0 Üye ve 1 Ziyaretçi konuyu incelemekte.

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    Çevrimdışı Ahmet Çelenoğlu

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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #15 : Şubat 09, 2012, 16:24:08 »
1. Satıcının veya aracının önerdiği sörveyör ile çalışılmaması gerektiğini tüm dünya sörveyörleri belirtir. Her ne kadar objektif olmaları gerekirse de satıcının adamı satıcının adamıdır, sörveyör sizin adamınız olmalıdır. Bence Türkiye'den adam götürmek daha güvenli.
2. İngiltere'de bir, ABD'de ise (benim bildiğim) iki dernek var, bunlar sadece sörvey yapabilecek kapasitededir diye akreditasyon veriyorlar. Hiç birinin bir sörveyöre kefil olduğunu duymadım. Türkiye'de ise böyle bir kurum yok. Her koşulda güvenilir bir ile çalışmak zorundasınız ve anlaşmazlıkta tek çözüm mercii adalet sistemi olarak görünüyor.

Bir tekne limanda güvenliktedir, ancak tekneler limanda durmak için yapılmazlar.
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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #16 : Şubat 09, 2012, 18:15:32 »
Benim de önerim yurtdışından tekne bulup almak isteyenler buradan güvendikleri birini sörvey olarak götürmeleridir.

Sörvey'in satıcının adamı /firması olması kadar absürd bir şey olabilir mi? Hiç tanımadığınız bir satıcının hiç tanımadığınız teknesini yine hiç tanımadığınız üstelik satıcının ülkesinden bir adama yaptırmak abesle iştigal etmekten başka bir şey değil.

Sörveyin gerekliliği konusunda Ahmet'in yazdıklarına katılıyorum. Sörvey bedeli tekne alırken yapılacak yatırım içinde hem çok düşük bir meblağ hem de sörvey sayesinde alınan tekne üzerine yapılacak ekstra masrafları bilerek tekneyi almış oluyorsunuz.

İlk görüşte aşk ile gözünüzden muhakkak kaçacakları sörvey burnunuza dayayacak, ayaklarınız yere basacaktır.
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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #17 : Şubat 09, 2012, 23:25:58 »
Ben sörvey olsam ilerde başıma iş gelmesin diye en küçük şeyi bile değiştirttiririm..Resimleri görebilmek için üye olmalısınız. Üye Ol veya Giriş Yap Resimleri görebilmek için üye olmalısınız. Üye Ol veya Giriş Yap

Şaka bi yana 2005 te ABD deki fırtınada üst üste binmiş ve harap olup onarılmış tekneler şu anda kağıtları oynanarak Avrupa da satışa çıkarılmış.Fotorafları var ama burada yayınlayamayız heralde..telif falan.Baktığınız teknelere bu bakımdan çok dikkat edin.

S/Y   SANSED
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    Çevrimdışı Mehmet Erem

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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #18 : Şubat 10, 2012, 09:31:59 »
Survey konusunda fikir ve görüşlerine çok değer verdiğim, güvendiğim birisi olarak Haluk Soygür bu konuda birkaç açıklama yaptı. Kendi izniyle tespitlerini aktarmak istiyorum.

Sevgili Mehmet,
Görüşlerimi “değerlendirmeye değer” bulduğun için teşekkür ederim.
Ancak konu epeyce derin ve söylenecek çok söz var...
Öncelikle bir düzeltme, bizim yaptığımız hizmetin adı  sörvey  – sıfatımız ise sörveyör,    tıpkı  fuhuş ve fahişe arasındaki fark gibi   Resimleri görebilmek için üye olmalısınız. Üye Ol veya Giriş Yap

Dünyada kabul gören uluslararası akreditasyonlardan başlarsak:
-Amerikada S.A.M.S. (Society of Accredited Marine Surveyors),
-İngilterede I.I.M.S (International Institute of Marine Surveyors)
-yine ingilterede  Y.B.D.S.A. (Yacht Brokers, Designers , Surveyors  Association ) 
halen en aktif olan dernekler. Sonuncusuna çok fazla prim vermemek lazım zira Brokerler ve Sörveyörlerin aynı şemsiye altında toplanmaları “çelişen ilgiler”  nedeniyle çok uygun değil.

Bu dernekler  her ne kadar üyeleri üzerinde yasal yaptırımlar uygulayabilecek  polisiye güçleri haiz değilseler de,  özellikle ilk ikisi:
- üye seçiminde oldukça ciddi elemeler, eğitimler ve sınavlar uygularlar.
- çok ciddi etik kuralları vardır.  Meslek içi denetim kurulları vasıtası ile her mesleki şikayeti takip ederler.
- sürekli meslek içi eğitim programlarına katılımı şart koşarlar ve katılımcıları izlerler.
Bu derneklerden bir veya birkaçına üye olan sörveyörün raporları genel olarak tüm sigorta ve kredi kuruluşlarınca kabul görür. Sörveyörün de kendi mesleki sorumluluk sigortasını devam ettirebilmesi için bu derneklere üye olma zorunluluğu vardır.
Sörveyörün yapacağı ciddi bir etik veya teknik hata sonucu üye olduğu kuruluşlara şikayet edilmesi onun uluslararası akreditasyonunu etkiler hatta meslek hayatını bitirebilir.

Elbette sıkça yapılan küçük mesleki kusurları bir yana bırakıyorum, çünkü onlar iyi sörveyörlerin diğerlerinden ayrılması için ille de gerekli.
Kısacası uluslarası piyasada akredite olan bir sörveyör konumunu korumak için etik kurallara ve teknik çalışmasına özen göstermek zorundadır.
Bu nedenle bir sörveyörden hizmet talep edileceğinde onun uluslararası akreditasyonları ve mesleki sorumluluk sigortasının varlığı araştırılmalıdır.

Birçok Türk tekneci için Trinadad/Tobago dan Taiwan’a kadar seyahat edip tekneler muayene ettim. Tümü de daha önce yabancı sörveyörlerce yanıltılmış olmaktan şikayetçi idi.
Sörvey/Sörveyör  ve Ekspertiz/Eksper  birbirina yakın ama yine de iki farklı kavram. İkincisi tam tarafsızlığı gerektirir. İlki ise hizmeti kim tarafından ödeniyorsa belli ölçüde onun taleplerini ve önceliklerini göz önüne alır.
Yurt dışında tekne arıyorsanız, işine hakim uluslararası akredite bir Türk sörveyör ile çalışmanızda fayda var. Elinden gelenin en iyisini yapacağından, hazırlayacağı raporun sizin için daha kolay anlaşılır olacağından ve  “Milli Menfaatlerinizin” gönülden korunacağından emin olabilirsiniz.

