Pre-Purchase Condition and Value Survey “TRADE WINDS”Captain F. K. Lanier & Associates, LLC...

Captain F. K. Lanier & Associates, LLC Marine Surveyors and Consultants

Vessel: TRADE WINDS File Number: (Blanked for Privacy) “Confidential” © by Capt F.K. Lanier & Associates “All rights reserved”

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Pre-Purchase Condition and Value Survey

“TRADE WINDS”

1985 Sherlock 45

Documentation Number: (Blanked for Privacy)

Hull number: 100

1441 Hunningdon Woods Blvd – Chesapeake, VA 23322

Phone: (757) 287-3770 www.captfklanier.com



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Table of Contents

CONDITION AND VALUE SURVEY – Facts & Figures ……………………… 4 SECTION I Survey Summary ……………………………………………..…. 5

DEFINITION OF TERMS ……………………………………….…………... 5 SECTION II Design and Construction ……………………….………….…… 7 SECTION III Scope of Survey ……………………………………………......... 7 SECTION IV General Comments …………………………...……………..….. 9 SECTION V Systems ……………………………………...………………..…. 10 SECTION VI Recommendations ……………………………..……………….. 25 SECTION VII Conclusion ………………………………………………...….…. 41 VESSEL PHOTOGRAPHS ……………………………………………...…………. 42 Engine survey report ………………………………………………………………… 45



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SAMS-Accredited Marine Surveyor 1441 Hunningdon Woods Blvd (757) 287-3770 Chesapeake, VA 23320 www.captfklanier.com

PRE-PURCHASE CONDITION AND VALUE SURVEY REPORT To: (Blanked for Privacy) Vessel’s name: TRADE WINDS Hailing port: Virginia Beach, VA Date of Survey: May 17, 2009 Surveyed at: Cobbs Marina, Norfolk, VA USCG Documentation Number: (Blanked for Privacy) Hull Number: 100 Vessel type: Sail File Number: (Blanked for Privacy) Surveyor: Capt Frank Lanier Owner: (Blanked for Privacy) Length*: 45’- 2” Beam*: 13’- 4” Draft*: 5’- 6” Displacement*: 32,000 lbs Builder: Sherlock International Year Built: 1985 Hull material: Fiberglass Fuel Type: Diesel Offered at: (Blanked for Privacy) **Market Value: (Blanked for Privacy) Replacement Value: (Blanked for Privacy) Vessel use: Pleasure Navigational limits: U.S. Coast Guard and underwriter assigned. State of vessel at time of survey: Afloat Surveyed at request of client: (Blanked for Privacy) *As provided by published specifications. The surveyor has performed neither weight calculations nor measurements. **All values are estimates and are based on the state of the vessel at time of survey.

Captain Frank Lanier Capt. F.K. Lanier & Associates. LLC



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I. SURVEY SUMMARY

This is to certify that on May 17, 2009 I personally surveyed “TRADE WINDS,” a 1985 45 ft ketch rigged center cockpit sailing vessel of fiberglass construction built by Sherlock International. The vessel was surveyed while hauled and in the water at Cobbs Marina, Norfolk, VA. Present during the entire survey was (Blanked for Privacy). The purpose of this survey was to determine the condition and value of the vessel. This is a Condition And Value Survey for the sole use of (Blanked for Privacy) and is not transferable.

Problems indicated in this report are in no way intended to present a poor impression of the vessel or to detract from her value. Most problems mentioned are normal for a vessel of her age and type. They are noted here as a professional service and obligation to the client requesting this survey report to assist in maintaining the vessel’s condition, value, and safety.

DEFINITION OF TERMS The following is a definition of words and terms used in this survey report:

Excellent condition New or like new.

Good condition Nearly new with only minor structural / cosmetic discrepancies noted.

Fair condition Functional as appears with minor repairs.

Poor condition Unusable – requires repairs or replacement of system,

component or item to be considered functional. Appears / good as seen Indicates that a very close inspection of the particular

system, component, or item was not possible due to the constraints imposed upon the surveyor (e.g., no power available, inability to remove panels, or requirements not to conduct destructive tests).

Adequate Sufficient for a specific requirement.

Powers up Electronic item operates, but reliability of data and all

functions of operation cannot be confirmed. Not Proven Installed and appeared functional, but operation was

not confirmed.

Fair Market Value The value of a vessel agreed upon between a willing seller and a willing buyer under normal supply and demand conditions in an appropriate marketplace,



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when neither is acting under compulsion and when both have reasonable knowledge of relevant facts.

Replacement Value The cost of building a new vessel of like or similar

style in the current market situation and includes applicable freight and taxes.

It is the intent of this survey report to provide an unbiased report of the vessel’s

condition and equipment on the date and time of inspection, not prior to or subsequent to that date and time. A conscientious effort was made to inspect the entire vessel. However, since this report is based only on visual examination of the vessel by non-invasive and non-destructive methods of inspection and diagnosis, this inspection and all contents of this report are not rendered or represented as a warranty or a guarantee of the performance or condition of this vessel, or of any of her machinery, equipment, or systems. Defects not readily visible and not reasonably accessible for inspection or discovery without removal of structure, sheathing, liners, joinery, fittings, tanks, machinery and equipment, especially without disassembling or removing those and any other barriers preventing inspection, are not and can not be covered by this report.

The mandatory standards promulgated by the United States Coast Guard (USCG), as well as the standards and recommendations of the American Boat and Yacht Council (ABYC) Standards and Recommended Practices for Small Craft and the National Fire Protection Association (NFPA) NFPA 302, Pleasure and Commercial Craft have been used as guidelines for this survey and many of the observations and recommendations contained in this report are based on these standards and recommendations, however complete compliance with the above references is neither suggested nor guaranteed.

The observations, opinions, and recommendations contained in this report constitute the entire written survey report as of its date and are intended to supplement and incorporate all prior oral or written comments and communications. If anything in this report is, in the opinion of the above named client, inconsistent with any prior communications from the undersigned, then the client must request clarification as soon as possible or else proceed at his/her own risk. This survey is based on facts observed, discovered and presented at the time of survey and represents the honest and unbiased opinion of the surveyor and neither the surveyor nor his agents are to be held responsible for any inaccuracies, omissions, errors in judgment, or negligence. It is submitted in good faith and in no way offers, expressly or implied, any form of warranty or guarantee concerning the condition of the above mentioned yacht. This survey does not include a determination of the vessel's seaworthiness, nor does it include stability tests or sea trials necessary to such a determination.

Use of this survey constitutes acceptance of all provisions and limitations stated in both this survey report and in the survey contract. All of the provisions of this report are not transferable.



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II. DESIGN AND CONSTRUCTION

The vessel is an auxiliary powered ketch rigged sailing vessel of molded fiberglass construction with a raked bow, reverse stern, skegged “barn door” rudder and full keel with internally encapsulated ballast. The hull is of solid fiberglass construction, while the decks and superstructures are a combination of solid and internally cored molded fiberglass. Power is provided by a single diesel engine located on centerline and aft of the main cabin. Opening side panels give excellent service access to the engine. The layout of the vessel incorporates partial, non-watertight partitions to separate the various internal spaces. These are FRP bonded to the hull/deck and where accessible (except as noted elsewhere in this report) show no evidence of separation or fracture, however many internal portions of the hull was obscured by construction and unable to be accessed and inspected. III. SCOPE OF SURVEY

During the survey of this vessel the hull, decks, and superstructure were inspected both visually and by percussion sounding with a small plastic headed hammer for rot, synthetic filler, loose fastenings, and other defects that would be audibly detected.

Relative moisture readings of the hull above the waterline and decks were observed using a model GRP 33 moisture meter – readings were unable to be taken below the waterline due to the presence of bottom paint (which often disrupts meter readings).

This survey neither includes nor implies any certification that the materials and construction methods meet any known standards and the surveyor cannot predict how the vessel will perform over time. It is the builder’s responsibility to warrant the fitness of their product for its intended use and the surveyor does not assume any portion of that warranty. The surveyor has not inspected woodwork or other parts of the structure which are covered, unexposed, or inaccessible and is therefore unable to report that any such part of the structure is free from defect. Design parameters for intended vessel usage are deferred to the designer and manufacturer. Any surveyor comments in this report refer to builder and designer claims and are not the opinion of the surveyor. Visual inspection of the wetted surfaces of the hull exterior and underwater machinery revealed no damage from impacts, grounding, or galvanic corrosion. The hull was inspected at the hauling facility while blocked in place using typical yard stands and the areas of the hull obscured by these stands were unable to be inspected.

