the charge panel showed 14.06 V and 3.7 A. The battery bank fuses could not be located (category B).
• •Welds checked visually across the whole underwater hull: no cracks, porosity, undercut or lack of fusion. No galvanic corrosion, and the anodes had continuity to the hull (tested with a multimeter) and visible wear after one month: the cathodic protection is working. The rudder blade has no play and shows no apparent corrosion.
• •Fixed VHF antenna with an SWR of about 2 at 25 W output: acceptable. No DSC and no AIS.
• •Before sailing: repair the masthead light (not working) and fit automatic float switches to the bilge pumps. Bow and stern thruster propellers are fouled: use a specific antifouling coating at the next haul-out.