Kısacası; prensip olarak sörvey hizmeti  olmaksızın tekne almamak gerekir.  Alıcı tekneden önce, sörveyörünün teknik alt yapısını, kariyerini, akreditasyonlarını, mesleki sorumluluk sigortasını incelemeli; özellikle brokerlerin veya tekne sahibinin fazlaca tavsiye ettiği sörveyörlerden uzak durmalıdır.

Haluk Soygür
Gemi İnş. ve Mak. Yük. Müh.
SAMS,MIIMS,IMCI-CE inspector

« Son Düzenleme: Şubat 10, 2012, 09:34:00 Gönderen: Mehmet Erem »
S/Y Lotus

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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #19 : Nisan 03, 2012, 21:07:22 »
Oncelikle selam herkese

ikinci el tekne konusunda edinmis oldugum bilgileri paylasmak istedim sizlerle
Belli konularda oldugu gibi yine ikinci el tekne piyasasinda en fazla pahali ulkeler arasinda yine birinci sirada yer almaktayiz
hirvatistan yunanistan ispanya gibi ulkelerle kiyaslandigi zaman ortada ciddi bir fiyat farki cikmakta ve bazen sasirmakta haklisiniz
asagida verecegim ornekte oldugu gibi
Bavaria 42 saling yacth  2002 model internetten arama moturunda arattiginiz zaman cikan secenekler arasinda
135.000 euro gibi ust sevilerden 55.000 euro kadar alt seviyelere kadar inen rakamlar goreceksiniz
tekne ayni bavaria 42 almanyadaki fabrikadan cikma ustundeki arma ve donanimlar hemen hemen ayni genel standartlar
ama fiyatlar arasinda buyuk bir ucurum. sizce en ucuzunu almak makul ve mantiklimi

teknenin motor saatine bakiyorsunuz birinde 1500 saat digerinde 6500 saat  motor saatinin fazla olmasi  almamak icin gerekce olamaz iyi bir motorun periodik bakimlari yapildigi ve gerekli ozeni gosterdiginiz surece  20.000 hatta 40.000 saate gelmesi sizce sorun olurmu

teknenin yapisi fiber glas bilindigi gibi batmadigi veya yanmadigi surece dunyadaki yok olma omru 100 yillardan daha fazla
dolayisiyla yas faktoru teknenin govdesi ile ilgili sorun yaratmamakta

diger etken teknenin charter olarak yilllik kiraya verilmesi. charter firmasi tekneyi her yil duzenli olarak kiraya verebilmesi icin
her yil gerekli bakimi ve hassaiyeti zaten tekneye gostermek zorundadir dolayisiyla charter tekne satin almakta manktiksiz bir taraf olmamakta benim acimdan

diger fiyati asil etkileyen yontem ise teknenin maliyet hesabi

charter firmasi bu bahsettigim tekneyi sifir olarak 130.000 euro ya satin aldi
iyi sezon olarak mayis ekim ayi arasini hesaplarsak toplam 24 hafta %80 doluluk ortamalasini alirsak  19 hafta is yapar ortalama fiyat yuksek dusuk sezon 2.000 euro teknenin yillik geliri  38.000 euro yillik periodik bakim masraflari ve marina kirasi dusulunce ortalama 35.000 euro net kazanc getirmekte
yillik 35.000 euro net getiri ile hesaplarsak  tekne 4 yilin sonunda artik kendi satin alma fiyatini amorti etmistir
ustune bir 2 yil daha 70.000 yada 60.000 euro daha kar sagladgini kabul edersek
charter firmasinin bu tekneyi 7 yasinda   55.000 yada 60.000 euro seviyesinde satmasi gayet dogal olacaktir . hem artik kendini amorti etmis ve ustunede para kazandirmis teknesini elden cikarmis olup hemde filosuna yeni tekne satin almis olacaktir. Dolayisiyla bu prensipten yola cikarsak 7 yasinda bir tekneyi bu fiyata almak sasirtici olmasa gerek.
sevgiyle kalin









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    Çevrimdışı Hakkı Algın

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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #20 : Nisan 03, 2012, 21:28:25 »
Motor ömrùnù ben 7000 saat olarak biliyorum.
Alıntı


Bağlantıları görebilmek için üye olmalısınız. Üye Ol veya Giriş Yap
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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #21 : Nisan 03, 2012, 22:23:50 »
20.000-40.000 saat her nekadar deniz motoru olsada çok büyük ve rektifiye ile bile ulaşılması zor rakamlar ki bu tip charter çıkması teknelerin periydik bakımarı muntazaman yapılıyor olsa dahi ideal makine devri gözetilerek veya makina devreye alınıp yüklenmeden ısıtılması/stop ederken yüksüz durumda soğutulması terminolojilerine riayet edilerek kullanıldıkarını pek zannetmiyorum.Nihayetinde bir çok kişi tekneyi kiralıyor ve kendi malı olmadığı için acaba ne ölçüde hassasiyet gösteriyor.?
Hiç bir şey korkuya dayanan saygı kadar iğrenç değildir.
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    Çevrimdışı Kaan Erdem

