2008 42' lagoon sample survey

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Suenos Azules Marine Surveying and Consulting

Surveyed for :Stuart Hopewell - 2008 Lagoon 420 Sailing Catamaran. Report f il e #:11-000129

Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida Page no: 1 of 59

REPORT OF MARINE SURVEYPre-purchase Condition and Value

of the sailing vessel

"Last Chance"

2008 42' Lagoon 420 Catamaran

PREPARED EXCLUSIVELY FOR:

Stuart Hopewell

1255 Palm Avenue

Boca Raton, Florida 33434

CONDUCTED BY:

Capt. John Banister, SAon

July 29, 2011

Suenos Azules Marine Surveying and Consulting

9910 Alternate A1A, Suite 702-214

Palm Beach Gardens, Florida 33410

(561) 255-4139


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SURVEY REPORT TABLE OF CONTENTS

Major Systems Surveyed Page No.

INTRODUCTION 3

DEFINITION OF TERMS 4

GENERAL INFORMATION (SHORT FORM) 5

SURVEY SCOPE & GENERAL INFORMATION 6

EXTERIOR HULL & BOTTOM INSPECTION 9

INTERIOR HULL & STRUCTURAL INSPECTION 14

TOP DECK & SUPERSTRUCTURE 16

RIGGING & SAIL HANDLING 20

SAILS INVENTORY 26

HELM & NAVIGATION ELECTRONICS 27

CABIN INTERIOR APPOINTMENTS 30

ELECTRICAL SYSTEMS 34

PROPULSION SYSTEM 39

STEERING SYSTEM 41

TANKAGE 42

SAFETY EQUIPMENT 47

AUXILIARY EQUIPMENT 51

SEA TRIAL 52

INSPECTION RECOMMENDATIONS SUMMARY 55

CONDITION AND VALUE REPORT SUMMARY 58

APPRAISAL VALUE CERTIFICATION SUMMARY 59


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INTRODUCTION

REPORT INTRODUCTION COMMENTS:

At the request of Mr. Stuart Hopewell, the prospective buyer of the vessel "Last Chance," a 2008 42 foot

Lagoon 420 sailing catamaran, I agreed to conduct a pre-purchase and valuation survey on the vessel. Iarrived at the vessel's location on July 29, 2011 at 8:25 AM and met with the agent of the vessel, Mr.

Simon Davie (who in this survey will be referred to as "the vessel's agent"), his wife, Mrs. Tessa Davie,

Mr. Graham Holt, the selling Yacht Broker, and Mr. Stuart Hopewell. The vessel was docked at the Fort

George Island Marina located at 9954 Heckscher Drive, Jacksonville, Florida 32226. The survey was

conducted from 8:55 AM - 6:22 PM.

The weather on the day of the survey was sunny, warm, and dry with partly cloudy skies. Moisture

readings were taken of the vessel with a calibrated Model GRP 33 Marine Moisture Meter.

AC and DC power were made available during the survey. The main mast was fully raised and inspected,

and the jib was unfurled and inspected during the sea trial. The vessel's spinnaker sail was raised on the

mast on a halyard and partially unfurled to inspect the sail. All clew, tack, and leech areas of the sails were

inspected as part of this survey. A sea trial was performed as part of the survey that included tests of the

engines, transmissions, sails, and rigging. The ship's papers were on board showing that the Bareboat

Corporation of Wilmington, Delaware was the current owner of the vessel. Mr. Hopewell was in

attendance on the day of the survey.

During a vessel's survey the mandatory standards promulgated by the United States Coast Guard (USCG),

under the authority of title 46 United States Code (USC), Title 33, and Title 46, Code of Federal

Regulations (CFR), and the voluntary standards and recommended practices developed by the American

Boat and Yacht Council (ABYC), and the National Fire Protection Association (NFPA) have been used asguidelines in the conduct of this survey. Findings in the summary pages of this survey reflect conditions

observed at the time of survey.


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DEFINITION OF TERMS

The following terms and words have the following meanings as used in this report of survey:

APPEARS - Indicates that a very close inspection of the particular system, component, or item was not

possible due to constraints imposed upon the surveyor (e.g. no power available, inability to remove panels,

or requirements not to conduct destructive tests).

FIT FOR INTENDED SERVICE - Service for which is intended by Survey Purchaser (present or

prospective owner).

ADEQUATE - Sufficient for a specific requirement.

POWERS UP - Power was applied only. This does not refer to the operation of any system or component

unless specifically indicated.

EXCELLENT CONDITION - New or like new.

GOOD CONDITION - Nearly new, with only minor cosmetic or structural discrepancies noted.

AVERAGE CONDITION - Denotes that the system, component, or item is functional as is with minor

repairs.

POOR CONDITION - Unusable as is. Requires the replacement of a system for the component or item to

be considered functional.

USE OF *- Use of * in the body of this report will indicate that a footnote may be listed at the bottom of

the page or a finding will be listed in the "Findings and Recommendations" section pertaining to the *items or the use of the text colors red, green, andblue.


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GENERAL INFORMATION

(Short Form)

FILE NUMBER: 11-000129

SURVEY PREPARED FOR: Mr. Stuart Hopewell

_________________________________________________________________________________

NAME OF VESSEL: "Last Chance"TYPE OF SURVEY: Pre-purchase and valuation survey

OVERALL VESSEL RATING: Good Condition

ESTIMATED MARKET VALUE: $441,487.00

ESTIMATED REPLACEMENT COST: $617,500.00

YEAR/MAKE/MODEL OF VESSEL: 2008 Lagoon 420

BUILDER: Construction Navale Bordeaux

YEAR BUILT: 2008

MAKE OF VESSEL: Lagoon

MODEL OF VESSEL: 420

HULL IDENTIFICATION NUMBER: CNB44088J708

OFFICIAL NUMBER: 1213297HAILING PORT: Wilmington, Delaware

STATE VALIDATION STICKER: 18201

STATE REGISTRATION NUMBER: DL7115BZ

OWNER NAME: Bareboat Corporation

OWNER'S ADDRESS: 225 Bayside Road, Wilmington, Delaware 19810

PLACE OF SURVEY: 9954 Heckscher Drive, Jacksonville, Florida 32226

DATE/TIME OF SURVEY: July 29, 2011 from 8:55 am to 6:22 pm

HULL MATERIAL: Fiberglass

HULL TYPE: Displacement

LENGTH OVER ALL: 41.3 feet

BEAM: 24.9 feetDEPTH: 8.3 feet

DRAFT: 4.2 feet

DISPLACEMENT: 26,835 lbs.

PROPULSION SYSTEM: Two Yanmar, four cylinder, 75 horsepower diesel engines

FUEL TYPE: Diesel

FUEL CAPACITY: 79.2 Gallons

AC POWER: 240 / 120 Volts

DC POWER: 12 Volts

FRESH WATER CAPACITY: 92 Gallons

HOLDING TANK: 21 Gallons

INTENDED USE: Recreation

INTENDED CRUISING AREA: Coastal waters of North America


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SURVEY SCOPE & GENERAL INFORMATION

SCOPE OF SURVEY

Report file no: 11-000129.

Inspection date(s): July 29, 2011.

Date of written report: July 30, 2011.

Conducted by: Capt. John Banister, SA.

Requested by: Stuart Hopewell.Purpose of survey: Assess the overall condition and value of vessel for pre-purchase decision making.

Intended use: Recreation.

Vessel surveyed at: Fort George Marina Island, 9954 Heckscher Drive, Jacksonville, Florida 32226.

The haul out and bottom inspection was conducted at St. John's Boat Company

which was located at 9852 Heckscher Drive, Jacksonville, Florida 32226.

Weather conditions: Sunny, warm, and dry with partly cloudy skies.

How survey conducted: The vessel was surveyed both while afloat and while hauled out of the water.

Sea trail: A sea trial was performed as part of this survey. The results are included in the Sea

Trail section.