A sea trial was conducted and vessel’s performance and handling characteristics were tested to the extent possible, however the sea trial itself was limited by geography and time to the calm waters of the bay. Sailing performance was unable to be observed as sails were not installed at time of sea trial.

It must be noted that complete inspection of machinery, plumbing, electrical systems and available equipment can only be made by disassembly or by continuous operation. This has not been done, but may be recommended later in this report. No technical or mechanical tests were performed on propulsion or auxiliary generating equipment by the undersigned and no fluid samples were drawn. Only the installation and external condition of machinery and accessory equipment were inspected. As such, this should



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not be considered a complete mechanical inspection by the surveyor, however an engine survey was conducted separately by AAll Marine Services at the request of the client, a copy of which is included at the end of this survey report.

Propulsion and rudder shafts were not drawn for inspection, although this may be recommended later in this report. No structural or strength analysis was carried out to determine suitability or capability of any deck working gear (davits, etc). The inspection of flexible piping was limited to the condition of its external casing and only where readily accessible for visual inspection.

The mast, spreaders, associated equipment, and all rigging were inspected from deck level and the mast was not climbed. As per the owner, all standing and running rigging was replaced in 2007 (during the last yard period). All sails onboard were given a limited inspection for visible defects, however they were not laid out for a comprehensive inspection and (unless otherwise noted) are accepted to be in a condition of normal wear relative to their age.

During the interior portion of the survey all loose floorboards were lifted, drawers removed, lockers opened and all accessible interior spaces inspected, however due to construction, finishing methods, modular design, and equipment installations approximately 90% of the interior hull and hull to deck joint was inaccessible and therefore unable to be fully inspected. Due to the above some areas and equipment were not wholly accessible and were unable to be fully inspected. Examples of this include:

1. The fuel tanks, water and holding tanks, and associated piping and equipment for each.

2. Sections of the exhaust system located in the aft portion of the vessel. Some internal cracked FRP tabbing and indications of bulkhead movement were

noted for further inspection, however much of the internal hull was obscured (due to construction) and unable to be accessed and inspected.

Electronic and electrical equipment were tested by powering up and observing function, however no measurements were taken and no calibrations or adjustments were made. Batteries were not load tested and only the electrical wiring, connections, and system installation was inspected where visible.

Both AC and DC electrical systems were inspected as noted, however no attempt was made to perform a complete analysis of the boats electrical systems, as this would require disassembly with tools, removals, etc. to gain access to components.

In our experience few boats surveyed today meet all of the applicable standards for marine electrical system fabrication and installation – a situation that can be further aggravated by the corrosive marine environment, poor installations, do-it-yourself add-ons, and a general lack of preventative maintenance. Therefore, when the surveyor’s limited visual inspection of an electrical system raises significant concern regarding standards compliance, the recommendation will be made to employ a qualified, preferably ABYC certified marine electrician to conduct a complete analysis of the vessel’s electrical systems. Attention to compliance with electrical standards is critical to avoiding conditions that may lead to fires, explosions, personal injury, or death.

Fresh water and sanitation systems were visually inspected and tested as noted, however operation of both systems were unable to be fully verified.



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Cosmetic or comfort issues are addressed only where there is a significant effect on the vessel’s value. IV. GENERAL COMMENTS

TRADE WINDS's original design incorporates many desirable traits expected of a vessel of her class and these features are only enhanced by the upgrades and outfitting performed under her current owner, however there were problem areas noted for further inspection and repair that must be addressed. This vessel was manufactured prior to the enactment of some of the USCG, Title 33 requirements, NFPA and ABYC voluntary practices and recommendations in effect today. As such, some of her systems did not meet current standards and will need updating or replacing as described in the body of this report.

This marine survey report addresses those recommendations thought to be necessary for the safety of the vessel and all those onboard, however it does not suggest or imply complete compliance with all current requirements, standards or practices. It must also be noted that the onus to properly equip and operate a vessel lies solely with the owner and/or operator. A search of the US Coast Guard boating safety website www.uscgboating.org revealed no recalls or safety defects listed for this make, model, and year vessel. Information on manufacturer’s defects is available by calling the U.S. Coast Guard’s Boating Safety Hotline, (800)368-5647, or Boat/US at (703)461-2864 Boaters have a responsibility for their own safety that extends well beyond legally mandated safety requirements. Free boating education programs are offered by the U.S. Coast Guard Auxiliary, U.S. Power Squadrons, and some states. For information on courses offered in your area, call Boat/US at (800)336-BOAT or access their web site at www.boatus.com. The U.S. Coast Guard Auxiliary and U.S. Power Squadrons also offer boating instruction online at www.americasboatingcourse.com and via CD-ROM, which can be ordered online or by phone at (866) 262-8222. This course has been approved by the National Association of State Boating Law Administrators and meets the requirements of states (except those that still require classroom instruction) that mandate educational certification to operate a boat. Finally, a wide range of informative articles written by the surveyor on boat operation, maintenance, and repair are available for free under the “Articles” section of our website at www.captfklanier.com.

The following provides vessel information and condition as found during the survey. Recommendations are noted for reference here and listed in their entirety in the “Recommendations” section.



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V. SYSTEMS HULL Hull number: 100 (HIN number unreadable) Documentation number: (Blanked for Privacy) Location: Engine compartment. Comments: Current documentation paperwork was not sighted. Federal regulations require that the certificate of documentation be onboard at all times. See recommendation B-1. Hull: Molded FRP (fiber reinforced plastic). Construction: Hull construction is of solid FRP construction. Comments: Good condition as seen. Finish: Original gel-coat topsides, roller painted bottom antifouling paint. Comments: Gel-coat is in fair condition overall, however there are some minor dings and scratches that warrant repair and the entire hull needs buffing to bring it back to full luster. The bottom paint is in fair condition, however there is significant old paint buildup, which should be removed prior to repainting. Note: No visible evidence of hull blistering was noted during this survey, however as reinforced plastics are known to be unstable and the surveyor is not able to

determine the nature of the plastics and reinforcements of which the hull is made, no guarantee as to the stability or performance of the laminate can be made by him. Warranties of the hull are provided by the builder only, and if there are any questions about existing warranties the manufacturer should be consulted. The surveyor has made every effort to determine the presence of blistering short of destructive testing, however changing conditions may result in the sudden appearance of blisters where previously there were none. Finally, latent blisters, or blisters in the very early stages of formation, or blisters which are depressurized and deflated may also exist which are not detectable by any means available to the surveyor – the build up of bottom paint also hindered inspection . Only a technical analysis based on destructive testing can answer the more in-depth question concerning blister formation, and that is not included in this survey service. Relative moisture readings of the hull where able to be taken indicated no unusual results, however the recommendation here is one of careful monitoring of the hull for blisters at each regularly scheduled haul out.

Stem: Raked stem of molded FRP. Stern: Reverse transom stern of molded FRP. Keel: Full keel with encapsulated ballast. Ballast material is unknown and was unable to be inspected due to nature of keel construction. Floors and stringers: See recommendation B-2.



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Hull to Deck Joint: Upturned FRP hull and deck flange with teak cap. Although the hull to deck joint appeared sound with no visible damage or evidence of separation, stress overload, or working of the joint noted from the outside, the hull to deck joint was unable to be fully inspected from inside due to interior finish work and recently completed repairs, such as those effected in the V-berth cabin. All sighted repairs appear sound and serviceable. Superstructure: Combination of solid and internally cored FRP. Comments: See recommendation B-3. Decking: Combination of cored FRP with teak overlay. Comments: The teak deck overlay is in need of re-caulking. See recommendation B-4. Vessel trim in water: Good fore and aft with no unusual list to port or starboard. UNDERWATER MACHINERY Rudder: Full hung rudder with keel supported metal shoe. Comments: Good as seen with full range of motion and no unusual movement noted. See recommendation B-5. Propeller shaft: 1 3/8” stock with shaft nut, backing nut, and cotter pin. Propeller: 3 blade, left handed bronze propeller stamped “D 20 P 16” Overall comments: No visible signs of corrosion, electrolysis, or impact damage. One blade on the port propeller was slightly out of true, however no unusual vibration was noted during the sea trial. Cutless Bearings: Water lubricated rubber sleeve. Comments: See recommendation B-6. Shaft log / hose: See recommendation B-7. Transducers: Two through-hull mounted transducers (one depth, one knot log). Comments: Both of composite construction - no physical, external damage or leaks noted. Sacrificial Anodes (zincs): See recommendation B-8.



