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Buying a Sailboat | Discover Boating This checklist is not designed to replace a proper survey, but it will give you a good idea of the general condition of the boat and whether you wish to continue looking into buying the boat. Make lots of notes and take pictures to use for later for analysis and comparison. Things To Do BEFORE You Look At The Yacht. May 21, �� Boat buying is an exciting, maddening exercise that can test the tolerance of even the most patient sailor. Most of the maddening part has to do with trying to ferret out a boats problems before buying it-and making the problems your own. Hiring a professional marine surveyor can be expensive when youre looking at multiple boats, so save yourself some money-and potential heartache-by . Every year nearly million Americans buy a new or used boat, ranging from large yachts to small cruisers to canoes. The Boat Buyers Guide from BoatUS is designed to make it easier for you to buy a boat by explaining the sometimes-confusing process and pointing out the areas that can trip up a buyer.
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Are the zinc anodes in good shape? You'll want to examine the zinc anodes on the hull to make sure they are in good condition.

These small things can add up to very big problems so it's a necessary step in the exterior checks. Here's a look at a zinc anode that is in terrible condition. Give the rudder a good shake to check if the bearings are in working order. Just watch the video above. That is a simple yet effective rudder test. Also check for damage like erosion. The rudder is obviously a very big part of any boat so making sure it's in working order is important.

When you take the boat for a test sail, you'll want to hoist and furl the jib. You can see how it is operating, if there is any damage, tears, scratches, etc. Another important part of the checklist to consider. You'll want to make sure the helm station is functioning properly. See how the boat steers, how the steering wheel helm condition is and other basic checks cosmetics, visible damage, cracks, scratches etc.

They might seem like small things but you want to make sure there isn't any major problems. This can be a quick look to see how the upholstery is looking. Are there any stains, rips, damage, cracks etc. Replacing upholstery is very expensive.

Take a look at the image below. If you go to view a used sailboat and the upholstery looks like that, RUN, don't walk.

If they can keep their upholstery in that condition, there's more than likely more important items on the boat being kept in poor condition. Once inside the boat, you'll want to get a general impression of the interior.

Here are some questions to ask yourself about the inside:. Turn on the tap in the sink and let it run for some time. If the water changes color or there is a bad odor, there might be plumbing Lysander 17 Sailing Boat 2020 issues. You'll also be able so see if the sink is blocked.

If there's a toilet onboard, go and flush the toilet to see if there's an issues there too. Finally, turn on the shower if there is one and look at the water. Is it hot when you set it to hot? What is the pressure like? Asking yourself this will show if there's any issues with thew overall plumbing in the sailboat. You'll want to check the fridge to see how the cooling is.

You'll also want to check to see is there any odor, mold or water leaks? You'll want to have a look and ensure the bilge pumps are in working order. Look athe video above to see how to do this. This can be a sign of bigger problems. You can simply ask the current boat owner where this is on the boat and have a look yourself.

Check to make sure fire extinguishers and other safety equipment are in working order or haven't been used. Obviously, you don't want to start spraying a fire extinguisher but you can always check to see has it been used.

Here's a breakdown of the safety systems that should be on your boat:. When it comes to safety, there shouldn't be an expense spared. Make sure the list of items above are all in check and full working order. This is very very important because it can be the difference between life and death. Print out the boat owner manual and bring it with you when checking the used boat you want to buy.

If the seller doesn't have this, you can simply google the make and model and look for the owners manual. This will give you the exact specifications of that particular boat. When buying a boat as a private person, it's also important to know whether the Value Add Tax VAT has been paid on the boat.

This is mainly required in a number of European countries but make sure you don't have to pay it in your own country. If you are in a region with Vat, ask the seller for proof of payment.

Ideally, you can ask for the last bill of sale or a copy of it. Here's a look at one of the pages on the PDF so you've an idea what you're getting. You can download a simple checklist and bring it with you when viewing the used boat. Please keep in mind that this isn't an all inclusive checklist and that there are many other things to consider.

You can go through each item and simply rank it between 1 - If you find lots of fails, then it might not be worth buying that particular used boat as you'll incur lots of additional costs in repairing it.

Simply enter your email above and you'll get access to it straight away. We'll also send you some other useful tips over the coming days on steps to take when owning your first boat. This is one of the most common questions we get asked. Becoming a Sailing Soulianis Patron is a wicked cool thing to do. But we will try � you will receive full access to all our financial documents, and tons of other exclusive Patron-only content. Learn more about our Patreon Benefits.

The purpose of this tool is to be an aid to your decision making process in the last few steps of buying a cruising sailboat that is right for you. The Boat Buying Dashboard is available for download as an Excel file. This can be opened in Excel or uploaded to Google Sheets your preference. At this point in time there is no automatic importing of data.

Ask your broker to send you a CSV export of the Soldboats. If there are column headings included, you can exclude those or delete them after import.

The columns should match up correctly � if they do not, please let us know and we can assist. There are many formulas and calculations in the Boat Buying Dashboard that need to remain as is for the Dashboard to operate correctly.