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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #22 : Nisan 04, 2012, 01:00:29 »
Değerli Korsanlar,
Bu topiği okurken 3.teknemi aldığımda yaptırttığım sörvey ve raporunu kullanarak banka kredisi alışım aklıma geldi.Doğrusu banka dahi, bir sörvey raporunun nasıl yapılacağı ve raporda neler bulunması gerektiği hakkında bilgi sahibi değildi.(Yaklaşık 13 yıl öncesinden bahsediyorum)
Sörveyimi kendisi de yelkenci ve tekne sahibi olan bir eksper dostum yapmış ve çok detaylı bir rapor hazırlamış idi.Sanırım o banka epeyce bir süre bu raporu emsal olarak kullanmıştır:-)
Arşivimi tarayarak elimde bulunan Canada da yapılmış bir sörvey raporunu örnek olarak aşağıda sizler ile paylaştım.Biraz uzunca ama ben 4.teknemi alırkende, tekne almaya niyetlenen kursiyerlerimize destek verirken de hem bu rapordan ve hemde kendimize yaptığımız .... nokta kontrol listesinden aldığım fikir ve kişisel deneyimlerim ile  ile çalışmayı uygun bulmuştum.(Aman Dikkat: Ben ne eksper,ne sürveyor değilim.)
Sayın Soygür'ün "Kısacası; prensip olarak sörvey hizmeti  olmaksızın tekne almamak gerekir.  Alıcı tekneden önce, sörveyörünün teknik alt yapısını, kariyerini, akreditasyonlarını, mesleki sorumluluk sigortasını incelemeli; özellikle brokerlerin veya tekne sahibinin fazlaca tavsiye ettiği sörveyörlerden uzak durmalıdır. " cümlelerine yürekten katılıyor ve küçük bir ilave  yapmak istiyorum.Sörvey edilecek amatöre ait tenezzüh teknesinin ( Dikkat Gemi değil) GRP,Saç,Alimünyum,Ahşap,Ferro Cement hasılı hangi malzemeden yapıldığına ve Yelkenli veya Motor yat olmasına bağlı olarak ek uzmanlık ta aranması önemli gibi geliyor bana.
Saygı ve Selametle,
Not :Aşağıdaki raporda bazı bölümler tarafımdan xxxx şeklinde değiştirilmiştir.Anlayışla karşılayacağınızı düşünüyorum.
   
Post Office Box xxxx • Axxxxxxx Mxxxxxx 00000-000000 • MEMBER A.B.Y.C. • A.M.S.A.
   Tel....... • Fax ..................

   Zxxxxx Z. Zxxxxxx & ASSOCIATES
   MARINE SURVEYORS & APPRAISERS
   INTERNATIONAL MARINE SURVEY • INSPECTIONS • DESIGN • NORTH AMERICA • CHINA • TAIWAN
 
   PRE-PURCHASE SURVEY

SURVEY NO:XXXXXXXXXXX    PAGE 1 OF 15   DATE: October 2x, 200x

SURVEY PERFORMED ON BEHALF OF:
SURVEY YAPTIRAN ADI……………….
SURVEY YAPTIRAN ADRESİ…………….

    Following are the results of a PRE-PURCHASE/CONDITION/VALUE survey performed on the vessel, “TEKNE ADI ” a Beneteau 350 auxiliary sailing vessel located and dry stored at SURVEY YAPILAN YER . A sea trial was performed with the buyers, and broker aboard.  The result of the sea trial was satisfactory.

GENERAL COMMENTS:

   The vessel was dry stored for an unknown time prior to bottom inspection.  GRP-33 moisture meter readings were in the low range compared to wet laminate (see: UNDERWATER MACHINERY AND BOTTOM section).  Weather conditions were cool and damp. As a whole, the vessel was found to be in good condition with the exception of items listed. The structural condition appeared satisfactory; there were only a few common irregularities and some minor crazing in the gelcoat.  Time allowed for surveying is limited. It is prudent to have the performance of all equipment tested for a suitable period of time under full load to better determine condition.
   INTENT OF SURVEY

   This survey is intended to report observations only. The findings should be considered prior to any agreement or purchase and used as a guideline only for obtaining cost estimates from reliable experts in the categories mentioned.  No cost estimates are inferred in this document. The value of the vessel is based on market interest, in upgraded condition considering completion of the essential and reccommended items, unless otherwise noted. The purchaser must consider personal experience and willingness to obtain additional information from experts regarding full discernment of the observations. Please be sure that any questions regarding the observations are made prior to your decision.

   INSURANCE STATUS:

   With full compliance of the attached essential repair list, "TEKNE ADI" in my opinion, will be an acceptable risk for hull underwriting purposes.  With the recommended and essential repairs attended to, and the normal safety gear and precautions are adhered to, she will be an able vessel for inland and coastal waters. If the vessel is going offshore for an extended cruise, significant readying and prudent seamanship must be considered.



STATEMENT OF LIMITING CONDITIONS FOR VALUATION:

   The surveyor/appraiser has inspected the vessel both inside and out made a local market inquiry with comparable boat builders, brokers, and manufacturers. All available publications, database and areas available that may apply or furnish an unbiased, unprejudiced opinion as to the estimated fair market value of this vessel have been considered.


   VALUATIONS:
APPROXIMATE VALUE                            $45,000.00*
*With essential repairs and recommendations completed, based on published and comparable value, and other industry information.
REPLACEMENT COST                             $130,000.00*
*If in production or a like type vessel.

   SPECIFIC INFORMATION

VESSEL NAME: “XXXXX”   TYPE: Beneteau 350 Aux Sail     YEAR: 1988

L.O.A.: 34’11” BEAM: 11"3   DRAFT: 4'2"  DISPLACEMENT:  10500lbs.

DOCUMENTATION NO:   XXXXXXX      H.I.N.: BEYXXXXXXXX

HAULED: Yes               AFLOAT:  Yes 

TYPE OF CONSTRUCTION: The vessel is hand laid up fiberglass in two female molds; the deck is of sandwich core construction.
           
DESIGNER & BUILDER: Beneteau Yachts

   PROPULSION & MACHINERY

MFG: Volvo    MODEL: 2003    COOLING: Fresh     YEAR: 1988

SERIAL NO: 2XXXXXXXX     HOURS: NA        RPM: 3400    HP: 28 
                         

ENGINE SURVEY: No   OIL ANALYSIS: No    TYPE: Diesel      NO CYL: 3

GENERAL PARTICULARS

   The purpose of this survey is to determine the vessel's general integrity and condition, and evaluate all accessible machinery, major structural members, hull, deck, thru-hull fittings, bulkheads, underwater machinery, bottom, plumbing, electrical and fuel systems. Also the mast, standing and running rigging, (observed by eye, and through a 25 X 50 power glass), sails and steering, to establish a fair market value.  Following is a full condition/value (CVS) survey report, complete with a list of: "recommendations" (RR), "essential repairs" (ER), and items noted as "required" (RQ), "proved" (P), "not proved" (N/P). Some highlighted items may require regular maintenance or additional attention. Any reference to recommended service or repair outside the scope of intent of this survey is offered as practical advice.  Therefore, also included are cues for "service" or "as required".  These may be part of "essential" or "recommended" categories, but are intended as practical advice. It is not this surveyor's intention or responsibility to instruct the client regarding maintenance requirements during the course of the vessel's use.  All requirements are noted, but not necessarily under respective categories. Note: This report is not meant to detail all inventory and apparatus functions.
   The use of Moisture Meters is intended to create a base line or to confirm results of percussion sounding.  Moisture Meter readings are subject to influences that may present erroneous data. The results must be kept in perspective.