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THROUGH-HULLS (below static waterline) Note: All through-hulls and seacocks are metallic (unless otherwise noted).

1. Type: Cockpit drain.

Comments: See recommendation A-1. 2. Type: Engine raw water intake. Comments: See recommendation A-1. 3. Type: AC unit raw water intake. Comments: Good as seen. Seacock operational. 4. Type: V-berth sink drain. Comments: See recommendation A-1. 5. Type: Head raw water intake.

Comments: See recommendation A-1. 6. Type: Head overboard discharge.

Comments: See recommendation A-1. 7. Type: Holding tank overboard discharge.

Comments: See recommendation A-1. THROUGH-HULLS (above static waterline) Comments: All metallic – good as seen. Overall through-hull comments: See recommendation B-9. INTERIOR Hatches: A total of six - two in the aft cabin (17”x 17” and 24”x 24”) three in main cabin (two 19”x 19”, one 20”x 20”) and one 20”x 20” hatch in the V-berth. Opening portlights: Ten bronze portholes (13”x 6 1/2”) Deadlights: Six Comments: All hatches and opening port lights were operational, however the opening portlights are in need of cleaning – they should also be pulled and re-bedded and their O rings replaced (due to age).



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Companionway and cockpit hatches: See recommendation A-2 and B-10. Bulkheads and internal structures: See recommendation B-11. Overall interior comments: All interior finishes and upholstery appear in good physical and cosmetic condition.

BILGE PUMPS 1. Manufacturer: Rule

Type: 12 VDC. Model: Unknown Location: Engine compartment sump Installation: Good as seen, but unable to access and inspect fully due to installation. Comments: Powered up via manual switch, but operation not proven.

2. Manufacturer: Attwood

Type: 12 VDC with internal float switch. Model: Unknown Location: Main cabin bilge. Installation: See recommendation B-12. Comments: Powered up via float switch, but operation not proven.

3. Manufacturer: Unknown (appears to be an Edson)

Type: Manual. Model: 9 inch diaphragm Location: Port passageway bilge Installation: Partially disassembled and not operational.

Bilge alarm: No Overall bilge pump system comments: See recommendation B-13. SAFETY EQUIPMENT PERSONAL FLOTATION DEVICES 5 Type II (Near-Shore) 2 Type IV (Throwable Device) Location: PFDs located in main cabin, with horseshoe style Type IV units mounted above decks. Comments: See recommendation A-3. VISUAL DISTRESS SIGNALS Type: 3 red HH day/night flares, 3 -12 gauge pistol flares w/gun. Location: Main cabin. Expiration Dates: Hand held flares expire JUL09, areal flares expire DEC08. Comments: See recommendation A-4.



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SOUND PRODUCING DEVICE Comments: See recommendation A-5. FIREFIGHTING EQUIPMENT Portable extinguishers: Single Halon 120 unit. Location: Main cabin. Comments: See recommendations A-6, B-14, and B-15. Note: Although not a requirement, it is recommended every vessel carry on board one

2.5 gallon fire bucket with a lanyard of suitable size and length for drawing water from over the vessel’s side. In addition to their primary purpose, a fire bucket is versatile piece of equipment that can serve many functions, such as a bailer or even an emergency toilet.

LIFE RAFT Manufacturer: AVON Model: 8 person Inspection date: See recommendation A-7. Comments: Valise type – unit was not deployed or tested. NAVIGATION Running Lights: Operational Anchor Light: See recommendation A-8. Comments: All mast wiring was disconnected at time of survey. Unable to completely inspect installation and wiring due to interior finishing. Copy of navigation rules (>39.4 feet): See recommendation B-16. CREW SAFETY AND ERGONOMICS

1. COB (crew overboard) retrieval planning for this vessel will most likely involve

deployment of the stern boarding ladder or removable side ladder, however planning should include various scenarios, such as recovery of an incapacitated victim. It is crucial that COB and recovery drills are not only understood by all onboard, but practiced on a regular basis – include captain and crew role reversals to ensure recovery can take place if the captain is incapacitated or the COB. Ensure both ladders can always be easily deployed and that all hardware is kept in serviceable condition.



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MACHINERY Note: All technical information taken from published specifications. ENGINES Number: 1 Type: Diesel Make: Ford Lehman Year: Assumed to be original installation. Serial Number: Engine data tag not sighted. Cylinders: 4 HP: 65 Engine Hours: 1442 Overhauls: None as per owner Wide open throttle achieved during sea trial: 2,900 RPM Reduction Gear: Borg Warner Velvet Drive 71C. Data tags completely painted with no ratio or serial number visible. Engine Drip Pan: No Engine Mounts: Good, with no unusual movement noted during the vessel’s sea trial. Engine Bedworks: Good as seen, with no delamination or unusual moisture noted. Shaft Coupling: Good as seen – no looseness or vibration noted during sea trial. Stuffing box: Nut and bolt compression type. Comments: The propeller shaft packing glands should be checked regularly (at least weekly depending on use) for excessive dripping or leakage. The stuffing box should be re-packed on a regular basis as part of the vessel’s normal maintenance schedule (typically every two years for sailing vessels). Ventilation: Naturally aspirated. Cooling: Closed freshwater Type: Heat exchanger Raw Water intake strainer: See recommendation B-17. Exhaust System: “Wet” type system with transom exit. Comments: See recommendation A-9 Engine Controls: Jacketed push-pull type, single control located at helm. Instrumentation: Engine Temp, Engine Oil Pressure, RPMs, Hours, Voltmeter. Comments: Located at helm. All gauges appeared functional, but were not proven. Oil discharge placard: See recommendation B-18. Mechanic’s engine survey: Yes Engine manual: Yes Maintenance Log: None sighted. Overall engine comments: See recommendation B-19.



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FUEL SYSTEM Note: All technical information taken from published specifications or as provided by owner. Number of tanks: 2 Capacity (as per owner): Starboard 90 gallons Port 90 gallons Material: Fiberglass Shape: Rectangular Location: Main cabin bilge, port and starboard. Mounting: Chocked and FRP tabbed in place. Manufacturer’s Label: No Fill Hose Type: See recommendation B-20. Grounding: See recommendation B-21. Fuel fill: See recommendation B-22. Overboard vent discharge: Yes Comments: The vent is connected to the fuel tanks with a rubber hose not labeled as to application type. The vent hose connection at the fuel vent fitting was not seen. Fuel hose type: Combination of copper and flexible hose. Fuel Shut Off Valves: Yes Location: At each tank. Fuel filter: Racor 500 MA Overall comments: There were no visible indications of fuel leaks in the bilge, however access to the fuel tanks was limited, meaning construction details and condition of the fuel tanks could not be determined within the limits of this inspection. ELECTRICAL SYSTEMS DC ELECTRICAL SYSTEM Batteries: 3 Type: Wet cell Location: Starboard side beneath settee. Size: Group 27 Voltage: 12 VDC Installation: See recommendations B-23 and B-24. Wiring: Multi-stranded jacketed copper wire. Charging systems: Engine alternator and battery charger. Battery charger: Xantrex Model: True Charge 40+ Amp Location: Engine room. Comments: Unit appears functional, but was not proven. Battery Switches: Three Location: Engine compartment, forward bulkhead. Comments: One primary switch, two secondary units (for bow thruster and windless).



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Circuit Protection: Individual branch circuit breakers and fuses. Location: Main panel in port passageway. Comments: See recommendation B-25. AC ELECTRICAL SYSTEM Voltage: 120 (V.A.C.) Amps: 30 AC/DC system ground: See recommendation B-26. Wiring: See recommendation B-27. Circuit Protection: Main and individual branch circuit breakers. Location: Main panel located in the port passageway. Polarity Indicator: Yes. Galvanic Isolator: No Ground Fault Circuit Interrupt protection: See recommendation B-28. Shoretie / connections: 30 amp shore tie approximately 50 foot in length. Comments: See recommendation A-10. Warning at shore tie inlet: No. See recommendation A-11. Comments: Many household type electrical/electronic appliances (TV, microwave, etc) that may be installed in the future do not meet any applicable ABYC, UL Marine or other marine standards. To minimize the chances of failure, turn off individual appliances, all branch circuit breakers, then the main circuit breaker prior to turning off the shoreside circuit breaker and unplugging the shore power cord. Overall electrical systems comments: See recommendation B-29. FRESH WATER SYSTEM TANKS Number: 2 Material: Fiberglass Estimated system capacity: 180 gallons (as per owner). Location: Main cabin bilge area, port and starboard. Construction Shape: Rectangular Mounting: Chocked and FRP tabbed in place. Inspection ports: No Vented: Yes Water Lines: Combination of copper and reinforced vinyl hose. Comments: Unable to be fully accessed and inspected due to installation. No leaks were noted, however this could not be conclusively determined as access to both tanks was limited. Tanks were not filled or tested during the survey. WATER HEATER Manufacturer: Unknown. Voltage: 120 VAC Capacity: 8 gallons