Electrical systems checked: AC shore power was used to check the AC electrical systems. DC power was used

to check the DC electrical systems.

Moisture checks: A calibrated Electrophysics moisture meter, Model GRP33 was used for moisturereadings referenced in this report.

Sailboat rigging: All standing rigging was installed and checked only at eye level and below unless

otherwise specified.

Other comments: The surveyor is a member of SAMS (Society of Accredited Marine Surveyors),

ABYC (American Boat and Yacht Council), IAMI (International Association ofMarine Investigators), and the NFPA (National Fire and Protection Association).

The surveyor is also ABYC Standards Accredited and a USCG Licensed Master

Captain.

VESSEL CONDITION & VALUE

Condition rating: Good Condition.

Estimated fair marketvalue:

$441,487.00.

Estimated replacement

cost:

617,500.00.

NOTE: The overall vessel condition and value was established after a complete inspection

of stated vessel, the results of which are included in this report of survey. The

estimated fair market value and replacement cost includes all listed auxiliary

equipment. See "Condition & Value Summary" section for additional details.

SURVEY REQUESTED BY

Client name: Stuart Hopewell.

Street address: 1255 Palm Avenue.

City/State/Zip: Boca Raton, Florida 33434.Cellular phone: (561) 555-3034.

VESSEL INFORMATION

Vessel Yr/Make/Model: 2008 Lagoon 420 Sailing Catamaran.

Vessel name: Last Chance.

Hailing port: Wilmington, Delaware.


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Hull ID number

verification:

CNB44088J708.Hull number "088"

State registration no.:

DL7115BZ.

Manufacturer/Builder: Construction Navale Bordeaux.

Vessel description: This is a 2008 model Lagoon 420 sailing catamaran. The Catamaran was designed

by Van Peteghem and Lauriot Prevost. This vessel was the three berth, owner's

version and sloop rigged. The vessel was constructed of FRP (fiber reinforced

plastic) with polyester and vinylester resins that were sandwiched with a balsa

wood and foam core center on the hulls and decks. The vessel was pieced together

with a solid upper and lower hull and bridge deck mold and joined with an overlap

hull to deck joint near the gunnels of the vessel and reinforced with a chemical

bonding compound. Fiberglass tabbing and stainless steel fasteners over a stainless

steel rub were also added for extra strength and protection to the hull to deck joint.

The vessel was powered by port and starboard Yanmar, four cylinder, 75horsepower diesel engines. The vessel can also be propelled by its sloop rigged

sails that have a total sail area of 1101 square feet. Features onboard this vessel

included: Teak and oak wooden interiors, panoramic viewing from inside the main

salon, 6'6" headroom throughout the accommodation spaces, AC and DC electric

power, four Cruisair air conditioning units, pressurized hot and cold water,

fiberglass hard top bimini in the cockpit, electric windlass, autopilot, Raymarine

E120 Chartplotter, AM/FM/DVD/MP3 stereo system, fully battened mainsail withmainsail cover, roller furling, electric Harken two speed winches, cockpit station


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line clutches for rigging, two spare anchors, inflatable dinghy on aft mounted

davits, Spectra water maker, 13.5 kilowatt Cummins-Onan diesel generator, battery

charger, 2000 watt inverter, and a six person SOLAS style inflatable liferaft.

U.S.C.G. Official

Documentation No:

1213297.

Documented use: Recreational.

Documented home port: Wilmington, Delaware.

Documented length: 41.3 feet.

Documented breadth: 24.6 feet.

Documented depth: 8.3 feet.

Documented gross tons: 26 tons.

Documented net tons: 23 tons.

VESSEL SPECIFICATIONSType: Fiberglass.

Length overall (L.O.A.): 41'4"

Beam: 24'7"

Draft: 4'2"

Displacement: 26,835 lbs.

Overhead clearance: 63'3" (fixed mast height).

NOTE: The hull was identified by its imprinted hull number and USCG documentation

number sighted on the vessel. Other documentation was on board verifying the hull

identification number, however the hull identification number was not sighted due

to limited access of the hull identification number. The imprinted hull number of

"088" was confirmed to be hull identification number "CNB44088J708" by

Philippe Lambert, an employee and representative of Lagoon Catamarans inBordeaux Cedex, France. His phone number was +33 (0) 05 55 81 85 50.

SURVEY STANDARDS

Standards followed: This survey was completed using as reference the federal regulations and

amendments issued and enforced by the United States Coast Guard under the

authority of Title 33 and Title 46 of the United States Code of Federal Regulations

(CFR's). In addition the American Boat and Yacht Council (ABYC) and National

Fire Protection Association (NFPA-302) voluntary standards were used as


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reference during the survey. These ABYC and NFPA voluntary standard practices

are generally followed by most vessel manufacturers today.

SURVEY INSPECTION COMMENTS

Comments: All systems and components inspected and described herein are considered

serviceable and/or functional except as indicated in the survey report and

recommendations section. Electronic devices and instruments were checked for

power up only, not for functionality. If a component is not identified in this

report, it was not inspected. "Priority I Recommendations" are related to Safety & Regulatory findings and

are listed inRED in the report.

"Priority II Recommendations" are related to Maintenance & Standards findings

and are listed in GREENin the report.

"Other Recommendations" are findings that are relatively minor in nature and

are listed inBLUEin the report.

It is the nature of marine vessels that deterioration, wear and accidents do occur

and as such, this report therefore represents the condition of the vessel only at

the time the survey was conducted.

EXTERIOR HULL & BOTTOM INSPECTION

HULL EXTERIOR

Construction material:

Fiberglass, with a white gel coat surface.Stem: Solid, no cracks on external inspection. Moisture readings relatively dry (less than

14%).

Side thru hull fittings: Side thru hull fittings were made of stainless steel above the waterline. All thru hull

fittings appeared secure with no leaks sighted.

Rub rail: The rub rail was made of stainless steel and surrounded the outboard sides of the

hulls.

Engine vents: Engine vents were clear and free of obstructions.


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Transom:

The port and starboard transoms were molded swim step transoms. Both transoms

were well secured and had no signs of leaks or delamination. Moisture readings

were less than 14% on each transom.

Boarding ladder: The boarding ladder was sighted on the starboard side transom of the vessel. The

boarding ladder was a three step, stainless steel ladder that could be deployed from

the water as recommended by ABYC.

Hull cosmetics: Hull cosmetics were in good condition with only minor nicks and scratches.

Moisture/Delamination:

All moisture meter readings on the side hulls near the water line and surrounding

thru hull fittings were relatively dry with normal comparative moisture meter

readings that were less than 14%.

Condition summary: Good condition.

HULL BOTTOM

Hull diagram:

Construction material: Fiberglass.


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Bottom paint:

According to the vessel's agent, the vessel's bottom was painted with two coats of

"Sea Hawk" brand, dark blue, Bicop anti-fouling paint (part number: 1230-1) at the

St. John's Boat Company in Jacksonville, Florida in November, 2010. The

anti-fouling paint was in average condition with some mild sea growth sighted

during the haul out.

Stress cracks: No stress cracks sighted in the hull bottom.

Osmotic blistering: No signs of hull blistering (delamination) sighted in the hull bottom.

Blister comments: Delamination (blisters) are an unknown factor on all boats and if not currently

present there is no guarantee that they will not appear in the future. Blisters have a

tendency to dry out over winter storage unless severe or large. Blisters (if any) best

appear after vessel has been in water for an entire season. In addition, thesymptomatic evidence of blistering can be obscured by bottom coatings, a dry

storage period during which blisters spontaneously depressurize, bottom laminate

sanding, and other conditions or actions. Recommend full inspection for blisters

immediately after haul out and power wash. The surveyor has no firsthand

knowledge of the history of bottom maintenance, blistering, repairs or prophylactic

coatings on this vessel.

Moisture/Delamination: The hull bottom had no signs of excess moisture. Moisture readings take from the

inside of the hull were less than 14%.

Grounding damage: No signs of previous grounding damage was sighted.