   PROPULSION & MACHINERY CONDITION:

   The Volvo engine was inspected and found to be in serviceable condition.  The engine compartment was clean and well ventilated and accessible from the companionway and aft cabin. Ventilation hose should be secured adjacent to shaft (ER). The engine thru-hull and ball valve, was double clamped.   The exhaust system from the iron riser and water injection with vented loop to Vetus water lift muffler is in fair condition (ER). The startup was reluctant after extended storage (ER). Unburned fuel residue and white smoke were observed while at idle dockside (ER). The engine alarms proved. Heat exchanger was in satisfactory condition. Engine zincs, compression test, oil analysis not ordered. Engine coolant was outside of the range in reservoir (ER). The resilient engine mounts were in satisfactory condition.  Belts and controls were in satisfactory condition (RR).  The engine responded normally to all controls. Operating temperature under load was recorded at 125°.  The shaft log S/S clamps and the dripless shaft seal appeared in good condition.  The overall general condition and performance of all machinery seemed satisfactory.
NOTE:   It is suggested that a competent marine engine specialist perform a complete engine survey should a more inclusive engine analysis be required.

GEAR: Volvo       RATIO: NA  MOUNTS: Bolt On

   The Volvo gear appeared to be in satisfactory condition and should be serviced per manufacturer's instructions (RR).  Gear lubricant was believed to be oil, no analysis was done. Shaft coupling was secure.

NOTE:  It is highly recommended that when a vessel changes hands that all machinery be fully serviced, if for no other reason than to give an accurate and reliable time frame for future routine maintenance (RR).
   FUEL TANKS & FUEL SYSTEM:

   The fuel tank is constructed of stainless steel and located under the quarter berth.  It was vented and secured. The tank vent presently incorporates a “trap” and should be re-routed to allow for proper venting (ER).  The system appeared to be liquid and vapor tight to the hull interior and was equipped with approved fuel lines and shut-off at tank and fuel filter. A three-psi aerostatic test was not performed on the fuel tank system, nor is it recommended. The secondary water separator fuel filter was a.
Fram canister style (RR).
NOTE: Tanks must be filled to discern structural integrity, and make certain fills, vents, and pickups are satisfactory (ER).

   MAJOR STRUCTURAL MEMBERS:
   HULL TOP SIDES:

   The hull topsides, inspected visually and by sounding with a phenolic hammer, appeared to be in good condition, disclosing only small voids or irregularities, but none that were structural or necessitate repair at this time.  The gelcoat is in good condition however it was heavily oxidized (RR). Vinyl striping tape is chafed and faded (RR).
NOTE:  Topsides are the portion of the hull between the sheer (hull to deck joint area) and boot or waterline.

   DECK:

   The deck mold was inspected visually and by sounding with a phenolic hammer. Its condition is average for a vessel of its age.
Two small areas of moisture intrusion adjacent to large fixed lights on deck should be further evaluated for repair (ER).
There is some moisture under the teak planking for cockpit seats. Teak planking installed in this fashion invariably allows water intrusion. The decks seemed satisfactory in finish and condition. No signs of deck coring moisture intrusion could be observed in the normal survey. The integrity of teak planking and core condition can only be determined by destructive testing, which is advised should more analysis be required. 
NOTE:  We refer to this area as the complete deck mold less hardware.

DECK TO HULL JOINT:

   The deck to hull joint is inspected visually where accessible.
The joint showed no sign of working or water entry.

   BULKHEADS:

   Bulkheads, where accessible, were inspected visually.  Although the liner covered certain areas of the interior, visible bulkheads and fillet bonds showed no signs of working, rot, deterioration, or delamination. The taping is secure (bulkhead to hull bond); all fillet bonds were properly wetted out and showed no signs of peeling, parting or cracking.

   UNDERWATER MACHINERY & BOTTOM:

   The bottom of the hull was inspected, sounded with a phenolic hammer, and found to be without visible structural deficiencies. The bottom was observed to be without obvious signs of osmotic blistering*. Further observed were the keel, rudder, rudder fittings, thru-hull fittings and three blade bronze propeller 17”D x 12”P(ER), via 1” stainless steel shaft, and cutlass bearing. No evidence of corrosion on the shaft, or cutlass bearing (water lubricated shaft bearing) was noted. Corrosion was observed on the propeller and the forward keelbolt and washer where ground strap was attached has been affected by corrosion (ER). The cutlass bearing is in serviceable condition.  NOTE: Shafts cannot be inspected within cutlass bearings, stuffing boxes, couplings and prop hubs. The shaft and propeller were running true. A barrier coat has been applied. The bottom should be prepared, and a new coat of anti-fouling paint applied (RR).   
NOTE:   There are no FRP hulls that are totally exempt from osmotic blistering. GRP 33 moisture metering was in the midrange (dry laminate 0-6% wet laminate 18%+, this vessel averaged 8-10%).   There are varied reasons that cause blistering such as, immersion time, water temperature, inherent environment and original material quality. Although there were no visible signs of blistering or delamination, there can be no guaranty against future manifestation.  A properly completed blister repair seems to enhance the value and integrity of any hull. 
* Blistering (Osmotic Blistering) is a general term used to categorize a condition where FRP degrades under water.  This degradation is caused by water penetrating the gelcoat and reacting chemically with resins or binders in the laminate.  Once this condition is present, pressure builds up and inevitably blisters are born. Ranging in diameter, they may become visible.  Blistering is usually found on the underwater portion of the hull or immediately above the waterline. Empirical data (visual, percussion and moisture metering), may not always disclose a laminate condition.

UNDERWATER MACHINERY AND BOTTOM CONT’D:

The surveyor’s observations and opinions must be kept in perspective.  The only definitive measure of laminate moisture or delamination content is destructive testing (HULL PROFILE). A hull profile may be ordered separately from this inspection. It should be performed by a qualified FRP specialist, to further determine the condition of the laminate. Additional cost and time is involved, along with owner’s permission.

   FRESH AND RAW WATER PLUMBING:

   The vinyl/PVC mixed plumbing lines, valves, hoses,  tanks, pressure water pumps, water heater and thru-hull fittings incorporating the plumbing systems were examined and proved where possible. Service all underwater ball valves (RR). 