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Location: Main cabin bilge area. Engine heat exchanger: Yes Installation: See recommendation B-30. Comments: Operational MARINE SANITATION SYSTEM HEAD Number: 1 Type: Manually operated seawater flush unit. Manufacturer: Raritan Installation: See recommendation B-31. Comments: Unit appears functional. HOLDING TANKS Number: 1 Locations: Engine room. Material: Polyethylene Estimated capacity: 15 gallons Shape: Rectangular. Installation: See recommendation B-32. Hoses: Marine grade sanitation hose Y-Valve: Yes – at head. Discharge and Dockside Pump-out: Yes See recommendation B-33. System comments: Sanitation system appears operational, but was unable to be fully tested. All marine sanitation system seacocks should be closed when head is not in use to prevent possible back siphoning and flooding. GALLEY Layout: “L” shaped on starboard side of main cabin with double sink, pressure water, refrigerated icebox, and stove. STOVE Note: stove was unable to be tested due to deficiencies in system installation. Manufacturer: Tasco Type: 3 Burner with oven. Gimbal Mounted: Yes Fuel Type: LPG Fuel lines: Copper Regulator: Yes – in propane locker Fire Protection / Insulation: Adequate Instructions and safety placards posted: See recommendation A-12 and B-34.



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Propane leak detector: Xintex S-2A Comments: Unit passed self test. STOVE FUEL STORAGE Location: Aft cockpit locker Installation: See recommendations A-13 and A-14. Tanks: Dual steel cylinders Total system capacity: 20 pounds (est). Fuel Shutoff: Remote solenoid shutoff and via valve at tanks. Propane / fuel locker venting: Locker vents overboard as per ABYC recommendations. Comments: See recommendation A-15. Once a pressure gauge is installed (as per recommendation A-12), conduct pressure tests for the LPG system on a regular bases (weekly at a minimum). REFRIGERATION Type: Ice box conversion unit. Make: Adler/Barbour Comments: Unit was powered up and appeared operational. MARPOL Trash Placard: Yes CO Detector: No Smoke Detector: No Comments: See recommendation A-16. ELECTRONICS Note: All units were powered up and appear functional (unless otherwise noted) however no technical testing or verification of functionality was conducted. VHF RADIO Manufacturer: Standard Horizon Model: Intrepid + Serial #: Not sighted due to installation. Location: Navigation station. Comments: Powers up – ensure radio is properly registered and has a Mobile Maritime Service Identity (MMSI) number for DSC and emergency operation. REMOTE VHF MIKE Manufacturer: Standard Horizon Model: RAM mic Serial #: 27U380337 Location: Helm Comments: Powers up.



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DEPTH SOUNDER / SPEED LOG Manufacturer: Raymarine Model: ST60 Serial #: Not sighted due to installation. Location: Helm Comments: Powers up. RADAR Manufacturer: Raymarine Model: SL70C Serial #: Not sighted due to installation. Location: Helm Comments: Powers up. AUTOPILOT Manufacturer: Raymarine Model: ST 60001 Serial #: Not sighted due to installation. Location: Helm Comments: Powered up, but displayed an error warning – unable to verify operation. BONDING SYSTEM Comments: Has grounding and bonding system. All connections must be tight and

corrosion free for the system to work properly. INSTRUMENTATION COMPASS Manufacturer: Danforth Model: Constellation Location: Helm Comments: See recommendation B-35. AIR CONDITIONING / HEATING SYSTEMS Manufacturer: Marine Air Systems Voltage: 115 VAC BTU: 16,000 Location: Aft cabin. Comments: Powers up and appears operational. STEERING SYSTEM Type: Hydraulic Manufacturer: Teleflex Location: Beneath aft cabin bunk.



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Emergency tiller: See recommendation B-36. Comments: See recommendation B-37. Regular inspections of the steering system should be incorporated into the vessel’s maintenance schedule. BOW THRUSTER Manufacturer: Vetus 50 KGF Comments: Powered up and operational during sea trial. GROUND TACKLE AND CORDAGE Note: Rodes and chains were not pulled or inspected except as noted. All lengths are estimates unless otherwise noted. PRIMARY ANCHOR / RODE Manufacturer: Unknown Type: CQR style, 35 lbs Material: Stainless steel. Chain: 10 ft of 3/8” galvanized Rode: No rode attached. Location: Starboard bow roller. SECONDARY ANCHOR / RODE Manufacturer: Unknown Type: CQR style, 35 lbs Material: Stainless steel. Rode: No rode attached. Location: Port bow roller. Comments: See recommendation B-38. TERTIARY ANCHOR Manufacturer: Danforth Model: 25 lb unit (est) Rode: No rode attached Location: Stored beneath aft cabin bunk Comments: See recommendation B-39. WINDLASS Type: 12 VDC Manufacturer: Unknown Condition: Unit is inoperative – electrical components and wiring have been removed at some point in the past.



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Overall comments: It is always prudent to carry a larger, more robust anchor and rode for use as a backup or for times additional holding power is required (such as when anchoring in less than ideal conditions). Consult ABYC H-40 "Anchoring, Mooring, and Lifting" as well as anchor manufacturers selection data to ensure the appropriate sized anchors are always onboard. DECK DECK HARDWARE Material: Combination of stainless steel and bronze hardware. Mounting: See recommendation B-40. Comments: Single 12” cleats amidships port and starboard, 1” diameter duel bits at bow and stern port and starboard. HAND RAILS Comments: Mounting is good with rails adequately placed about the vessel. TOE RAILS Height: 1 ½’ to 5 ½”” Comments: Formed by hull & deck joint flanges – good condition. STANCHIONS Height: 27” Type: Stainless steel. Comments: Good as seen. LIFELINES Height: Dual lines – 14” & 26” Comments: The lifelines are vinyl coated and unable to be fully inspected, however they were newly installed this yard period. The lifelines had not been fully tightened and adjusted at time of survey, but the yard was in the process of doing so as per the owner.

MAST & BOOM MAIN MAST Material: Wood Boom: Extruded aluminum. Stepped: Deck stepped with compression post. Halyard routing: External to mast. Comments: Good as seen from deck level – stepped and painted during last yard period. MIZZEN MAST Material: Wood Boom: Wood



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Stepped: Deck stepped with compression arch. Halyard routing: External to mast. Comments: Good as seen from deck level – stepped and painted during last yard period. STANDING RIGGING Type: 1 x 19 SS wire. Comments: Rigging was in the process of being adjusted at time of survey. All standing rigging was replaced during last yard period. Turnbuckles: Closed body type. Comments: Retaining nuts backed off at time of survey – yard rigger allowing boat to settle prior to final adjustment.

Terminals: Swaged fittings Comments: New as of last yard period. CHAIN PLATES Material: Stainless Steel Comments: See recommendation B-41. WINCHES 1. Type: Harden 16

Quantity: 2 Location: Main mast.

2. Type: Cathay 26

Quantity: 2 Location: Cockpit

3. Type: Barient 28

Quantity: 2 Location: Cockpit

4. Type: Harden 10

Quantity: 1 Location: Mizzen mast.



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SAILS AND FURLING GEAR Note: All sails were partially inspected within the confines of the vessel, but were unable to be fully unfurled. Unless otherwise noted, all sails appeared to be in good condition relative to the vessel’s age, however each should be professionally inspected by a qualified sail maker or sail loft. SAILS 1. Type: Main

Comments: Fair condition as seen – some rust stains. 2. Type: Mizzen

Comments: Fair condition as seen. 3. Type: Jib (2)

Comments: Fair condition as seen. Comments: Two new jibs have been purchased, but were not on board for inspection. FURLING GEAR Two new furling units installed during last yard period. Manufacturer: Schaefer Model: 3100 (forward jib), 2100 (aft jib). Comments: New units – no sails installed at time of survey. CANVAS Comments: Vessel has cockpit bimini frame, but no canvas was sighted. DINGHY DAVITS Material: 2 ¼” stainless steel Comments: Replace lines due to age.



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VI. RECOMMENDATIONS The following recommendations are made in accordance with NFPA-302, ABYC, and applicable USCG codes and have been divided into priorities for the purpose of planning maintenance and repair.