Strainers/Scoops/Screens: Engine intake strainers were made of bronze and had no signs of damage or

obstructions. All strainers on the exterior of the hull were well secured to the

vessel.Thru Hull fittings: Thru hull fittings below the waterline were made of bronze and well secured to the

hull.


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Grounding plate(s):

The grounding plate was sighted on the starboard side of the hull and was wellsecured to the hull. No signs of leaks or galvanic corrosion was sighted on the

grounding plate.


KEEL

Keel type:

The port and starboard keels on this vessel were made of fiberglass and molded

into the hull. The keels were a shallow shoal keel design and both measured 10'7"

in length at the head of the keel, 6'8" in length at the foot of the keel, and 1'10" in

height from the foot of the keel to the bottom of the hull.

Keel condition: Good condition. Both keels were well secured to the hulls with no signs of

movement or cracks where they were molded in.

PROPELLER(S)/SHAFT(S) / STRUT(S)


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Prop(s) description:

The port and starboard propellers on this vessel were three blade, aluminum

propellers that extended out of the saildrives. The propellers measured 17 inches in

diameter and were well balanced when tested. The propellers had minor nicks on

the propeller blades and were well secured to the shafts. No signs of galvanic

corrosion was sighted on the propellers or shaft where it could be sighted.

Shaft size / material: The port and starboard shafts measured one and a half inches in diameter and was

made of stainless steel. The shaft could only be sighted only outside of the

saildrives near the propeller. No damage was sighted in the shafts where they could

be seen. Shaft bearings appeared to be secured with no signs of leaking inside the

saildrives when inspected.

Condition summary: Average condition.

RUDDER(S)

Rudder type:

The port and starboard rudders on this vessel were spade type rudders and made of

fiberglass. Each rudder was connected by a stainless steel welded aluminum tie bar

for equal turning. Each rudder was connected to a vertical steel rudder post. Each

rudder post extended down into a molded fiberglass tube from the top of the engine

compartments through the bottom of the hull. Each stainless steel rudder post

extended upwards to a fitting that was flush with the underside of the aft decks

where a port and starboard covered stainless steel deck fitting could be removed for

an emergency tiller fitting for manual emergency steering. No leaks were sighted in

the rudder arm assembly during the sea trial.

Rudder alignment/swing: Full rudder swing to both port and starboard showed an equal amount of travel in

each rudder. The rudders were equal in direction while amidships.Condition summary: Good condition.

ANODES


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Shaft:

Collar anodes on both shafts were sighted aft of the propeller on each outdrive.

Each collar anode on each shaft were more than 70% worn. The starboard side

collar anode was missing fasteners and hanging on the shaft itself. The port side

anode was worn at the fastener holes and was loose when tested.

Hull mounted:

One hull mounted anode was sighted on the starboard inboard side of the hull

forward of the escape window. The hull mounted anode was more than 90% worn

and needs to be replaced.

Bonding: Bonding wires were sighted on each saildrive. No bonding wires could be sighted

on the starboard anode due to restricted visibility.

Other notes: Monitor all anodes frequently and replace when they are more than 50% worn.

Anodes are normal replacement items designed to protect the running gear from

galvanic corrosion. Keep spares aboard vessel.

Findings: Recommendations:

All anodes on this vessel were more than 50% worn andin need of replacing. Have a qualified marine technician replace all wornanodes on this vessel.

INTERIOR HULL & STRUCTURAL INSPECTION

HULL INTERIOR & STRUCTURAL COMPONENTS


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Hull to deck joint:

Overlap (Shoe box type), Elastomeric bonding compound with fiberglass tabbing

was sighted in the hull to deck joint and reinforced with stainless steel fasteners

installed though the rub rail. No leaks were sighted in any part of hull to deck joint

area.

Bilge(s): Bilge areas were mostly clean and dry with exception to the bliges amidships on

the port and starboard side that had approximately two inches of water sighted. No

oily bilge water was sighted at the time of the survey in any of the bilges.NOTE:

Whenever you visit your boat, it's a good practice to check the bilge areas for

higher than normal levels of water or anything else that could be causing potential

obstructions of the bilge pump.

Stringers: Hull stiffness was provided by FRP (fiber reinforced plastic) longitudinal stringers

that run the length of the engine compartment. Complete inspection was not

possible due to some limited access. Stringers that were sighted in the engine

compartment and under cabin sole were well glassed into the hull where sighted.

Stringers sounded with hammer where accessible and appeared very sound. No soft

spots, separations, cracks, rotting or splitting was sighted. Limber holes appeared

to be adequately sealed where sighted. Stringers were checked with a moisture

meter where accessible and all readings were relatively dry (less than 14%).

Bulkheads: Athwartships reinforcement enhanced by structural bulkheads bonded to the hull

with FRP. All tabbing appeared serviceable and sound with no cracks or

separations of the tabbing sighted in any of the compartments. No visual evidence

of movement was sighted in any of the bulkheads during the sea trial or whentested.

Stem: Solid stem on both hulls, no cracks or separations were sighted inside the hulls.

Inside of transom: Reinforced and secure. No cracks or separations were sighted.


ALL THRU HULL FITTINGS

Sea valves: Bronze seacock ball valves were installed on this vessel. All seacocks were

operational when tested and well secured to the hull. See hull diagram above for

more information.


Findings: Recommendations:Some seacocks (although operational) were difficult to

turn.

Have a qualified marine technician further inspect these

seacocks for smooth operation. Repair, replace or renew

as necessary. NOTE:All seacocks aboard a vessel

should be in the closed position when the vessel is

unattended. Seacock valves can and will corrode if left

unattended. It is a good practice to turn these seacock

valves regularly to insure the valves are working

properly.


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TOP DECK & SUPERSTRUCTURE

MAIN DECK & FITTINGS

Deck Surface:

Molded, cored fiberglass deck construction (core not sampled). White gel coat with

molded in non skid fiberglass surface.

Moisture/Delamination:

Moisture meter readings were all relatively dry (less than 14%). No delamination

or soft spots were discovered.

Anchor platform: Integrally molded FRP platform with attached anchor roller assembly. Well

secured with no cracks sighted.

Anchor/chain locker: The anchor locker could be accessed from top deck via a hatch and had a hatch

lock. The anchor locker hatch was functional when tested.

Deck pipe: The deck pipe was free of obstructions when tested.

Windlass:

The windlass on board this vessel was a 12 volt / manual "Quick" brand "Antares"

series stainless steel winch (model number AT1012D, serial number 101606). The


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windlass was manually operational when tested. The windlass could be operated

with a 12 volt remote control with extension cord sighted in the aft section of the

anchor locker (model number HRC1002, serial number 103244). This windlass was

wired to only be operational when the engines were powered up for safety. The

windlass was well secured to the deck with backing hardware.

Stanchions/side rail(s): The stanchions on board this vessel were made of stainless steel and well secured

to the deck and surrounded the vessel back to the aft davits. The stanchions

measured 25 inches in height and were constructed of one inch diameter stainless

steel tubing.Lifeline(s): Double lines were made of 1 x 19 stranded stainless steel vinyl covered cable. The

lifeline cables measured 1/4 of an inch in diameter. All lifelines were in good

condition with adequate tension.

Boarding gate: Boarding gates were sighted on the port and starboard sides of the vessel justforward of the cockpit. The boarding gates were secured with two lifelines with

stainless steel quick release snap hooks. The snap hooks were in good condition

and worked properly when tested.

Cleats & fairleads: Horn cleats were made of stainless steel and were all well secured to deck and

functional. Proper backing hardware was sighted on the cleats where they could be

seen.

Cabin (house) to deck

joint:

The cabin house deck joint was molded in to the vessel. No stress cracks were

sighted.Deck hatches:

Deck hatches were well secured, seals were in good condition, and support armswere in place.

Escape hatch(es):

Proper escape hatches over the accommodation spaces and on the interior sides ofthe port and starboard berths were adequate for escape as recommended by ABYC.

