Questions we are actually asked

USD 600,000 to 1.2 million for a standard new build phinisi, USD 1.8 to 3 million for 30 to 40m luxury class, and USD 4 to 8 million above 45m. Used phinisi suitable for refit run USD 350,000 to 800,000.

Around 15 percent at design freeze, once the general arrangement and specification annex are signed. A yard asking for more than a third before the keel is laid is asking you to fund its cash flow.

That is the only way we work. Five releases tied to verified milestones: design freeze, structure, systems, handover and a retention held through the defects period.

Not in the contract we write. Classification, survey and documentation are line items rather than assumptions, and variations are quoted in writing with a schedule impact before anything moves.

Interior class, by a distance. It runs USD 10,000 to 30,000 per square metre of interior area and is the most changed line in any build.

After a specification exists. No yard can price a boat that has not been specified, which is why the design phase comes before the number.

A conversation about where the boat will run, who will be aboard and the budget band you can commit. From those three the studio produces a concept board.

Three things, none of them drawings: the real itinerary, the guest and crew count, and an honest budget band. Owners who arrive with a magazine photo get useful questions; owners who arrive with an itinerary get a design.

Nothing at first. Identity and company documents come in at contract stage, and for charter vessels the company structure is set up alongside the build.

Yes, and you should. Benoa and Serangan visits are straightforward, and supervised Sulawesi hull yard visits are arranged for serious phinisi projects.

Two to four months for most projects. Longer for classed or one off designs, because scantling review happens inside the design phase rather than after it.

Roughly 10 to 14 months under 25m and 18 to 30 months above it, including the design phase. Monsoon season affects outdoor stages and the schedule carries honest weather allowances.

Hardwood hulls in South Sulawesi, composite near Bali or with Java partners, then Benoa for systems and fit out. One contract covers all of it.

Yes. Weekly photographic reporting from a named project manager, plus scheduled inspection visits timed to keel, planking, deck and systems.

A site foreman, oversight from the lead naval architect, and scheduled inspections by the owner representative or an independent surveyor. Coupon tests and moisture readings where the material calls for them.

Written, with a revised schedule. Parts imports and weather are the two real causes here, and both are flagged with lead times rather than discovered late.

Yes. External drawings are integrated into the build specification, and we remain responsible for making them buildable in Indonesian yards.

Yes, directly, for private ownership. Commercial charter requires an Indonesian company with foreign shareholding capped at 49 percent for shipping, plus SIUPAL licensing and Indonesian flag registration.

Flag state safety survey on every vessel. BKI classification as standard, with RINA or Lloyds Register arranged where flag, insurance or resale requires it.

Not by you. Build permits sit with the yard and the project office, and are handled as part of the contract phase.

Yes. Indonesian built yachts are delivered worldwide and a private vessel can be flagged offshore. Export documentation is prepared alongside the build.

An Indonesian flagged vessel under cabotage law, a company with the 49 percent shareholding cap, and SIUPAL licensing. Planned during design so the boat can work from delivery.

Yes, and many are. Specify tankage, watermaker capacity and climate control to real distances rather than to a brochure, and the boat will carry it.

A phinisi typically runs a larger crew than a catamaran at the same guest count, because of the rig and the service level. It is worth costing before you choose the platform.

Timber needs regular yard time in the tropics and composite needs less. Budget an annual haul out of one to three weeks either way, quoted after survey.

Documentation. A complete build specification, survey records, class certificates and a maintenance history are what a buyer actually pays for beyond the hull.

Generally yes, and classification makes it considerably easier. That is one of the honest arguments for taking class even when it is not mandatory.

A warranty on our workmanship, facilitated manufacturer warranties on installed systems, and a retention held through the agreed defects liability period.

Yes, through the Benoa repair desk and the refit yard. Mechanical, rigging, electrical and interior work, with recurring arrangements for charter fleets.

It can. The group operates a separate charter and management business, and a finished vessel can move into it. This programme builds and hands over.

Through the same project manager who ran the build, not a separate department. That continuity is the point of the retention being held to the end of the defects period.