First priority items (preceded by an “A”) are listed in section A and pertain to safety or vessel integrity issues which should be completed either before operation of the vessel or prior to leaving her unattended at a dock or mooring, depending on the nature of the recommendation.

Secondary items (preceded by a “B”) are listed in section B and pertain to deficiencies in state and/or federal regulations, as well as maintenance or improvement recommendations that should be completed within the next year or sooner (as dictated by need and circumstance) unless otherwise noted. Surveyor comments (preceded by a “C”) are pertinent suggestions and good general advice provided as a courtesy to the client. SECTION A: First Priority Recommendations A-1 The seacocks for the cockpit drain, V-berth sink drain, head raw water intake,

head discharge, and holding tank discharge are frozen and inoperative. Additionally, the seacock for the engine raw water intake is stiff and difficult to operate. Recommend the following be completed by a competent marine repair facility: A-1.1 Remove each of the above seacocks, service and repair or replace as

necessary to return to full operation. A-1.2 If any seacock requires replacement, ensure they are replaced with

proper, flanged, marine grade seacocks meeting UL 1121 and ABYC H-27 standards and recommendations. These include operation by a lever type handle (usually operating through a 90° arc) that gives a clear indication of whether the seacock is open or shut, and a mounting that will withstand a 500 pound force applied at the inner end of the attached fitting. If a seacock requires replacement, replace the corresponding through hull as well (to prevent the possibility of thread mismatch). Seacocks and their respective through hull must also be of the same material.

A-2 The hinge for the port cockpit hatch has been removed and the hatch is loose, creating a safety hazard. Recommend the hinge be reinstalled by a competent marine technician. A-3 Three of the five Type II PFDs sighted onboard are not serviceable – all appear

to be original equipment. Recommend all of the Type II PFDs and the two Type IV throwable units be replaced due to age. Ensure discarded units are destroyed to prevent accidental future use.



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A-4 The flare gun will not open fully and is inoperative. Recommend it be replaced

with a working unit. This type of failure has been acknowledged by the manufacturer – contact Orion Safety products at (800) 851-5260 for possible free replacement.

A-5 No sound-producing device or bell was sighted. To comply with Navigation

Rules and for distress signaling purposes all boats must carry a sound producing device (whistle, horn, siren, etc.) capable of a 4-second blast audible for ½ mile. Boats larger than 39.4 ft. are also required to have a bell. Recommend an appropriate sound-producing device and bell be installed as per US Coast Guard requirements prior to placing the vessel into operation.

A-6 The vessel does not have the required number of fire extinguishers onboard.

Recommend the appropriate number and size of fire extinguishers be placed onboard as per federal regulations – the below table is an example of the minimum number required.

Minimum number of hand portable fire extinguishers

required

Vessel Length No Fixed System With approved Fixed

Systems

40' to 65' 3 B-I or 1 B-II and 1 B-1

2 B-1 or 1 B-II

It is also recommended that the existing Halon fire extinguisher be inspected by

an authorized repair facility or replaced (due to age). A-7 The inspection date for the life raft has expired. Recommend the life raft be inspected by an authorized service facility. A-8 The wiring for the anchor light is disconnected (most likely due to mast work conducted during the recent yard period). Recommend the wiring be connected and operation of the anchor light be verified by a competent marine technician. A-9 Evidence of an exhaust leak in the form of corrosion and salt crystals was noted at the engine exhaust elbow (see photo A-9). Due to the known cases of CO (Carbon Monoxide) poisoning that have occurred as a result of exhaust fumes leaking into a vessel’s interior, recommend that the entire engine exhaust system be thoroughly inspected and repaired by a competent marine mechanic to ensure proper operation. This inspection must include removal of



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the insulation lagging covering the dry portion of the exhaust (where the leak is noted). A-10 The AC power cord plug is charred and the receptacle shows evidence of excessive heat buildup as well (see photos A-10.A and A-10.B). The receptacle was recently replaced as per the owner, however the shore cord was not and is likely the cause of both the previous and current failure. Recommend the receptacle be replaced by a competent marine technician and the shore tie cable be replaced due to age (as well as the damaged plug). A-11 There is no warning label at the shore power receptacle. Recommend providing a permanently mounted waterproof label stating:

WARNING Electrical shock and fire hazard.Failure to follow these instructions may result in injury or death. (1) Turn off the boat's shore power connection switch before connecting or disconnecting the shore power cable. (2) Connect shore power cable at the boat first. (3) If polarity-warning indicator is activated, immediately disconnect cable. (4) Disconnect shore power cable at shore outlet first. (5) Close shore power inlet cover tightly. DO NOT ALTER SHORE POWER CABLE CONNECTORS A-12 Recommend posting the following placards at the stove: A-12.1 WARNING! Open flame cooking appliances consume oxygen and produce carbon monoxide. To avoid asphyxiation, or injury or death from exposure to carbon monoxide, maintain open ventilation when using these appliances. Do not use this appliance for comfort heating. A-12.2 Recommend the following placard be installed at both the stove and fuel tank storage locker: WARNING! Liquefied petroleum gas (LPG) is flammable and explosive. Follow these instructions to avoid injury or death from fire or explosion. • This system is designed for use with liquefied petroleum gas (LPG/propane/butane) only. Do not connect compressed natural gas (CNG) to this system. • Keep LPG cylinder and/or solenoid valve(s) closed when boat is unattended, and when appliances are not in use. • Close cylinder valves immediately in any emergency. • Keep empty cylinders tightly closed. • Close all appliance valves before opening the cylinder valve. • Apply ignition source to burner before opening appliance valve. • Test the system for leakage in accordance with the instructions required to be posted in the vicinity of the cylinder each time the



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supply valve is opened for appliance use. Never use flame to check for leaks! A-13 ABYC recommendation A-1.5.2 requires each LPG system be fitted with a pressure gauge installed so as to read the cylinder pressure side of the pressure regulator (the purpose of the gauge being to provide a quick and easy way to test the system for leakage). Recommend the following be completed by a competent LPG technician familiar with marine LPG system installations: A-13.1 Install a gauge in the LPG system as per the above ABYC recommendation. A-13.2 Once the gauge is installed, conduct a leak test as per ABYC A- 1.10.3.1 which states “With the appliance valves off, open the cylinder supply valve. Close the cylinder supply valve. Observe the pressure gauge reading. The pressure indicated should remain constant for not less than three minutes. If any leakage is indicated by a drop in pressure, check the entire system with a leak detection fluid or detergent solution to locate the leak. Test solutions shall be noncorrosive and non-toxic. Repairs shall be made before retesting and operating the system. NOTES: 1. Never use flame to check for leaks. 2. Never use solutions containing ammonia. Ammonia, present in some soaps and detergents attacks brass fittings. Undetectable at first, in a matter of months these fittings may develop cracks and leaks. A-14 ABYC 1.8.7 LPG lockers shall not be used for storage of any equipment other than LPG cylinders, cylinder valves, regulating equipment, and LPG safety devices. Recommend removal of the bag of charcoal, cleaning brush, and all other items prohibited by the above from the propane locker. A-15 Due to number of discrepancies noted in the vessel’s LPG system installation, recommend the system be thoroughly inspected prior to use by a competent LPG technician familiar with marine LPG system requirements. In conjunction with this inspection recommend the above LPG technician complete the following: A-15.1 Secure both tanks as per ABYC recommendations to prevent movement. A-15.2 Install chafe protection for all flexible and copper fuel lines, particularly in the locker and at all bulkhead transition points. A-15.3 Verify the regulator installed is suitable for marine use and replace with a marine grade unit if not.



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A-16 Marine grade Smoke and Carbon monoxide detectors are recommended for boats with enclosed accommodation compartments as per ABYC 24.7.1. and NFPA 302 12.3, which states All vessels 26 ft (8 m) or more in length with accommodation spaces intended for sleeping shall be equipped with a single station smoke alarm that is listed to UL 217 “Standard for Single and Multiple Station Smoke Alarms” for recreational vehicles. This vessel uses fossil fuels for propulsion and during the burning of these fuels Carbon Monoxide (CO) gas may be created due to incomplete combustion. Adequate ventilation must be provided at all times while burning any of these fuels, but CO may also be drawn into the cabin through ventilation systems. Although diesel exhaust does not normally have CO concentration as high as gasoline exhaust, diesel exhaust does produce dangerous levels of CO. Any open-flame equipment as well as nearby boats running generators could also be a source of dangerous amounts of CO. This is especially true of boats running air conditioning. Marine CO monitor/alarms meeting the requirements of ABYC A-24, Carbon Monoxide Detection Systems on boats are relatively inexpensive and easy to install. Possible choices include the Xintex model CMD-3M, Marine Technologies model 60-542 or equivalent that meets UL Standard #2034. CO is a silent menace that kills without warning, therefore this surveyor recommends installation of suitable marine grade CO and smoke detectors (located to monitor the atmosphere in the main cabin and each sleeping area) by a competent marine technician. Note: The following general safety recommendations concerning the dangers of carbon monoxide apply to all vessels and in particular to houseboats and/or similarly constructed vessels - deaths have been linked to carbon monoxide emission aboard such vessels in the past.