The interior hull side escape hatches in the stern berths were solid, non opening

hatches but could be opened with installed stainless steel hammers that were

sighted to be mounted just aft of each escape hatch. The port and starboard interior

hull escape hatches were secure in their frames with no leaks sighted during the sea

trial. The interior hull escape hatches were approximately six inches above the

water line. Each interior hull escape hatch measured 20 x 20 inches. Moisture

readings were less than 10% around the escape hatches.


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Cabin house window(s):

Cabin house windows were made of a tempered glass and were well secured. The

glass panels surrounded the vessel and were installed into the aluminum and

fiberglass frame of the cabin house. No leaks were sighted in the cabin house glass.

Scuppers/deck drain(s): Main deck scuppers drained aft and down through the bridge deck and aft transom

of the vessel.

Grab rail(s): Grab rails sighted on the cabin house top and in the cockpit were made of one inch

diameter stainless steel tubing and were well secured into the fiberglass.

Transom shower: A hot and cold water transom shower was sighted on the inboard side of the

starboard hull transom. The transom shower worked properly when tested.

Other deck fittings:

Stainless steel folding pad eyes were sighted under the bridge deck on the fore and

aft sides of the interior hull escape hatch windows. The padded eyes appeared to bewell secured into the hull. These padded pad eyes are used for passing lines

through them to help escape through the interior hull escape hatch windows or to

secure persons or gear to the underside of the bridge deck in case of the vessel

capsizing.



Some mild corrosion was sighted on the folding pad

eyes on the interior of the port and starboard sides of the

hull.

Have a qualified marine technician further investigate

the corrosion sighted on the folding pad eyes and

possible fasteners to determine the integrity of the pad

eyes. Replace, repair or renew as necessary.

BRIDGE DECK / COCKPITCockpit & Helm seating Cockpit and helm seating was a single stainless steel padded vinyl bench sighted at

the helm station. The helm station was raised up from the aft cockpit on the

starboard side of the vessel and was roomy and easy to move around safely at the

helm station. The helm station seating was secured to the deck and had an adequate

field of view as recommended by ABYC.

Scuppers/deck drain(s): Cockpit drain scuppers were adequate and drained at the aft section of the bridge

deck.


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Cockpit equipment:

A 12 volt "Waeco" brand "RPD-0080" model (serial number 070741440)

refrigerator / freezer was sighted on the starboard side of the cockpit near the helm

station. The unit was functional when tested.

Canvas:

Dark blue enclosable canvas and eisenglass panels covered the FRP bimini top over

the cockpit. The panels could be zippered together and held open with canvas

straps and harware mounted in the bimini overhead. The canvas panels and

eisenglass appeared to be in good condition.

Door(s): The door leading from the cockpit to the main salon was a tempered glass sliding

door that retracted starboard into the bulkhead. The sliding glass door was enclosedin an aluminum frame and connected to a sliding glass window on the port side that

could be opened as well. Both the sliding glass door and window locked properly

and opened easily. No damage was sighted in the sliding door or window that lead

into the main salon.

Storage: There was plenty of locker space under the bench seats in the cockpit on the portside. All locker doors could be secured with stainless steel latching hardware.


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Engine access hatch(es):

Port and starboard engine access hatches were aft of the cockpit near the transoms

of the vessel. The engine hatches could be secured with stainless steel latches.

Fitted wood panels under the engine hatch had to be lifted out in order to gain

access to the engines. The hatches were functional when tested.

Other notes:

The aft deck from the cockpit had a teak deck with teak wood grating for cockpit

and aft deck drainage. The teak deck was in average condition with no damage

sighted in the aft teak decking.


RIGGING & SAIL HANDLING

MAST(S) / BOOM(S)Main mast(s):

The main mast of the vessel was an aluminum "U.S. Spars" brand mast with a

marked reference number of "1001RM177" etched into the mast ID plate sighted

on the starboard side of the mast near the deck. The mast had one spreader that was

sighted 3/4 of the distance up the mast. The mast appeared to be even upon visual

inspection with the mast and spreader set evenly on the vessel. The mast appeared

to be in good condition upon inspection with no signs of damage or corrosion


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sighted.

Mast track: The mast track appeared to be in good condition. No signs of damage were sighted

in the mast track and track cars ran up the mast easily during the sea trial.

Main mast step:

The main mast was deck stepped on to the fore end of the main salon cabin top and

held in place by the standing rigging. The mast step was constructed of stainless

steel with a stainless steel post that went through the cabin top down into the bridge

deck below the main salon. The compression post could not be sighted due to

restricted visibility. The main mast step and main mast post appeared to be well

secured with no signs of damage or loose fasteners found.

Gooseneck(s):

The aluminum gooseneck on the main mast was in good condition and in good

condition. No cracks or damage were sighted on the gooseneck.

Mast sheaves: Mast sheaves appeared to be working correctly during the sea trial. Mast sheave

inspection was limited due to restricted visibility.


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Masthead fittings:

Masthead fitting hardware appeared to be in acceptable condition upon inspection,however inspection was limited due to restricted visibility.

Mainsail furling system:

The mainsail could be neatly stored into a permanently mounted canvas pack at the

boom. The mainsail pack was held into place by nylon straps at the mast and boom

and line tethers at the backstay The mainsail pack could then be zippered up at the

top to protect the mainsail.

Boom(s): The aluminum boom on this vessel was a "Sparcraft" brand boom. The boom and

attaching blocks and sheaves appeared to be in good condition and ran properly

during the sea trial.

FURLING GEAR


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Type:

The roller furling gear was an aluminum and hard plastic "Facnor" brand "LS200"roller furling. The roller furling connected to a small stainless steel bowsprit

sighted at the bow of the vessel between the two hulls. The roller furling measured

55 feet in length and worked properly when tested during the sea trial. The

bowsprit appeared well secured to the hull.


STANDING RIGGING

All Stays & Shrouds:

Stays and spreader shrouds were 1 x 19 stranded stainless steel cable which

measured 1/2 inch in diameter. The cables all had proper tension and no defects or

excessive corrosion was sighted in any of the standing rigging. Terminal ends of

the port and starboard stay cables were locked into the swages that connected to the

turnbuckles with StayLoc style swages and were secure with no corrosion or

damage sighted on them. Port and starboard standing rigging cables were protectedwith a black nylon like covering so inspection of these cables was limited. The

vessel's agent stated all of the rigging had been inspected and tuned within the past

few months.

Cotter pins: Cotter pins were made of stainless steel and were installed and secure on all

turnbuckles.

Backstay: The backstay consisted of the topping lift line secured to the aft end of the boom


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held with tension from the boom traveler on top of the cockpit FRP bimini. The rig

was secure with adequate tension when inspected.

Upper Stays & Shrouds: Upper stays and the single set of shrouds appeared to be secured but could only be

inspected from eye level only. The shrouds appeared to be evenly spaced and level.

No bending or swaying of the upper mast was sighted during the sea trial.

Chainplates: Port and starboard chainplates were made of stainless steel and mounted into the

side of the hull with five stainless steel fasteners. The chainplates were secure and

appeared to be in good condition with no corrosion or damage sighted on the

chainplates. Proper stainless steel cleavis and cotter pins were in place to hold thestanding rigging in place to the chainplates.

Turnbuckles: All turnbuckles sighted on board this vessel were made of stainless steel and well

secured to the chainplates. The turnbuckles had proper cotter pins locked into the

upper and lower threaded rod ends inside the turnbuckles.

NOTE: To insure the complete integrity of the standing rigging, have a qualified marine

rigger fully inspect the vessel's rigging. Recommend a complete and thorough

inspection being conducted by either stepping down the mast or having the

technician inspect the vessel's rigging by going aloft in a boatswain's chair.

HALYARDS

All halyards: All halyards on board this vessel were made of double braided nylon line and all

halyards appeared to be in good condition with no signs of fraying or weakening ofthe lines. The main mast and jib halyards measured 1/2 of an inch in diameter and

ran freely and properly along the sheaves and winches during the sea trail.