   ELECTRICAL SYSTEM:

   The AC and DC electrical systems were examined and tested with all items proved when possible. The main 12-volt electrical panel and system was equipped with a vapor-proof battery selector switch.  The two group 27 batteries were not installed in acid proof containers(ER).  The batteries were secure, and the terminals protected. Positive battery connections were not protected by over-current protection fuses (ER).  There was no AC electrical panel. AC wiring appeared to be designed for European 220 volt/50 Hz system(ER). Though the shore inlet has been upgraded to 110 volt/60Hz requirements, the outlets are of European configuration with no GFCI capability (ER). Polarity was not tested. Lightning grounding braid from port chainplate to forward keel bolt was corroded and broken. The ground point to keel at forward keel bolt was observed to have advanced galvanic corrosion associated with ground point to keel (ER) The wiring installation as a whole was not to proper marine standards.
* Most vessels over five years old will require some upgrading or replacement of electrical components as part of normal maintenance. The ABYC recommends ongoing improvements regarding requirements. Be sure to inspect the AC and DC systems regularly and consult a qualified marine electrician for advice.
 
ELECTRONIC AND AUXILIARY EQUIPMENT:

   The electronic and auxiliary equipment aboard the vessel and proved at the time of survey unless otherwise indicated by a (N/P=not proved)   include:
1)   Uniden vhf radio
2)   Datamarine Depth, Speed (RR), Wind, Trip Log
3)   Anchor windlass, Achilles inflatable, Battery charger

   MAST AND RIGGING:

   The mast, boom, standing and running rigging were inspected from on deck and through a 25 X 50 power glass.  The 1 X 19 stainless steel standing rigging is satisfactory.  Tune the rig and lubricate turnbuckles (RR). Upgrade running rigging (ER). Service winches and all sailing hardware (ERR). Lifeline toggle on starboard side gate was distorted and should be replaced (ER).
NOTE: A portion of the rigging or lifelines is utilizing cotter rings in lieu of cotter pins.  In my opinion, they are not reliable as split cotter pins (RR).

   SAILS:

   A cursory sail inspection includes all sails on board and if possible, hoisting of mainsail and unfurling jib if applicable to the vessel.  Sails observed the time of survey included:

1)   Roller furling genoa
2)   Mainsail with cover.
NOTE: Sails can not be inspected as in a repair loft, actual condition must be judged by a qualified sailmaker.

   DECK GEAR & JOINERY:
   
   All deck gear and joinery was inspected and found to be in fair condition.  Rebed deck hardware, including baby-stay attachment and port aft side light (ER). Main cabin fixed deck lights should be replaced where broken and re-bedded (ER).

   INTERIOR JOINERY:

   The interior, including joinery, cushions and headliner were in good condition for a vessel of its vintage with only minor exceptions. Vinyl headliner in aft cabin was pulled and should be secured (RR) Area lighting fixtures were missing switches and/or bulbs (RR).
   GALLEY:

   A 2-burner LPG stove and oven, located in the galley, was gimbaled and well installed.  The safety solenoid switch (panel) was mounted in the main control panel (ER) and the regulator, solenoid valve, and approved hoses/fuel lines were placed in the propane locker. The LPG tanks are properly vented, drained and secured.  Leak test the LPG system (ER).  There is also 12 volt refrigeration and a S/S sink with pressure hot and cold water. <<

CAUTION: DRAINS IN PROPANE LOCKERS MAY BE PLUGGED OR OBSTRUCTED BY DEBRIS.  IF THIS OCCURS, LEAKING PROPANE FUEL IS UNABLE TO ESCAPE AND IGNITING OF THIS FUEL IS POSSIBLE. CHECK DRAIN AND VENT BEFORE EACH USE.
   
MARINE SANITATION DEVICES:

   The vessel was equipped with one standard manual head complete with porcelain bowl, telephone shower, and Type III marine sanitation device (a mechanism that is designed to prevent the overboard discharge of treated or untreated sewage or any waste derived from sewage).  The holding tank was constructed of acceptable material, well vented, and the required plumbing, raw water supply, and Y valve fits current installation standards. The head was inspected and proved at the time of survey.

   FIRE:

   Fire equipment on board at the time of survey included: two  dry chemical units located in the main cabin galley area and cockpit. Fire extinguisher charge indicators registered in the green (usable range) but did not carry current certification tags. (USCG rules require professional inspection and certification every two years. See "REQUIRED" category.)   

   SAFETY EQUIPMENT:

   The safety equipment inventory required by the USCG is  incomplete for the vessel's length and passenger carrying ability, eg., PFDs, flares, whistle, bell, first aid kit etc. (see "REQUIRED").  Safety equipment on board this vessel included:

1)   PFD’s, horn, Flares (June 07), Lifesling, horseshoe buoy

NOTE: It is the captain's obligation to insure all safety equipment as required by the USCG is provided and aboard the vessel at all times.

   BILGE PUMPS:
   
     The vessel is equipped with one automatic electric bilge pump equipped with float switch.  The electric pump was not proved to be wired and fused outside the main 12-volt electrical system so each will function when the vessel is unattended, and the main battery selector switch was in the off position (ER). These pumps are controlled from the main console and equipped with a visual dash light indicating activation.  Pump is functioning, in good condition, and of sufficient capacity.

   VENTILATION, ACCESS, BILGES:

   Ventilation to most areas of the vessel is good, as it is to the engine room. The living area ventilation is acceptable with the hatches open.  Access to the bilge is satisfactory.

NAVIGATIONAL AIDS & LIGHTS:

   This vessel was carrying navigational lights as prescribed in the international regulations for preventing collisions at sea or in inland waters.  Running, steaming and anchor lights are properly shielded and functioning.   

   ESSENTIAL REPAIRS:

   The essential repairs, in my opinion, include all repairs and corrections necessary to restore and maintain the original integrity of the vessel. If these items are not attended to, it may lead to further damage or deterioration effecting the condition of the vessel, and endangering those aboard or near the vessel. The principles and practices used as guidelines are from the American Boat and Yacht Council, National Fire Protection Association and the United States Coast Guard.  ABYC information may be obtained by phoning 410-956-1050, or E-mailing Bağlantıları görebilmek için üye olmalısınız. Üye Ol veya Giriş Yap.