1. Stay out of areas where carbon monoxide can collect while the engine or generator is running and for at least an hour afterwards. The Coast Guard advises owners and operators of boats to turn off generators with transom exhaust ports when the swim platform on the stern is in use.

2. Do not allow swimmers near exhaust portals or in areas where air pockets may be located under the boat. Swimmers should avoid the area beneath transom swimming platforms or rear decks while the engine or generator is running; if exhaust vents are located on the vessel’s side, these areas should be avoided as well. Adults should keep a close watch on children at all times, particularly when they are playing or swimming in the swim platform area. As a general rule, passengers or crew should not be allowed to sit on swim platforms while the vessel’s engine(s) or generator is running.

3. Use caution when boats are tied together, as carbon monoxide generated in one vessel can enter other nearby vessels via air condition intakes, open portholes, etc.



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4. Know the signs of carbon monoxide poisoning (headache, dizziness, weakness, nausea, dry mouth, confusion, etc) and if carbon monoxide poisoning is suspected, relocate the victim to an area of fresh aid and seek medical attention immediately.

5. Read and obey all carbon monoxide warnings placed on generators and engines by the manufacturer and never tamper with or disconnect carbon monoxide detectors or monitors.

6. Turn off the generator prior to going to sleep AND turn off the main AC breaker so "demand start" generators will not start during the night.

7. It is also recommended that a warning decal about CO (carbon monoxide) be placed so as to be visible to the operator and a second decal about CO and teak surfing be placed on the exterior of the stern or transom of all motor vessels.

SECTION B: Secondary Priority Recommendations B-1 The hailing port displayed on the stern of the vessel does not match the hailing port listed on the USCG documentation paperwork. Recommend either the documentation or the port currently displayed be changed so that both match. B-2 Broken tabbing was noted on a short stringer (starboard side) beneath the aft cabin bunk (see photo B-2). Although the stringer supports the bunk frame and does not appear to be structurally significant (with respect to hull strength) recommend it be repaired using best industry practices by a competent marine repair facility. B-3 The deck surrounding the forward hatch (approximately 2 to 3 foot on all sides)

shows high moisture readings. Dark brown water stains were also noted on the starboard side of the V-berth bulkhead (often an indication of wet or damaged coring). Repair options when dealing with wet coring are based on the core’s 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 – this would be considered destructive testing and not a part of this survey, but can be carried out by any competent boat yard. If the coring is rotten, it should be replaced. If wet but not rotten and there is no delamination, attempts to dry out the core can be made, bearing in mind it is very difficult to remove all water (the only sure way being to replace the core) – any remaining moisture eventually causes the core to rot. Recommend the following be completed by a competent marine repair facility. B-3.1 Evaluate the deck core condition to determine the best course of action

for repair, ensuring all repairs are in accordance with best marine industry practice. An excellent reference for this type of repair is “Fiberglass Boat Repair & Maintenance” published by Gougeon



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Brothers, Inc. It can be purchased at www.westsystem.com or by calling the company direct at (517) 684-1374.

B-3.2 Regardless of whether the decision is made to replace the core or to attempt drying out the existing core, the area should be sealed to prevent further moisture entry. Unless the deck is damaged, water intrusion is normally through deck hardware and fittings or (in this case) possibly teak decking in need of re-caulking. Another possibility is the hatch itself, which has been replaced recently as per the owner. Recommend the source of the leaking be investigated and repaired and that the areas be monitored in the future for water intrusion and/or damage.

B-4 Cracked and damaged teak decking was noted on the starboard side deck (see photo B-4.A) and damaged decking was sighted underneath (see photo B-4.B) The affected area is approximately 4 feet in length and the width of the deck. Recommend the following be completed by a competent marine repair facility: B-4.1 Access, inspect, and repair the damaged deck using best industry practices and return to original strength and condition. B-4.2 Replace the damaged teak overlay planking. B-5 The rudder post leaks moderately while underway (no leaking was observed

while vessel was moored). Recommend the packing gland for the rudder be inspected and re-packed by a competent marine repair facility as soon as possible.

Rudder packing glands should be checked regularly and should also be re-packed on a regular basis as part of the vessel’s normal maintenance schedule.

B-6 The cutless bearing is worn. Recommend it be replaced by a competent repair facility to prevent shaft damage (due to scoring). It should also be noted that any shaft work requires realignment of the engine, ideally after the boat is back in the water and has had enough time to settle back to its water supported position, at least one day. B-7 Although good as seen, the shaft log hose appears to be original. All hose has a

finite lifespan and should generally be replaced every 5 years as part of the vessel’s regular maintenance schedule. Recommend the following be completed by a competent marine technician:

B-7.1 Remove the shaft log hose and inspect the shaft log for wear or other such problems.

B-7.2 Install a new shaft log hose, ensuring it is double-clamped at each end with new marine grade stainless steel or titanium clamps.

B-8 Recommend installation of a new shaft zinc (sacrificial anode) by a competent marine technician.



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B-9 Recommend the following be completed by a competent marine technician B-9.1 Install double, marine grade stainless steel or titanium clamps on all

through-hull and seacock hoses where possible. B-9.2 Locate soft tapered wood plugs of appropriate size at every through-

hull fitting below the waterline – these plugs can be either mounted or attached with light line. Another option is storage in a portable “Damage Control” kit.

B-9.3 Perform periodic disassembly and internal inspection of through hull fittings, hoses, and valves on a rotating basis each time the vessel is hauled. Recommend this inspection include a static test conducted on each through hull fitting to determine degree of deterioration /degradation for both metal and composite fittings.

B-9.4 Hose has a limited lifespan and in general should be replaced every 5 years. As some of the through-hull and bilge pump system hoses appear to be original installs, recommend implementing a replacement schedule for all through-hull and bilge pump hoses such that all greater than five years of age are replaced within the next 6 months.

Finally, it is recommended that all through-hull seacocks be closed when the system it serves is not being used, particularly when the vessel is left unattended while in the water. Note: Where installation of double hose clamps are recommended throughout this report, it is understood that double clamps should only be installed where there is sufficient length of barb/nipple available and hose end overlap to allow it. As per ABYC, no clamp shall be installed closer than 1/4" to the end of the hose and must fully engage the barb or fitting. Any clamp that extends over the end and is cutting into the hose or forcing the hose to be internally cut by the fitting is an incorrect installation. In such cases, replace the fitting with one having a longer barb/nipple to facilitate installation of double clamps (preferred) or install a single clamp of the appropriate size. Clamps should be separated by at least ¼” (½” if possible) with screws located on opposite sides of the hose. For a clamp to perform at its optimal level, the clamp should be installed at the manufacturer's recommended installation torque. Insufficient clamping force allows fluid to seep in between the joint and the hose I.D. increasing the risk of blow-off, while over tightening clamps can cause damage to the hose and/or clamp itself. B-10 The companionway hatch and both cockpit hatches are damaged and in need of repair (see photos B-10.A & B-10.B respectively). Recommend each of the hatches be repaired and returned to original strength and condition by a competent repair facility. B-11 A number of areas were noted that require further inspection. These include cracking of the overhead finish at the turn of the coach roof in both the forward, main, and aft cabin (see photo B-11.A), broken tabbing in the aft hanging locker



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in the port passageway (see photos B-11.B & B-11.C) and the bulkhead forward of the shower (see photo B-11.D taken at the starboard fuel fill hose) and a gap between deck and the top of the aft V-berth bulkhead (see photo B-11.E). Although unable to be confirmed definitively without destructive inspection (which is not a service offered by the surveyor) most of the above items appear cosmetic in nature. Recommend the following be completed by a competent marine repair facility: B-11.1 Evaluate the cracks at the turn of the coach roof (noted above) and determine extent of damage and if repairs are required to maintain original strength and integrity. B-11.2 Evaluate the damage noted in the port hanging locker, at the shower bulkhead, and at the top of the V-berth aft bulkhead and repair as required to return to original strength and condition. B-12 The main cabin bilge pump is not mounted – recommend it be properly mounted by a competent marine technician. B-13 Recommend the following be carried out by a competent marine technician:

B-13.1 Install a visual “bilge pump on” indicator for each electric bilge pump at the helm position and a visual/audible high water bilge alarm to alert the operator in the event of flooding. The alarm should be loud enough to be heard over engine noise while under way and ideally by passers-by or marina personnel when docked. A bilge pump on/off counter is also desirable to indicate how often bilge pumps are cycling (making a leak more noticeable).