SHEETS

Main sheeting:

Main sheet and jib sheet lines were in good condition upon inspection. All of the

sheet lines on this vessel were double braided nylon lines. All sheets measured

from 3/8 - 1/2 of an inch in diameter. The sheet lines were in good condition with

no fraying or weakening of the lines sighted.


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WINCHES

Type / Condition:

The following were the winches sighted aboard; Two "Harken" brand, #46 two

speed winches, one "Harken" brand #44 electric two speed winch, one "Harken"

brand manual two speed winch, and one "Harken" brand #40 electric two speed

winch. All electric winches were powered by 12 volts DC and worked properly

when tested. All winches sighted aboard worked manually at both speeds when

tested. All winches were well secured to the vessel with no damage or corrosion

sighted on them.

OTHER SAIL HANDLING EQUIPMENT

Traveler(s): All travelers sighted on board this vessel worked properly when tested.Rope clutches & cam

cleats:

Rope clutches and cam cleats were functional when tested. No damage was sighted

in the line clutches or cam cleats.


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Blocks:

All line blocks sighted aboard this vessel were "Harken" brand line blocks. Nodamage or corrosion was sighted on any of the line blocks where they could be

seen. All line blocks ran freely when tested during the sea trail.

Backstay adjuster: The backstay adjuster was functional when tested.


SAILS INVENTORY

MAINSAIL(S)

Type of sail(s):

The mainsail was a fully battened "North" brand mainsail. The sail was in average

condition with no significant damage or wear sighted on the sail upon inspection.

FORESAIL(S)

Type of sail(s): The installed jib sail was a "Quantum" brand job sail. The sail had no significant

wear or damage sighted on it and was functional during the sea trial.

SPINNAKER(S)


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Type of sail(s):

The spinnaker was a "North" brand spinnaker that was sighted in a sail bag in the

forward locker of the vessel. The sail was taken out of the sail bag and raised up

the mast and unfurled. The spinnaker had attaching port and starboard sheet lines

that were made of double braided nylon, and a "Code Zero" brand furling. Thehead of this sail had a "Facnor" brand stainless steel swivel latch for connecting to

the spinnaker halyard. The vessel's agent stated that the sail had only been used one

time. The spinnaker appeared to be nearly new and in good condition.

Other notes: The clew, tack, luff, leech, and head sections of each sail were inspected at eye

level only. Each eye where the lines passed through the sails were protected with

stainless steel rings to protect the sails from chaffing. These areas where lines

passed through appeared to be in good condition with no damage, frays or tears

sighted in the rings or sails.

SAILS COMMENTS

Sail inspection note: Recommend all sails be fully inspected by a qualified sail maker to further

determine sail stretch and remaining life left in the sails.

HELM & NAVIGATION ELECTRONICS

NAVIGATION ELECTRONICS


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Helm station:

All electronics for navigation in the cockpit were mounted on cockpit bulkhead atthe helm station.

Compass(es):

The magnetic compass on board this vessel was a "Plastimo" brand "BV0062"

model magnetic compass. The compass appeared to work properly during the sea

trail with almost no deviation sighted during the sea trial.


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VHF radio(s):

The VHF radio sighted on board this vessel were two 12 volt "Raymarine" brand

"Ray240" VHF marine radios with external speakers and distress button features

(one sighted at the helm station and the other at the navigation station in the main

salon). Both radios powered up when tested and could transmit and receive

massages properly.

Autopilot(s): The autopilot on board this vessel was a 12 volt "Raymarine" brand "ST6002"

model 12 volt autopilot system and was sighed at the helm station. The autopilot

worked properly when tested during the sea trail.

Depth sounder(s): The depth sounder was a 12 volt "Raymarine" "ST70" model depth sounder. The

depth sounder powered up when tested and appeared to be working properly during

the sea trial.

Wind : The two wind instruments on board this vessel were two wireless, solar powered,

digital "Tacktick" brand "MN 100-2" model wind direction instruments (one

sighted at the helm station and one sighted at the navigation station). Both units

powered up when tested.

Multi-function

instrument(s):

The navigation system aboard this vessel was a 12 volt "Raymarine" brand "E120"

model digital navigation / chart plotter/ GPS / radar / fishfinder / depth sounder

unit. The unit featured a color display with 3D chart imaging, radar overlay, and

multi screen functions for navigation. The unit powered up and appeared to be

working properly during the sea trial.

ENGINE INSTRUMENTS AND CONTROLS

Throttle and shift controls: The throttle and shift controls were dual port and starboard Morse like throttle

controls. The throttle controls both worked properly forward and backwards.

Engine alarm shutdown: Engine alarms worked properly when tested.

Engine status: Sensor lights for battery, hot water, oil pressure, and high water pressure were

sighted on the helm station for the port and starboard motors. These lights powered

up when the engines were started. Analog water pressure gauges were sighted in

the port and starboard engine compartments. The gauges appeared to be working

properly when the engines were running.

Volt: A digital volt meter for the batteries was sighted on the DC electric panel. The

digital volt meter powered up when tested.


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Tachometer(s):

Port and starboard engine tachometers were sighted at the helm station. The engine

tachometers appeared to be working properly during the sea trial.


OTHER ELECTRONICS AND CONTROLS

Antenna(s): All antennas appeared to be well mounted and serviceable for their units.

Bilge pump switches: Bilge pump switches were sighted on the DC panel in the main salon of the vessel.

The switches were properly fused as recommended by ABYC.

Courtesy lights: Deck courtesy lights were sighted on the main mast and two lights were sighted on

the overhead of the bimini. All of the lights worked properly when tested.

High water alarm: High water alarms were sighted in the bilges amidships in the port and starboardhulls of the vessel. The high water alarms were "Rule" brand "Rule-A-Matic"

series float switches. The float switches and high water alarms worked properlywhen tested.

CABIN INTERIOR APPOINTMENTS

MAIN SALON

Style:

The main salon was contemporary designed and was located in the bridge deck in

the main cabin space forward of the aft deck.

Sole: The sole in the main salon and hull decks were made of black African Wenge

wooden plates. The African Wenge wood decking was in good condition.

Headliner: The headliner in the accommodation spaces were made of vinyl and fiberglass in a

plank like design. The vinyl and fiberglass overhead was in good condition.Bulkheads: Bulkheads were made of fiberglass with wood panel coverings. The bulkheads

appeared secure and in good condition.

Water intrusion signs: No significant water intrusion signs were sighted in the main salon.

Curtains: Curtains in the main salon were made of tan fabric mounted on tracks and could be

opened and closed. The curtains covered every window in the main salon.


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Navigation station:

The navigation station was sighted in the main salon on the port forward side of the

salon. The main salon was made of wood and had a built in pivoted bench on a

stainless steel frame.

Salon furnishings: Salon furnishing included built in benches and an "L" shaped dinette in the center

of the main salon.

Cabin fans: There were two 12 volt "Hella" fans sighted in the main salon in the fore section of

the salon. Both fans worked properly when tested.

Condition: Good condition.

ENTERTAINMENT ELECTRONICS

Stereo(s): The stereo on board the vessel was a "JVC' brand "KD-DV5400" modelAM/FM/CD/MP3 stereo system. The stereo was wired into four six inch "VDO"

brand 100 watt stereo speakers in the main salon and two speakers sighted in the aft

deck. The stereo powered up when tested.

Television: A "Sony" brand, 120 volt flat screen television was sighted in the aft starboard

corner of the main salon. The viewing screen was a 30 inch plasma flat screen. Thetelevision powered up when tested.

GALLEY

Location: The galley was sighted in aft section of the main salon. The galley had a large "L"

shaped white counter top with a stainless steel sink with pressurized hot and cold

water. The galley had overhead wood finished cabinets and under sink cupboards

for extra storage.Stove: The stove was an "Eno" brand, three burner propane stove and oven. All stove

burners and oven were functional when tested.