   Many ESSENTIAL REPAIR items require further inspection and often destructive testing to determine extent of damage and prescription for repair.  The notes below pertain to some common items whose requirements may change with time or use, and are for your consideration.

NOTE:   All underwater thru-hull fittings must be double clamped.  If a seacock or through-hull fitting/nipple will not accommodate two clamps, install one atop the other.   
         
      Be sure all USCG, safety and fire-fighting equipment is boarded and installed as required.

      Be sure all tanks, fills, vents, supply and return lines are satisfactory when filled to capacity. Be sure to comply with ABYC 33.16-16.3.4 (Fuel Systems Labeling).

   ESSENTIAL
   Considered necessary for the safe operation of the vessel

1)   Replace short section of exhaust hose between riser and waterlift muffler.
2)   Secure vent exhaust hose so that it remains clear of coupling.
3)   Re-route and support fuel vent hose so that “trap is eliminated.
4)   Determine cause of reluctant startup, unburned fuel in exhaust and minor smoke after warm up. (Check compression and injectors).
5)   Repair area of deck house at buttress supporting fixed sky-lights where elevated moisture levels were noted. Repair broken sky-lights and re-bed any loose plexi-glass sky-lights.
6)   Replace prop observed to be corroded. Install new zinc on prop-nut. Install flat plate zinc sacrificial anode in vicinity of forward keel bolt and bond to same.
7)   Replace keel bolt compromised by excessive corrosion.

ESSENTIAL REPAIRS CONT’D:

Resimleri görebilmek için üye olmalısınız. Üye Ol veya Giriş Yap    Install batteries in acid proof containers. Secure batteries and cover terminals. Supply over current protection for all positive leads from battery.
9)    Rewire 120 volt AC system as necessary from inlet to         designated AC panel using proper size wire for current       carrying ability. Replace AC outlets (European) with
    domestic outlets assuring GFCI outlets protect galley and      head fixtures.
10) Repair broken ground strap from port chainplate to keel        bolt.
11) Upgrade running rigging re-placing worn and UV deteriorated     rigging with new. Replace broken block at base of mast.
12) Replace bent lifeline toggle on starboard stanchion gate.
13) Label LPG switch on DC panel to accurately reflect             function.
14) Re-seat icebox gasket.
15) Replace missing hardware on Lewmar forward hatch.
16) Reinstall sagging vinyl overhead in aft cabin.
17) Re-bed or seal aft port light port side.
18) Re-pair broken interior light fixtures in salon galley and     aft cabin.
19) Repair or replace compass at helm.
20) Tune and pin lifelines.

NOTE: It is prudent to anticipate some investment in fuel polishing, battery replacement, rigging adjustments and systems upgrading for a vessel that has been stored for any length of time. Even when a vessel has been commissioned not all requirements may have been fulfilled. Before making passage, all systems must be proved under full load or use for a greater period of time than allowed in a normal survey. Be sure to follow all good seamanship and prudent cruising habits.
   Repairs of boats and marine equipment often exceed expectations and estimates. It is advisable to obtain several estimates from qualified repairers.

   RECOMMENDATIONS:

   Recommendations represent changes that affect normal comfort and safety functions. The vessel's intended usage is considered in making these determinations. Implementing these suggestions is recommended as part of a practical ongoing maintenance program.  Other recommendations in the report marked (RR) do not necessarily appear on this list.

NOTE:   Bilges should be flushed and cleaned on a regular basis. (Do not flush into restricted waters).

NOTE:   When using bedding compounds or marine sealants, be certain to purchase the proper marine product for the task. For instance, basic silicone is not recommended as a bedding compound for active hardware such as stanchion bases, cleats.  Use 3M 5200 or Boatlife Lifecaulk.

1)   Service engine and transmission per manufacturer’s recommendations.
2)   Service all fuel filters, Install clear bowl “Racor” style fuel filter to better monitor fuel condition.
3)   Compound and wax topsides; clean and buff decks.
4)   Replace damaged trim stripes.
5)   Service the winches and all the sailing hardware.
6)   Bring batteries to full charge and load test to determine remaining service life.
7)   Prep and paint bottom with fresh coat of antifoulant.
Resimleri görebilmek için üye olmalısınız. Üye Ol veya Giriş Yap   Service all ball valves.
9)   Tune the rig and lubricate the turnbuckles.
10)   Tighten alternator belt.
11)   Recondition all sails
   
THE REQUIREMENTS & INFORMATION BELOW ARE PROVIDED FOR YOUR INFORMATION AND CONSIDERATION

NOTE: Hoses for marine use should be labeled with the standards classification, either SAE, Coast Guard, NMMA, ISO, UL or Lloyd’s; the manufacturer’s identification number, usage, the year manufactured plus other classifications as specified for each particular application. The construction should meet the need.
Be sure that the hose ends have the same inside diameter, have satisfactory wall thickness (thin-walled hose easily kinks and has poor abrasion resistance). Be sure that hoses are reinforced with wire or synthetic yarns. Marine-rated hoses are readily available, use the best product to avoid failure. Since 1999, flexible rubber hose, bellows and elbows used in wet exhaust systems must comply with SAE J2006 standards and be so labeled. This means that the hose is temperature-rated at 593°C (1,100°F) for two minutes, the equivalent of running the engine at full power for two minutes.
Hoses that circulate engine coolant water must resist kinking, heat, antifreeze and oil. A heavy-wall, two-ply rubber hose, with or without wire reinforcing, is recommended, or substitute premium automotive black heater hose or blue silicone hose, both rated to meet SAE J20 standards
     Gasoline and diesel fuel hoses must meet certain specifications (USCG TYPE A and B, UL 1114, SAE 1527, ABYC H-24 & H-33). They must be installed correctly and securely. Correctly sized inside diameter and fittings with crimped on ferrules, or 100% stainless steel clamps (double if possible without over lapping or beyond barb ends). Proper thread sealant on NPT threads must be used. Hoses must be safe from crushing, puncture, abrasion and kinking. They cannot be exposed to excess heat. All fuel system hoses and piping must be inspected for leaks, damage and age deterioration regularly.
A breach in a hose can flood or sink your boat. Use the best hose possible. Use only hose recommended for "below water line" connections constructed with a wire spiral helix reinforcement to prevent kinking, restriction and collapse under low pressure. A heavy wall rubber raw water hose with 2-ply and wire helix reinforcement is the best. Smooth vinyl hose with a hard PVC helix may also be used except where heat is a factor.