B-13.2 Install a manual on switch for the main cabin bilge pump in addition to the existing automatic float switch.

B-13.3 Install riser loops in all bilge pump discharge hoses to a level at least 12” above the hull’s maximum heeled waterline to prevent possible back siphoning.

B-13.4 Where possible, double clamp all bilge pump hoses at each transition point and at both ends with marine grade stainless steel or titanium clamps.

B-13.5 Test and verify operation of all bilge pump systems now and at regular intervals in the future, monthly at a minimum. Testing should verify the actual pumping of water overboard, rather than (in the case of electric pumps) simply switching the pump on and listening for motor operation.

B-13.6 Recommend the manual bilge pump be repaired and returned to full operation.

B-14 As per ABYC standards, recommend a fire extinguisher be installed in the cockpit near the helm. This ensures an extinguisher will be available in the event a fire blocks access to the companionway (currently all extinguishers are located below decks).



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B-15 ABYC standards require provisions for discharging a suitably sized clean agent portable fire extinguisher directly into the space immediately surrounding the engines without opening the primary access panels (if an appropriately sized fixed automatic "clean agent" (i.e. CO2, Halotron®, FM-200, FE-241) fire extinguisher is not installed in the engine compartment). The discharge port must be sized to accept the portable fire extinguisher discharge nozzle, able to be opened from outside the compartment to provide ready access for discharge of the agent into the engine compartment, and located so the required size portable fire extinguisher can be properly discharged in accordance with the manufacturer's instructions. The fire extinguisher must also be of sufficient size to service the entire engine compartment. Recommend installation of a discharge port and fire extinguisher as per the above by a competent marine technician. B-16 All vessels 39.4 feet/12 meters or greater in length are required to carry on board

and maintain a copy of the Inland navigation rules. Copies of the rules may be obtained from the Superintendent of Documents, U.S. Government Printing Office, P.O. Box 371954, Pittsburgh, PA 15250-7954 tel. (202) 512-1800

Recommend a copy be placed on board as per the above federal requirements. B-17 The engine raw water strainer (which is plastic) is attached directly to the metallic seacock. Metallic and composite components have different expansion and contraction rates, which can result in composite component failure due to cracks and/or splits. Recommend the intake strainer be replaced with an appropriate metallic unit (such as marine grade bronze) by a competent marine mechanic. B-18 No Pollution Placard (oily waste discharge prohibited) was sighted. USCG

regulations require the placard be a minimum of 5 by 8 inches and located in a conspicuous place in the machinery space (i.e. engine room) or at the bilge pump control station. Recommend a no oil discharge placard be installed as per the above USCG requirements.

B-19 While no technical inspection of the engine or reduction gear was performed a visual inspection was conducted and the following observations were made. The engine installation looked sound and serviceable, however an oil leak was noted on the port side of the engine (near the oil pressure sending unit) and a coolant leak was noted at the front of the engine. There is also evidence leaking at the raw water cooling pump and the oil cooling unit. Recommend each of the following be completed by a competent, qualified marine mechanic.

B-19.1 Investigate the source of the engine oil leak and repair. B-19.2 Investigate the source of the coolant leak and repair. B-19.3 Inspect the raw water pump and oil cooling unit leaks and repair.



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B-19.4 Install chafe protection for all engine wires and hoses where necessary and ensure that all fuel, cooling, and exhaust hoses are double clamped with marine grade stainless steel clamps where possible and provided chafe protection at all bulkhead or other such transition points as required. B-19.5 Fuel lines and other such hoses have a finite lifespan and in general

should be replaced every 5 years. As some appear to be original installs, recommend implementing a replacement schedule for all cooling, fuel, and exhaust system hoses such that all greater than 5 years of age are replaced within the next year.

B-20 The fuel tank fill hose and flexible engine fuel line hoses are not labeled as per

standards. ABYC’s H-33.6.1 states all flexible hose used in the fuel system shall comply with the requirements of UL 1114, Marine (USCG Type A) Flexible Fuel-Line Hose, or SAE J1527, Marine Fuel Hoses. ABYC H-33.6.1.1 states Flexible hose shall be marked on the outermost cover with the manufacturer's name or trademark and year of manufacture. Recommend having a competent marine mechanic replace all fuel system hose that does not meet the above standards.

B-21 ABYC standards require any metallic part of the fuel fill system that comes in

contact with the fuel be grounded to the vessel’s grounding system (resistance to ground must not exceed 1 ohm). Recommend a ground wire of not less 16 AWG be installed between the fuel fill and system ground as per the above by a competent marine technician.

B-22 The fuel tank fill is labeled “Fuel” – recommend it be labeled “Diesel” as per ABYC recommendations to reduce the possibility of unintentionally introducing gasoline into the system. B-23 NFPA 302 and ABYC standards require that all batteries be secured so that

movement is no greater than 1 inch in any direction. Recommend each of the three batteries be secured to meet the above requirement.

B-24 Battery connections are made using wing nuts, which are difficult to properly torque and may work loose due to vessel movement – ABYC also prohibits their use with conductors greater than 6/0 in size. Recommend all battery connections be changed to standard connections (i.e. those utilizing nuts and bolts for tightening) by a competent marine technician. B-25 The original main AC/DC panel has been replaced at some point, however the new panel is smaller than the original mounting hole, leaving a sizable gap (and potential shock hazard). Recommend the panel be re-mounted by a competent marine electrician so that the gap is eliminated.



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B-26 ABYC 11.5.3.3. states the main AC system grounding bus shall be connected to the engine negative terminal or the DC main negative bus on grounded DC systems, or the boat’s DC grounding bus in installations using ungrounded DC electrical systems. This AC to DC ground was not sighted. Recommend it be verified or installed if not in place by an ABYC certified marine electrician. B-27 Some portions of the AC wiring system are of solid wire. Use of solid copper wiring is not recommended for use on board vessels as solid wire is susceptible to breakage due to vibration. Recommend all solid copper wiring be replaced with a multi-stranded marine grade wire by a competent marine electrician. B-28 ABYC Standard E-11.15.3.5 specifies that outlets in the galley, head,

engine compartment and weather decks be protected by a Type A (nominal 5 milliamperes) GFCI (ground fault circuit interrupt) outlet. We suggest that all outlets be so protected since extension cords leading to one of these areas may be used. Recommend the following be conducted by a competent, preferably ABYC certified electrician as soon as possible: B-28.1 Provide GFCI protection to all AC receptacles. If the existing

receptacle boxes are not deep enough to accept a GFCI unit and not easily changed, another option is installation of a new box of adequate size with GFCI near the main panel. The existing circuits can then be downstream fed from the new box, providing them with GFCI protection.

B-28.2 Ensure chafe protection for all wiring is installed throughout the vessel at all penetration points (bulkheads, etc.) and that all wiring be supported at least every 18 inches with non-metallic supports (except in the engine room, where metallic wire supports are required).

B-29 Both AC and DC electrical systems contain examples that run counter to

standard industry practices, such as cut wire runs not properly terminated, tape joints, use of solid wiring, etc. Recommend both systems be thoroughly inspected by a competent, preferably ABYC certified marine electrician and corrected as necessary to meet all applicable ABYC standards.

B-30 ABYC recommends (for the safety of personnel and equipment around the water heater, as well as longevity of its case) that the water heater relief valve be piped either overboard (preferred) or into the bilge. Recommend the water heater relief valve be plumbed as per the above by a competent marine technician. B-31 Proper plumbing of the head includes two vented loops, one between the pump discharge and the fitting on the back of the head (toilet) in addition to the one installed between the head outlet and the holding tank. The below diagram shows a typical vented loop installation.



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Recommend installation of a vented loop (to a level well above the heeled waterline) in the head raw water intake (between pump and bowl) by a competent marine technician to address the potential for backflow into the head. It is also recommended that the vent valve for each vented loop be removed, cleaned, and inspected are regular intervals recommended by the manufacturer (annually at a minimum) to ensure proper operation and that both intake and discharge seacocks be closed while the system is not in use.