These cells have been locked to prevent users from accidentally editing them. If you try to edit one of these cells, a warning should be displayed notifying you that you are attempting to edit one of these cells. We send out promo codes to download the Boat Buying Dashboard to all new patrons after their first supported video. Patreon does not charge new patrons until the end of the first calendar month in which they signed up in. Cored construction simply describes an inner and outer skin of fiberglass with some other material sandwiched between them.

Most all decks will be cored, typically with end-grain balsa, plywood, or maybe one of the more high-tech foam variations. The prime directive with cored construction is keeping water out. Wet wood coring can rot, allowing the cored deck to separate, drastically reducing structural integrity. Long-term water exposure causes problems with foam-cored decks as well � core separation, freeze damage due to expansion and contraction , and even disintegration in some cases.

Moisture intrusion into cored decking is typically caused by a combination of failed caulking and improper installation of deck-mounted hardware cleats, lifeline stanchions, winches, etc. Any penetration into a cored panel must be properly sealed to prevent water entry and the damage it can cause.

The first step literally in finding deck problems can be as simple as walking on the suspicious spots. Soft spots, oil-canning flexing , or even water squishing from deck fittings are all indicators of a potentially expensive repair.

Drips and brownish stains belowdecks are also common signs of water-soaked decks and rotting core. Sound out the decks by tapping them with a small, plastic-headed hammer or the end of screwdriver handle.

Sharp, crisp sounds while tapping are what you want, while dull thuds can be an indication of delamination. Moisture meters such as those available from JR Overseas www. Repair options are based on the cores condition, which is determined by taking a core sample ideally by drilling a small hole in an inconspicuous place from the inside and looking for moisture or rot.

If the coring is rotten or damaged, it must be replaced. If wet, but not damaged and there is no delamination, attempts to dry out the core can be made. Just keep in mind that it is very difficult to remove all water and that any remaining moisture will likely cause future problems.

Core replacement is the only sure cure. Bottom line: While repair costs will be directly related to the size of the delaminated area, even a minor core replacement is a time-consuming project. Most sailors immediately think wire when they hear the term standing rigging, but thats only one part of the story. Your pre-survey inspection should encompass several different components, from chainplates and turnbuckles to cotter pins and terminal ends.

Here are three primary standing rigging components along with possible issues to watch out for. Wire: Broken yarns or strands aka fishhooks are a clear indication that rigging wire is nearing the end of its service life, even if the other strands appear good. You can check for broken strands by wrapping toilet paper around the wire and carefully running it up and down while looking for snags or shredding of the paper.

Nicks and scratches that affect multiple strands or one strand deeply should also be noted as possible cause for replacement, as should kinks, flat spots, proud strands and corrosion, particularly where the wire enters a swage fitting. Floppy shrouds or stays should also be inspected to determine the cause of the looseness, which can indicate anything from a much needed rig tune-up to a failed mast step.

Terminal fittings: Of the various wire terminal fittings found on sailboats, swage fittings are the most common source of terminal failures. Each should be checked carefully for signs of fatigue, proud strands a common indication of broken strands in the swage , cracks, and corrosion.

A small, handheld magnifying glass can be very helpful during this inspection. Pay close attention to lower terminals, which are particularly susceptible to corrosion as a result of salt-laden water running down the wire and inside the fitting. Bent or banana-shaped fittings the result of improper compression of the fitting onto the wire are also items of concern that will need to be addressed. Chainplates: Chainplates should be checked carefully for issues such as movement, rust, cracks, deformation of the clevis pin hole, and improper lead angle.

Where chainplates are bolted to a bulkhead or other interior structure, look for discoloration, delamination, and rot due to water intrusion. Chainplates can also be compromised due to crevice corrosion, even though the metal above and below the deck appears to be in excellent condition.

Crevice corrosion occurs when stainless steel is continually exposed to stagnant, anaerobic water, such as that found in a saturated wood or cored deck.

This is one reason why chainplates that are glassed in or otherwise inaccessible for routine inspection are undesirable. Bottom line: While the life expectancy of wire rigging is determined by a myriad of factors where the vessel is located, type of stainless, amount of use, etc. While an owner may offer assurances or hazy recollections of rigging replacement, unless these improvements are properly documented, the best policy is to assume the rigging is original and plan your purchase strategy accordingly.

While steel hulls rust and wood hulls rot, blisters are what make a fiberglass boat owners hair stand on end. The Cliffs Notes version of how blisters form is simple: Water-soluble chemicals inside the laminate exert an osmotic pull on water molecules outside the hull, drawing them through the gelcoat. Once inside, the water molecules and soluble chemicals join to create a solution with larger molecules that are unable to pass back though the gelcoat.

As water molecules continue to enter, pressure increases to the point that the gelcoat is pushed outward, forming a blister. Some makes and models seem to be more susceptible to blistering than others presumably due to factors ranging from resins used to layup schedules , but all fiberglass boats are at some risk. Location also plays a factor in some cases i. The best time to spot blisters is just after the boat is hauled, preferably after the hull has been power washed and is still wet.

Blisters can depressurize in a matter of hours once the vessel is hauled minutes in some cases , making them all but impossible to spot something to consider if inspecting a boat thats been hauled for a while. Blisters will typically appear as circular bumps or dome-like protrusions while sighting along the hull.

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