Refrigeration:

The refrigerator was a 12 volt "Vitrifrigo" brand refrigerator with freezer (model

number C130LDX06, serial number 7270590). The refrigerator was functional.

Microwave: A 120 volt "Hamilton Beach" brand microwave was sighted on the starboard side

of the galley. The microwave powered up when tested.


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Other appliances: A "Vitrifrigo" brand ice maker was sighted on the port forward side of the galley

(model number C110 BT BNT, serial number 7210855). The ice maker was

functional when tested.

BERTHS / STATEROOMS

Berths:

This vessel had a total of three berths on board. One large master aft berth was

sighted in the port aft side of the hull. The other two berths were sighted in the aft

and forward sections of the starboard side hull. The port and starboard sides of the

hull each had a lounge area forward of the aft berths with a padded fabric sofas on

each side. All three of the berths had mattresses that could comfortably sleep twopersons in each berth.

HEAD(S)

Number/Location:

There were three heads aboard this vessel. Two heads were sighted on the port and

starboard fore ends of the hulls and one head was sighted in the starboard hull just

forward of the aft berth. All heads had hot and cold pressurized water, a shower,

and a sink. All heads had proper drainage and lighting.

Toilet(s): There were three toilets on board this vessel (one in each head). Each toilet was a

12 volt "Jabsco" brand porcelain toilet, with exception to the starboard side afthead which could be manually flushed. All toilets worked properly when tested.


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AIR CONDITIONING

Manufacturer & Type:

There were four 115 volt AC air conditioning units sighted on this vessel. Two

were sighted in the port side of the hull and two were sighted in the starboard side

of the vessel. All four units powered up when tested. All four units were all

"Cruisair" brand units. The first unit was sighted under the port aft berth (12,000

BTU unit, model number SXF12/2-417A-RMT, serial number 64485066). The

second unit was sighted in a locker in the port hull aft of the forward head (18,000

BTU unit, model number SXUF18/1-HV-417A-RMT, serial number 72957744).

The third unit was sighted under the starboard side aft berth (7000 BTU unit,

model number SXUF7/2-HV-417A-RMT, serial number 70787556), the fourth unitwas sighted under the forward starboard side berth (7000 BTU unit, model number

SXUF7/2-HV-417A-RMT, serial number 70787522).


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Temp Controls:

Air conditioning replay switches were sighted in the starboard side hull justforward of the aft berth.

Hoses & connections: Hoses and connections were well secured, no leaks were sighted in the air

conditioning systems when inspected.

Raw water cooling pump: The air conditioning raw water pump sighted in the starboard aft berth was a 115

volt "Dometic" brand "PML 500L" pump. The pump was functional when tested.

ELECTRICAL SYSTEMS

D.C. ELECTRICAL SYSTEMS

D.C. Voltage system: 12 Volt system.

Primary batteries:

The primary house batteries on this vessel were eight, six volt, "Lifeline" deep

cycle marine, AGM batteries (absorbed glass mat). The eight house batteries were

wired in four sets of series circuits into a "Xantrax" brand "Freedom Marine 20"

series battery charger / inverter. The house batteries were also wired into a

"PowerPulse" brand battery maintenance system which minimizes sulfation build

up in the batteries and allows faster charging. All of the house battery banks were

properly secure in their position with battery trays and nylon straps as

recommended by ABYC. The batteries were charged at 12.6 volts when tested



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Starting batteries:

There were three starting batteries aboard this vessel. In the port aft hull under the

aft berth was an individual 12 volt battery in a battery box that was secured to the

deck. The battery was designated to start the port engine. The battery was

functional when tested. In the starboard hull under the aft berth in a battery box

was a "Tudor" brand 12 volt battery. The battery was designated to start the

starboard side engine. The battery was functional when tested. Forward of this

battery under the aft berth deck plate was another battery box that contained an

"Odyssey" brand 12 volt battery (model number 31-PC2150) that was designated to

start the generator. All starter batteries were dry cell batteries. All battery boxes the

contained these starter batteries were well secured to the deck. All batteries on

board this vessel were connected to 4 AWG battery cables and were adequate sizedcables for power distribution.

Battery selector switch: A "Blue Sea Systems" rotary battery switch was sighted near the house batteries in

the starboard side of the vessel under the aft berth. A battery switch panel for the

engine starting batteries was sighted under the port side berth at the wood panel on

the fore end of the berth. Both battery switches were functional.

Charging system: The charging system for the house batteries was through a 120 volt "Xantrex"

brand "Freedom Marine 20" series, 110 amp / 2000 watt battery charger / power

inverter that was sighted under the starboard side berth. The unit powered up when

tested. The starter batteries were charged with a "Xantrex" brand "Truecharge2"

series, 60 amp battery charger that was sighted in the starboard side engine

compartment. The unit powered up when tested.


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Distribution panel:

The AC/DC breaker panel was sighted on the aft bulkhead on the starboard side ofthe main salon. The panel had digital and analog power gauges and a digital tank

level indicator on the panel. The panel had small rocker buttons for electric lights

and machinery and charging indicator / control panels for the batteries. The entire

control panel appeared operational when tested.

Breaker(s)/fuse(s): All DC circuits were adequately protected by branch breakers.

Connectors: Ring spade or crimp on connectors were sighted for wiring connections.

D.C. wiring: All wiring runs were properly secured every 18 inches per ABYC E-11

recommendations.

DC Electrical ground: The DC electrical system was properly tied into vessels electrical ground system

using the engines as the common ground.

Other notes: Note: For 12 volt systems, a fully charged battery reads 12.7 Volts, 75% charged

battery reads 12.4 Volts, 50% charged battery reads 12.2 Volts, 25% chargedbattery reads 12.0 Volts and a discharged battery reads 11.9 Volts or less. Check

battery condition frequently.



House batteries did not have any non-conductive

material on the battery posts on the positive or negative

terminals.

Have a qualified marine technician install

non-conductive material over the battery terminals at

their connections to prevent accidental arching of the

terminals as recommended by ABYC E-10 and E-11.

A.C. ELECTRICAL SYSTEMS

A.C. Voltage system: 50 Amp, 110 Volt system.

Wiring Problem: No AC wiring issues were discovered on this vessel.Shore power breaker: Shore power breaker switches were sighted in the starboard side engine

compartment and were functional.

A.C. power selector

switch:

All AC power switches were sighted at the AC/DC power panel.

Distribution panel(s): Yes combined with DC power panel.

Branch breakers: All AC circuits were adequately protected by branch breakers.

Reverse polarity indicator: Functional and outlets tested OK for proper polarity.

Wire type: Stranded copper boat cable size and rating, where sighted, appeared correct and


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serviceable for its intended use.

Wiring secured: All wiring was secured every 18 inches per ABYC and NFPA recommendations.

Wire terminations: AC wiring was properly terminated. No wire nuts or loose connections were

sighted.

Anti-chafe protection: Anti-chaffing protection was sighted at all compartment pass thru locations where

they could be seen.

A.C. Electrical ground: The AC electrical system was properly tied into vessels electrical ground system

using the engines as the common ground.


GENERATOR

Location/Manufacturer:

A "Cummins-Onan" brand, four cylinder, diesel powered generator was sighted

under the port side bench locker in the forward section of the aft deck (modelnumber MDKBM-5865913, serial number G070077640).

Kilowatt/Voltage rating: 13.5 Kilowatts.


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Hour meter:

427.1 hours.Generator test: The generator started up and ran properly when tested. The generator supplied

118.2 volts AC of continuous power when tested. Adequate raw water discharge

was sighted while the generator was running.

Type of installation: Installed on the deck with raised rubber engine mounts. All mounts appeared

secure.

Hoses and clamps: All hoses and clamps appeared to be in good condition with no leaks sighted. The

raw water sea strainer for the generator appeared to be clean and free from debris

and obstructions. Belts on the generator had good tension and adequate deflection

when tested.

Cooling system(s): The generator was fresh and raw water cooled.