B-32 Recommend the holding tank be properly mounted and secured by a competent marine technician. B-33 The seacocks at the through-hull discharge for the head and holding tank must be positively controlled (able to be secured in the closed position) to meet USCG regulations. Recommend having a competent marine technician install a means of securing the valve as per the above. One possible option would be to cut a small piece of salt treated 2"X2" or 2"X4" no longer than 4", screw an eye bolt into it, then epoxy the wood to the bilge in line with the valve handle. Insert a cable/wire strap through the hole at the end of the valve handle and through the eye bolt to secure. B-34 Recommend posting of stove operating instructions as per ABYC recommendations. B-35 There is no deviation card for the compass and its mounting board is loose. Recommend securing the mounting board and having a compass adjuster swing the compass and post the deviation card. B-36 The emergency tiller head was difficult to install. Recommend it be inspected, cleaned, and tested by a competent marine technician. B-37 Recommend the missing backing nut for the steering wheel be replaced by a

competent marine technician.



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B-38 The rodes for the primary and secondary anchors (located on the bow) are not attached. Additionally, the anchor locker contains a number old sheets and other such lines. Recommend the following be completed by a competent marine technician:

B-38.1 Remove all non-anchor rode lines from the anchor locker. B-38.2 Pull and inspect both anchor rodes, then attach to their respective

anchors, ensuring that all screw pin shackles are moused (secured) with stainless steel wire and that the bitter ends of each rode are fastened to the vessel.

B-39 Recommend the anchor stored beneath the aft cabin berth be removed or properly secured by a competent marine technician to prevent possible damage to the steering system. B-40 The two bow cleats (port and starboard) have been removed and the amidships cleat on the starboard side is noticeably loose. Recommend the bow cleats be re-installed and that the starboard amidships cleat be inspected and its mounting hardware tightened by a competent marine technician. B-41 The chainplates for the main and mizzen masts are fully encapsulated and unable to be inspected. A number of chainplates show signs of corrosion in the form of “running rust” (see photo B-40). Recommend all chainplates be pulled. inspected, and re-bedded by a competent rigger. SECTION C: Surveyor Comments C-1 Plastic transducers are subject to relatively easy breakage, such as when struck by floating objects. Consideration should be given to replacement with appropriate metallic transducers. C-2 When the vessel is relocated (either to a new slip or marina) it’s a good idea to have a diver check the condition of all zincs within sixty (60) to ninety (90) days of the move. This allows the owner to determine rate of zinc wastage and make any required changes in the zinc inspection/replacement schedule. C-3 All seacocks should be exercised at least monthly to ensure proper operation and each should be completely removed, disassembled and inspected every three to four years, at which time all clamps and hose ends should be inspected for corrosion, cracks, or other damage and replaced as necessary. Through-hulls should be removed and inspected at this time as well, which ensures bedding compounds are renewed at appropriate intervals. C-4 Installation of a back-up electric bilge pump is highly desirable. Back up pumps

should ideally be mounted and configured to turn on when bilge water level



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reaches around 4 to 6 inches above the cut on point for the primary pump. This prevents the back up pump from resting in the normal accumulation of bilge water, where it can become clogged with sludge and debris or seized from disuse.

C-5 Regular inspections of the bilge pump systems should be included in the vessel’s

overall preventative maintenance program, enabling the replacement of worn or damaged components at prescribed intervals rather than upon failure. C-6 Although not a USCG requirement, an appropriately sized fixed automatic "clean agent" (i.e. CO2, Halotron®, FM-200, FE-241) fire extinguisher mounted in the engine compartment would be a very desirable safety upgrade. NFPA Standard 302, Chapter 10.2-10.3, and ABYC Standard A-4.5.2 specify that "enclosed machinery spaces (engine compartments) be protected either by a fixed, automatic fire extinguishing system or by a portable "clean agent" [CO2, Halotron®, FM-200, FE-241] extinguisher. If a portable extinguisher is provided to meet this standard, a port must be provided through which the portable extinguisher can be discharged directly into the machinery space without opening the primary access." C-7 Life jackets should be stored in convenient locations throughout the vessel.

Stowage compartments or containers for life jackets should not be capable of being locked and if practicable should be designed to allow the life jackets to float free in the event the vessel sinks. Child size life jackets should be appropriately marked and separated from adult life jackets (to the extent practical) to prevent them from being mistaken for adult life jackets.

C-8 Engine manifolds and exhaust risers should be periodically removed, pressure tested, and fully inspected by a qualified marine mechanic for leaks, corrosion, and clogging, as failure here can easily cause catastrophic engine failure. This should be considered standard maintenance, particularly with systems operating in salt water. How often depends on vessel location and use, however at a minimum they should be removed every four years (more frequently depending on age), pressure tested, and inspected by a qualified marine mechanic. C-9 All onboard tanks (fuel, water, holding, etc) and their associated system

components should be pressure tested for leaks on a regular basis (every five years minimum) by a competent marine service facility.

C-10 No galvanic isolator was sighted. Boats with metal in contact with water are subject to galvanic corrosion when connected to shore power as a result of connection to the common AC grounding conductor. This connection will affect a vessel's cathodic protection system and a galvanic isolator may be used to



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reduce these effects. Based on this, installation of a galvanic isolator and a “status monitor” as per ANSI/ABYC A-28 by an ABYC certified marine electrician should be considered. Status monitors should be installed within easy view (so they can be monitored frequently) and tested for proper function of the isolator unit, failure to block galvanic current, continuity of the green wire ground, reverse polarity, connectivity of both AC and DC ground systems, AC ground wire ground currents, and failure of the monitoring system itself

There are essentially 2 basic categories of Galvanic Isolators available today. The first type is specifically designed to fail safe, meaning if there is an electrical transient affecting the unit (lightning hit or nearby strike), the diodes will fail shorted, not open circuited (which would cause a loss of continuity for the green grounding wire ground and present a safety hazard). The second type does not have “failsafe diodes” and can fail open circuited (which again which would cause a loss of continuity for the green grounding wire ground and present a safety hazard). The monitor required by ABYC for this category of GI is supposed alert the owner to an “open circuit”, however the voltages that damaged the GI will likely disable the electronics of the monitor as well. Recommend all galvanic isolators installed utilize failsafe technology, such as the Dairyland Electric Isolator (DEI) model, which can be viewed at http://www.dairyland.com/index.php?page=products_mgi

C-11 Lightning protection is a topic of great debate among marine professionals, both

for and against. If a vessel owner opts to install a lightning protection system, the installation should meet all applicable ABYC Standards, particularly ABYC E-4, “Lightning Protection.” It should also be noted that complete protection from equipment damage or personal injury is not implied with any lightning protection system.

C-12 Shore cable ends and connectors (for both receptacles and shore cable) should be dismantled and inspected annually for charring and other damage. C-13 Installation of a suitable swivel between anchor and rode is prudent to prevent

the chain from twisting. The swivel should be drop forged (not screwed, riveted, or welded together) and should be the largest size that fits the chain link without binding. Ensure the jaw fitting of the swivel is attached to the chain, not the anchor shank – the swivel eye will be attached to the anchor shank with an anchor shackle – to prevent binding as the vessel sheers at anchor.

C-14 In general all deck-mounted hardware should be removed and re-bedded at least every five years, at which time the area beneath each should be inspected for damage (water intrusion into the core for example) and repaired as necessary. C-15 While it sounds a bit unorthodox, a number of wax toilet bowl rings (available at any hardware store) are a handy item to include in your DC (Damage Control) kit. They are easily stored and have proven their worth on numerous occasions



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when used as a temporary means of plugging or controlling water entry into the hull via minor holing, flooding at shaft logs, etc. C-16 In addition to the above listed recommendations, before any offshore passages the vessel should be prepared and equipped as recommended in the publications "Safety Recommendations for Cruising Sailboats", United States Sailing Association, Portsmouth, RI, 35p. and "Safety Recommendations for Offshore Sailing (ORC Special Regulations)", United States Sailing Association, Portsmouth, RI, 35p. VII. CONCLUSION

In our opinion, once the required items listed in the “Recommendations” section have been corrected, this vessel should be suitable for service within limitations defined by design and construction provided prudent routine and preventative maintenance is performed and the boat is operated by competent crew with due regard to customary safety practices, good seamanship, and prevailing weather conditions. Issued without prejudice,

Captain Frank K. Lanier



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A-10.B

B-2

B-4.A

B-4.B

B-10.A

B-10.B



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B-11.A

B-11.B

B-11.C

B-11.D

B-11.E

B-4

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