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Te copio todas las clausulas de no responsabilidad que tiene la survey de mi barco.

Me sorprenderia que cuando recibas el que encargaste no sean parecidas

The aforementioned information was provided to us by third parties and we cannot guarantee its accuracy.
The stated engine hours are no guarantee for the actual number of operating hours.

 The surveyor will work to the best of his best knowledge and ability, and is obliged to do so under the terms of the contract.
 The survey is a random inspection in which the surveyor cannot exclude that, despite his careful research, there could still be (hidden) defects in the vessel that were not detected by the surveyor during the examination.
 Insofar as there is no intent or gross negligence in the realisation of the contract, the surveyor rejects any liability regarding any undetected (hidden) defects.
 During his survey, the surveyor will restrict himself to those components of the ship that are part of the contract.
 If the surveyor should include costs for restoration or repairs, they will count as an estimate from which no rights can be derived.
 The surveyor’s report can only be used by the client and is therefore not transferable to third parties by the client.
 The surveyor’s report can only be used by the client for the purposes as defined in advance.
 The survey is not a CE compliance survey.
 The HISWA inspection report is available exclusively to members of the HISWA association, which is underlined by the copyright that applies to various texts.

With regard to moisture and thickness measurements, the paint system should be removed locally if necessary and restored by the client. In GRP vessels, the underwater hull is visually inspected for blistering caused by osmosis. This does not guarantee the non (latent) presence of osmosis or that blistering could become visible shortly after the survey. It is noted that the risk of osmosis generally increases at higher moisture levels (more scale parts). Osmosis blistering can become visible shortly after a survey, in which case the surveyor is not liable.
The results of skin thickness measurements are an estimate of the material thickness, and do not guarantee that there are no discrepancies in material thicknesses in other spots, such as the location of (concrete) ballast, internal framework, hull pipes, propeller shafts, rudder shafts, cooling pipes, wedges, and (box) keels. Problems in and/or underneath the applied paint system and filler layers of the underwater hull, rudder(s) and wedge(s) as well as problems in and/or underneath the laminate can only be determined after destructive testing, which are not part of the standard inspection.

Defects in and/or under the conservation including any fairing compound of the hull above the waterline, as well as defects in the underlying structure can only be determined by destructive research. Such research falls outside the scope of this standard survey.

The interior condition of the laminate of the (sandwich) deck, superstructure and cockpit, as well as the condition of the fixation and base of the teak components cannot be established without destructive tests. The surveyor cannot guarantee the quality of the sandwich core. The destructive tests are not included in our standard inspection. Water tightness of frame and window seals are not tested or guaranteed.

The sails are not assessed for cut and size but for general condition, provided that they have been laid out in advance in a suitable location. We recommend having the sails checked annually by a sail maker. In case of a standing mast, the rigging and mast can only be partially inspected. The mast and rigging are inspected visually from the deck up to eye level. The surveyor cannot guarantee the tensile strength of the standing and running rigging. The furling installation is only assessed for performance, insofar as the circumstances allow it. We recommend having the standing rigging checked once every three years by a recognised ship rigger.

No leak checks have been made by hosing down or dousing. For vessels of over 10 years old, we recommend having thru-hull pipes, seacocks, hoses and hose clamps checked by a specialised company as a precaution. If water is found beneath the floors, both the water and the cause need to be removed.
The surveyor cannot assess the construction for possible leakage if the condition of the inside of the hull (such as in keels, closed tanks and in standpipes) is inaccessible for testing or inspection.

We do not offer any comments on functionality, colour and normal wear and tear but a general view of the condition of the interior.

Tanks are not pressurised, filled or internally inspected. Legionella bacteria may be present in drinking water systems; this is not tested

We did not test the LPG installation for density
Inspection of the operation of the gas furnaces and/or gas refrigerators is excluded from the survey.

In the survey, the electrical installation is only assessed for its operation. The surveyor cannot guarantee the wiring used for the structural design, adequate and proper fuses, mass-free setup of the installation, type of wiring, loose wiring, concealed wiring, connections and the capacity, condition and lifespan of the batteries.

The definition “‘ works ”‘ does not imply that the readings are correct.

The interiors of the engine, gearbox and tanks have not been inspected and reservations apply.

The assessment of the safety and life-saving equipment on board is only a representation of the actual presence of safety and life-saving equipment. An opinion on the quality and/or whether quantity and implementation meet the legal requirements is not included in this survey

Thus performed (written) to the best of our knowledge and abilities, and subject to the aforementioned limitations / exceptions.