A.   Required refers to items or equipment deemed necessary by the following regulatory bodies: United States Coast Guard (USCG, National Fire Protection Association (NFPA), American Boat and Yacht Council (ABYC). The following list identifies those areas of minimum requirements for the prevention and elimination of fire and explosion, safety of life measures, adequate ventilation and exits aboard this vessel.

B. Per the Federal Water Pollution Control Act, a placard stating "DISCHARGE OF OIL PROHIBITED", must be conspicuously mounted in the engine room. Secondly, according to Annex V of the "MARPOL TREATY," an international law promoting a cleaner, safer environment, a warning notice reading "NO PLASTICS OR GARBAGE DISCHARGE" must be displayed in a conspicuous area within the vessel. It is illegal for any vessel to dump plastic trash anywhere in the ocean or the navigable waters of the United States, Violation of these requirements may result in civil penalties up to $25,000 fine and punishment. State and local regulations may further restrict the disposal of garbage. (These placards are available at marine stores.)

C.   Extinguishers recommended for the "engine compartment" shall be located near an entrance to the compartment rather than the compartment itself.  EXCEPTION, Fixed Systems such as a Halon 1301 or CO2, carbon dioxide must be USCG approved and must incorporate a visible or audible means outside the protected space indicating the system is charged or discharged. Systems may be manually and/or automatically discharged.
     The NFPA and USCG require that it shall not be necessary to travel more than half the length of the vessel to reach an extinguisher. Other rules and variables apply to engineered or pre-engineered systems installed in accordance with the USCG and NFPA installation manuals.
   On boats having galley stoves, one of the required extinguishers of a suitable type shall be readily accessible.

D.   IGNITION PROTECTION:  ***DEFINITION ONLY***

   The design construction of a device, such as battery selector switch, that under operating conditions will not ignite a flammable hydrocarbon mixture surrounding the device when an ignition source causes an explosion or is incapable of releasing sufficient electrical energy to ignite a hydrocarbon mixture.  The source of ignition must be hermetically sealed to prevent such occurrences.

Caution: PROPANE LOCKER DRAINS: Check all propane lockers drains to insure they are unclogged, free and clear to allow liquid and accumulated propane gas to escape.

E.   It is the captain's obligation to ensure all safety equipment as required by the USCG is provided and aboard the vessel at all times.

F.   E.P.I.R.B. - "WARNING: It is unlawful to transmit a distress signal unless an emergency exits.  This unit broadcasts such a signal on the international distress frequencies which alerts government monitoring stations, military, FAA, airline and Coast Guard aircraft."

   LEGAL LIMITATIONS & WAIVER OF LIABILITY:

   This survey represents the observations of the undersigned regarding the vessel, "XXXX".  Reasonable care has been taken to inspect the vessel, without opening up areas ordinarily concealed. No observation is expressed regarding latent defects not readily discoverable by normal inspection.  No observation is expressed regarding the engine. 
   This survey is given in confidence to XXXX and XXXXX  XXXXXXX.  This survey report is not to be sold, transferred or assigned to any other party, and is for the benefit solely of xxxx and xxxxxxx  xxxxxxxx, who accept the same upon the condition that any dispute, controversy or claim relating to this survey, in breach or existence, which cannot be resolved amicably shall be referred to arbitration, which shall be the sole and exclusive forum for the resolution or settlement of any dispute, controversy or claim between the parties. The arbitration shall be conducted in accordance with the rules of the American Arbitration Association, then in force and shall be held in the city and state where the undersigned surveyor's office closest to where said survey was performed. Any arbitration award shall be final and binding both upon the undersigned surveyor and the individual/or entity on whose behalf such survey was conducted. The arbitral authority shall, in its award, fix and apportion the cost of arbitration including reasonable attorney's fees. The award of the arbitral authority may be enforced by any court having jurisdiction over the party against which the award has been rendered or where assets of the party against which the award has been rendered can be located. The parties agree that they shall comply with any such arbitral award without delay. The parties further acknowledge that neither party shall resort to any court except to compel arbitration, refer questions of law, or to confirm, vacate, or modify any such award to the extent permitted by the Rules of the American Arbitration Association and applicable law.
   This survey is neither a warranty nor a representation of the condition of the vessel surveyed, either expressed or implied, nor is it in any way a guarantee of the condition or of the seaworthiness of the vessel. Nick and Marina Demetci agree to hold harmless Robert D. Turner and Robert A. Noyce & Associates from the consequences of any error, omission or oversight made in the survey.
   Questions regarding this report should be directed to the undersigned surveyor.

Respectfully submitted, 
______________________           ____________________________   
By:  Rxxxx D. Txxxx               Reviewed By:  Zxxxx Z. Zxxxxx
Marine Surveyor & Appraiser         Marine Surveyor & Appraiser

RN/sn
Copyright © 2004 by Zxxxxx Z. Zxxxxx
 
   Post Office Box 0000 • Aaaaaaa Bbbbbbbb 00000-0000 • MEMBER: A.B.Y.C. •  A.M.S.A.
   Tel 00000 •  Fax . 0000

   xxxxxxxxxxx  & ASSOCIATES
   MARINE SURVEYORS & APPRAISERS
   INTERNATIONAL MARINE SURVEY•INSPECTIONS•DESIGN•NORTH AMERICA•CHINA•TAIWAN
 

   INVOICE
SURVEY NO:xxxxxxxxxx.CVS       DATE: October 2x, 200x

SURVEY PERFORMED ON BEHALF OF:
xxxxxx and xxxxxxxx
Adres

 
The charge of $00/ft= $000.00      PAID AT SURVEY

   I encourage you to contact me if you have questions about the vessel or report.  I will be pleased to answer questions that may arise now or in the future.
 
   Survey will be released upon receipt of payment.

   If you wish to use it, a "LETTER OF COMPLIANCE" form is included.  This may assist your insurance company.