Oil level and condition:

The oil level on the generator was adequate. The oil appeared to be in average

condition with no foreign substances sighted in the oil when checked.

Fuel supply lines: Fuel supply lines leading to the generator were USCG approved A1 fuel lines.Engine ground cable: The generator was properly grounded.

Ventilation: The compartment the generator was in was adequately vented.

Warning labels: Proper warning labels were sighted on the generator as recommended by ABYC.


LIGHTNING PROTECTION

Main grounding

conductor:

6 AWG copper strip wiring bonded from the back stay cable chain plate to the hull

bottom via the grounding plate was sighted for the lightning protection system. The

lightning protection wiring also bonded together with vessel at the mast and at the


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port and starboard standing rigging chainplates. This lightning protection system is

within the standards recommended by ABYC.

PROPULSION SYSTEM

MAIN ENGINE(S)

No./Type/Cylinders:

The port and starboard engines on board this vessel were two "Yanmar" four

cylinder, 75 horsepower diesel engines (model number 4JH4-TE).

Serial no(s):

Port engine: E11410, Starboard engine: E11411.

Engine(s) hours:

Port engine: 1265.9 hours, Starboard engine: 1276.7 hours.

Hoses and clamps: Hoses and clamps were properly clamped with no leaks sighted during the sea trial.

Belts had proper tension with adequate deflection on both engines.

Cooling system(s): Raw water / fresh water cooled.


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Oil level and condition:

Oil level on both engines were adequate. The oil appeared to be in good condition

and appeared to be recently changed. No foreign substances were sighted in the

engine oil on both engines when checked.

Fuel supply lines: Fuel supply lines leading to both engines were USCG approved A1 fuel lines. The

lines appeared to be in good condition.

Engine mounts and beds: Engine mounts appeared to be well secured to the support stringers.

Engine ground cable: Engines are properly grounded together with a proper size conductor cable.

Other notes: Both engine fuel lines had inline "Racor" brand fuel / water separator filter

canisters installed in each engine compartment. The fuel in each fuel / water

separator filter appeared to be in good condition.

The port and starboard sea strainers were clear of debris and appeared

unobstructed.

It is good practice when buying a used vessel that all fluids (engine and

transmission) be changed and the raw water cooling impellers also be changed.

As stated in the Terms and Conditions agreement, It is understood that the

attending surveyor is not an engine/transmission surveyor. As such, I recommend

that all diesel engines and transmissions be inspected by a qualified engine

surveyor/mechanic to determine the internal condition of the engines,

transmission gears, and pumps, heat exchangers, coolers, etc.


EXHAUST SYSTEM

Discharge location(s): Wet exhaust locations for the vessel's engines and generator were via the port and

starboard aft quarters of the vessel (the generator's exhaust was through the port

side aft quarter).

Piping/Clamps: All wet exhaust piping were double clamped where they could be seen as

recommended by ABYC. No leaks or water tracks were sighted.

Exhaust manifold: No cracks or water tracks sighted. Appears to be in good condition as sighted.

Muffler(s): In line mufflers were sighted on the vessel's engines and generator.


TRANSMISSION(S)


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Manufacturer/Model:

The two transmissions in the port and starboard outdrives were "Yanmar" brand

"SD50-4T" saildrive transmissions that were sighted aft of the vessel's engines. The

saildrives were designed as a constant mesh gear with a cone clutch configuration.

Serial no(s):

Port transmission: T0144-07, starboard transmission: T0145-07.

Gear ratio: 2.32 / 2.32.

Fluid level and condition:

Fluid levels on both transmissions were at an adequate level. the gear oil appeared

to be in average condition. No foreign substances in either transmission weresighted in the gear oil when checked.


STEERING SYSTEM

STEERING SYSTEM

Type: The rudder steering system was via a manual hydraulic / 12 volt power assist

steering system. The hydraulic steering ram arm was sighted in the port side engine


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compartment and turned two rudder posts connected with a welded stainless steel

tie bar for even rudder turning. The hydraulic power assist was supplied by a 12

volt "Raymarine" brand motor sighted to be mounted in the port side engine

compartment that aided with the autopilot. The steering system worked properly


Lines and fittings: Lines were made of flexible rubber with copper threaded fittings. The lines and

fittings appeared to be in good condition with no corrosion sighted. No leaks were

sighted in the hydraulic system where it could be seen.

Pressure/reservoir tank: The pressure / reservoir tank was unable to be sighted.Mounting(s): Mountings appeared to be secure and adequate where they could be sighted. No

loose fittings were sighted during the steering inspection.


TANKAGE

FUEL TANK(S)

No & Location:

Two fuel tanks were sighted (one each) behind the aft berths in the port and

starboard hulls, aft of the battery compartments. Both fuel tanks appeared to be

constructed of a marelon like plastic and appeared to be in good condition.

Tank type & capacity: Both tanks were "Bonar" plastic tanks had both tanks had a total rated holding

capacity of 79.2 gallons.

Manufacturer' s label(s): The USCG required label was imprinted and sighted on both fuel tanks.Fuel supply lines: Fuel supply lines were USCG type A1 fuel lines. The fuel lines were in good

condition with no signs of cracks or excessive wear.NOTE: Most fuel hose

manufacturers now recommend fuel hoses be replaced every five years. This is

more important with the introduction of ethanol into gasoline as hoses can and do

deteriorate from the inside. The date of manufacture is imprinted on all USCG

approved fuel hoses. Consider replacing all flexible fuel hoses every five years as a

part of routine maintenance.

Diesel return line(s): Fuel return lines were USCG Type A1 return lines. No cracks, soft spots or

splitting sighted.

Shut off valve(s): Inline shut off valves were sighted at both fuel tanks. All shut off valves worked

properly when tested.

Vent line/location: Vent lines for both fuel tanks were sighted at the fuel tanks and vented over theport and starboard aft quarters of the vessel on the outboard sides near the gunnels.

Fill line(s) located: Fuel fill lines were sighted at the port and starboard inboard sections of the port

and starboard transoms.

Fill pipe & condition: The fill pipes were made of stainless steel and were threaded and secure in place.

Fuel fill grounded: Unable to be sighted on each fuel deck fill.

Tank(s) secured: Tanks were properly secure on a flat surface and secured into the deck with nylon

straps.

Inspection/cleaning access: Proper cleaning and inspection access could be made to the tanks.


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Tank(s) condition: Good condition, no leaks sighted.

Other notes: The fuel levels could be checked by visually inspecting the tanks or via a digital

fuel tank gauge sighted on the DC panel in the main salon.

FRESH WATER TANK(S)

No & locations of tanks:

A total of two marelon water tanks were sighted below the port and starboard decks

in both hulls (two mounted below the decks in each hull). These tanks appeared to

be the only tanks that were supplying potable water to the vessel.

Tank(s) type & capacity: No brand was sighted on the water tanks, the total capacity of the two water tanks

was 92 gallons.

Tank(s) secured: The water tanks were secured with nylon straps and on a flat surface.Inspection/cleaning access: Access to the tanks were easy to get to by removing large wooden deck plates.

Tank(s) condition: All tanks appeared to be in good condition. The vessel's agent said the starboard aft

water tank was empty and the fill line was removed due to a crack in the underside

of that tank. That tank was empty at the time of survey.

Water pump(s): Pressurized water was made available via two 12 volt "Shurflo" brand water

pressure pumps sighted under the port hull deck plate near the bilge and in a

forward locker near the watermaker. The water pumps were automatic pressure

pumps and both worked properly when tested.

Tank Monitor System: A digital tank monitor system was sighted on the DC power panel in the main

salon.

Supply lines: Supply lines were made of reinforced flex plastic hose. No leaks were sighted.

Shut off valve(s): Pressurized shut off valves for the fresh water were sighted under the port and

starboard hull decks near the bilge pumps.

Filling line(s) located: Fillings lines for the fresh water (also referred to as "potable water") was sighted in

deck fills amidships of the port and starboard hulls on the main deck. See hull

diagram.

Shore fresh water inlet: A quick connect fresh water inlet connection was sighted at the starboard outboardside of the transom. The quick connect appeared to be in good condition. it was not

tested as part of this survey.NOTE: Be sure that dockside water pressure is turned

off when the boat is unoccupied for any length of time. A leaking hose or other

water system malfunction could cause serious damage to the vessel or possibly sink

the vessel at its assigned slip.

Condition summary: Average condition.Findings: Recommendations:

The starboard aft water tank was unusable due to a

crack under the tank as reported by the vessel's agent.

Have a qualified marine technician further inspect this

tank. Replace, repair or renew as necessary to make the

tank functional.

HOLDING TANK(S) - BLACK WATER


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Marine Sanitation Device:

Certification Type: MSD USCG Type III (Holding tank). The waste tank was

connected to the deck waste fitting for pump out.

No & Location of tanks: One "Bonar" brand marelon type black water tank was sighted in the port side hull

aft of the head in a locker cabinet. The tank appeared to be in good condition with

no leaks sighted.

Tank(s) type & capacity: The tank was an upright plastic tank held in place with a nylon strap. The tank's

rated capacity was 21 gallons.

Inspection/cleaning access: Proper cleaning access could be made easily to this tank by opening the cabinet

door.

Y valve(s) installed: An inline "Y" valve was installed below the black water tank just below the portside deck plate. The valve was secured with a plastic zip tie and was not tested.

Vented loop(s): The tank and black water lines were above the vessel's waterline and a vented loop

was sighted in the system.

Other notes: The vessel's black water tank could be drained by simply opening the black water

tank valve and allowing gravity to empty out the tank though the discharge line and

out the seacock under the water line.



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WATER HEATER

Tank location:

A stainless steel 120 volt AC marine hot water tank was sighted below the port side

aft berth deck forward of the starter battery box. The hot water tank was a "Quick"

brand "Nautic Boiler" series hot water tank / heater. The hot water tank had a rated

capacity of 11 gallons. The hot water tank appeared to be in good condition with no

signs of leaks or damage. The hot water tank / heater was functional when tested

and delivered hot water to all hot water locations on the vessel.

Pressure relief valve(s): The hot water tank had a pressure relief valve sighted on the inboard side of the

tank.

Drain fixture(s)/plug(s): The hot water tank had a manual drain fixture sighted on the inboard side of the

tank.

Supply lines: Hot water supply lines were made of flexible synthetic hot water hoses.Heat exchanger hoses: Hot water could be supplied to the hot water tank via the heat exchanger from the

port engine. The heat exchanger hoses appeared to be in good condition where

sighted. No cracks or leaks were sighted.

Tank(s) secured: The hot water tank was secured to the compartment by two stainless steel straps

held in place with a bottom mount. The tank was secure in its place when tested.

Inspection/cleaning access: Inspection and cleaning access could be made by lifting the aft berthing deck plate

away to expose the hot water tank.

Ignition protected: Yes, the water tank / heater is a marine type and ignition protected.


LPG (PROPANE) TANK(S)


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No & location of tanks:

Two LPG tanks were sighted in a designated locker on the port side of the aft deck.

The LPG tanks powered the port side aft deck grill and the galley propane stove

and oven. The LPG tanks appeared to be in good condition with no corrosion or

damage sighted on them. The LPG locker was properly ventilated, had a rubber

seal at the top of the LPG locker, and the locker could be closed and secured to

properly hold the two LPG tanks in place as recommended by ABYC A-1.

Tank type & OPD: Aluminum alloy.

Regulator(s): The regulator was an appropriate LPG regulator.

Pressure gauge(s): Pressure gauge was installed and holds pressure when main gas valve was turned

off indicating no leaks in the system. NOTE:Always retest for leaks when

removing or refilling LPG tank.

Shut off valve(s): LPG shut off valves were sighted at the tank tops. In addition a 12 volt LPG

electrical solenoid shut off valve switch was available in the LPG locker and was

wired into the DC panel in the main salon. The solenoid shut off valve was

functional when tested.

Warning label(s): Proper LPG gas warning labels were sighted under the LPG locker tank lid and on

the LPG canisters.


WATER MAKING SYSTEM

Type:

The water making system on board this vessel was a 12 volt "Spectra" brand

watermaker. The watermaker was sighted in the middle forward locker space under

the fore deck just forward of the main salon. The watermaker was rated at 14 GPH.

The unit powered up but could not be thoroughly tested due to the unit being"pickled" according to the vessel's agent.

Inspection/cleaning access: Access could be made to the watermaker via an escape hatch the lead to the locker.

Water supply lines: Plastic, clear flexible water supply lines were attached to the water maker. Noevidence of leaks were sighted on the watermaker or attaching lines.

Condition summary: Average condition.


The water making system was "pickled" and could notbe thoroughly tested.

Have a qualified marine technician thoroughly go overthe water making system to insure the entire system is


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working properly with no leaks. Due to the high water

pressure the watermaker produces, it is important to be

sure this system is working properly and water supply

lines are holding securely before getting underway.

SAFETY EQUIPMENT

U.S.C.G. REQUIRED

Navigation lights: All USCG required navigation lights were working properly on this vessel.Life Jackets(PFD's):

The following USCG approved life jackets were sighted on board: Five type II

PFD's and four type III PFD's.

Throwable type PFD's: A total of four USCG approved type IV PFD's were sighted on board this vessel.

Visual Distress Signals:

A total of four USCG approved "Orion" brand signal flares were sighted on board

this vessel. The signal flares appeared to be in good condition and were current.

The expiration date on all of the flares was December, 2012. NOTE: All visual

distress signals have a printed expiration date three years from date of

manufacture. It is recommended that expired signals be retained for backup. You

must have at least three aerial or three red hand held signals that are current.

Sound devices: A push button air horn was sighted aboard the vessel.

USCG placards: Proper USCG discharge of oil and MARPOL garbage placards were sighted and

posted on board this vessel.

Engine ventilation: Proper natural ventilation in both engine compartments were sighted on this vessel.

Inland Navigation RuleBook:

A copy of the USCG Navigation Rules was sighted on board this vessel.

Waste Management Plan: A written waste management plan was not sighted on board this vessel.


No written waste management plan was sighted on

board this vessel.

Vessels over 39'4" (12 meters) or longer with a galley

and berthing that are ocean going (more than three miles

beyond the boundary line) require a written waste

management plan describing the procedures for

collecting, processing, storing, and discharging garbage


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and designate a person who is in charge of carrying out

this plan. This is USCG required. See CFR 33 151.57

for more information.

FIRE FIGHTING EQUIPMENT

Dry Chemical Size II:

A total of six fire extinguishers were sighted on board this vessel. All six of the fire

extinguishers were "Kiddie" brand USCG approved type ABC fire extinguishers.

All fire extinguishers were properly charged when inspected.


None of the fire extinguishers sighted on board had tags

on them showing records of last inspection.

ABYC A-4 and NFPA 302 recommends that fire

protection systems be inspected and reweighed at one

year intervals and tagged accordingly. Recommend

compliance to insure the fire extinguishers will be

working properly in case of a fire.

BILGE PUMPS

ELECTRIC PUMPS:

There were a total of six bilge pumps sighted on board this vessel. Four of the bilgepumps were sighted amidships in the port and starboard hulls of the vessel near the

ladders to the bridge deck (under the hull deck plates). The other two bilge pumps

were manual bilge pumps that were sighted behind the lounge seating in the aft

cockpit. The four electric bilge pumps sighted in the port and starboard hulls (two

in each hull) were 12 volt "Rule" brand bilge pumps with built in float switches.

Two were below in the lower bilges on the port and starboard sides of the hulls.

These bilge pumps operated automatically when rising water activated the float

switches. The other two electric bilge pumps were approximately ten inches higher


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and were high water alarm bi

2008 42' lagoon sample survey

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