Please send remittance to:


Zxxxxx Z. Zxxxxx
P. O. Box 0000
xxxxxx, XX 00000-0000

Thank you,



_____________________________
Zxxxx Z. Zxxxxx
Marine Surveyor & Appraiser

RAN/sn

 
SURVEY NO:xxxxxxxx.CVS       DATE: October xx, 200x

SURVEY PERFORMED ON BEHALF OF:
xxxxx and xxxxxxxxxx
Adres

 


   Vessel Name: "XXXX"
   Official Number: XXXXXX H.I.N.:BTYXXXXXXX
   Vessel Type: Beneteau Oceanus 350 Aux Sail

POLICY NUMBER: _________________________


   LETTER OF COMPLIANCE - MARINE SURVEY RECOMMENDATIONS


I certify as owner of the above vessel that all of the recommendations and repairs noted in the survey that are considered necessary for the safe operation of the vessel have been complied with to Marine Standards and Practices. Any recommendations not yet complied with are listed below, along with the date of expected completion.

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________


_________________________________________________________________
Owner:                  Date:
S/Y Dimple, Marmaris
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    Çevrimdışı Orhan Barut

  • * Gezgin Korsan
  • 4.227
    • Yaşadığı Şehir
  • Ankara
Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #23 : Nisan 04, 2012, 09:18:14 »
Bugüne kadar gerek teknik gerek hukuki bir çok bilirkişi raporu inceledim ve bizzat kendim de yazdım. Bazı tahkim davalarında bilirkişileri çarpraz sorguya tabi tuttum.

Edindiğim tecrübeye göre hiçbir bilirkişi raporu kesin bir şey söylemez. Belli bir konuda bir paragraf açar  bir çok şey söyler ama sonunda bir cümle ile söylediklerinin sorumluluğunu almaz. Genel kural böyle gelişmiştir.

Tekne survey raporları da aynı minval üzerine yazılıyordur diye tahmin ederdim ve Kaan Korsanın örnek olarak gösterdiği raporu okuyunca buna emin oldum.

Aşağıda bazı cümleleri rapordan aldım(sadece bir kısmı). Bu cümlelerin hepsi raporu anlamsız kılan cümleler. Surveyor sadece gözü ile gördüklerini detaylı anlatıyor esas konularda topu başkasına atıyor.

Böyle bir survey için para vermeye gerek yok. Biraz tecrübeli bir arkadaşınızla tekneyi gezerseniz gözle görünen yerleri size o da söyler zaten.



"Time allowed for surveying is limited. It is prudent to have the performance of all equipment tested for a suitable period of time under full load to better determine condition. "

"Moisture Meter readings are subject to influences that may present erroneous data. The results must be kept in perspective. "

"The purchaser must consider personal experience and willingness to obtain additional information from experts regarding full discernment of the observations"


" It is suggested that a competent marine engine specialist perform a complete engine survey should a more inclusive engine analysis be required. "

"The integrity of teak planking and core condition can only be determined by destructive testing, which is advised should more analysis be required.  "

"Although there were no visible signs of blistering or delamination, there can be no guaranty against future manifestation."

" It should be performed by a qualified FRP specialist, to further determine the condition of the laminate. "
« Son Düzenleme: Nisan 04, 2012, 09:19:41 Gönderen: Orhan Barut »
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    Çevrimdışı İbrahim Sofu

  • * Gezgin Korsan
  • 577
    • Yaşadığı Şehir
  • İzmir - Uşak
    • Sosyal Ağ Hesapları
    • Uşak İletişim
Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #24 : Eylül 26, 2012, 04:30:11 »
Sevgili Gekolar öncelikle hepinize merhaba.Benim öğrenmek istediğim konu 2.El tekneyi yasal distiribütörlerden alırken de sörvey yaptırmaya gerek varmı acaba ? Onlar kendilerine ait markaların 2. el satısını yaparken bu teknelere garantör oluyormu.Ya da şöyle sorayım garantörlükten ziyade satışını yaptıkları bu teknelerin arkasında duruyorlarmı ? Cevaplarınız için şimdiden teşekkür ederim.
*
Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #25 : Eylül 26, 2012, 11:20:49 »
Bence "0" satarlarken bile ne kadar arkasında durdukları bile tartışılabilir.Bu distribütörleri beyaz eşyacılar yada otomobil satıcıları gibi düşünmemek lazım.

kolay gelsin
S/Y KOZA


Eğer teknenle berabersen dünyanın neresinde olursan ol her sabah evinde uyanırsın.
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    Çevrimdışı Ahmet Çelenoğlu

  • * Gezgin Korsan
  • 8.672
    • Yaşadığı Şehir
  • İstanbul
    • Sosyal Ağ Hesapları
    • Eğitim, tekne danışmanlığı, sörvey
Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #26 : Eylül 26, 2012, 11:30:31 »
İkinci el tekneyi satın aldıktan sonra genellikle yalnız başınıza kalırsınız. Yeni tekneler için verilen garantiler bile göz ardı edilmeye çalışılırken 2. el bir tekne için herhangi bir destek beklememek gerekir. Satıcı malının arkasında duracağını belirtirse mutlaka şartları ile yazılı belge alın: "Söz uçar, yazı kalır."

En doğrusu sörvey yaptırın ve tekneyi ona göre alın.

Bir tekne limanda güvenliktedir, ancak tekneler limanda durmak için yapılmazlar.
*

    Çevrimdışı Rıza Epikmen

  • * Gezgin Korsan
  • 874
    • Yaşadığı Şehir
  • Kumköy / Bodrum
Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #27 : Eylül 26, 2012, 11:43:26 »
Fransız yelken dergilerinde 2.el tekne değerlendirmeleri yapılırken motor hakkında kesin bir bilgi almak için yağ analizi yaptırılması söyleniyor. Türkiye'de böyle bir analizi yapan yer var mıdır? Yağ, motor hakkında ne tür bilgi veriyor ?
S/Y Ciğdem, Bodrum Milta Marina
*
Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #28 : Eylül 27, 2012, 21:01:33 »
   
  Bu gün yanımıza bir tekne demirledi...Merhaba hoş geldiniz..
  Tanıştık teknesini henüz yeni almış....İhtiyacı ,bir sorusu olursa yardımcı olurum dedim...
Havuzluktayız..... İlk soru şu şey radyomu...? (Şeklini hotparlöre benzetmiş olmalı)
 Yanıt....O şey manuel sintine pompası..
Ey yüce Tanrı kimlere ne tekneler veriyorsun...
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Ynt: 2. el tekne alırken nelere dikkat etmeli?
« Yanıtla #29 : Ekim 19, 2012, 11:00:27 »
sevgili hakan korsan

Gezgin korsan olarak bir survey ekibi kurarak profesyonel hizmet vermeyi düşünebirmiyiz acaba

Ahmet Ulusan  Haylaz