Client: Removed for privacy
Date of report: November 11th 2008
Our file #: xxxx
This inspection was performed upon the request of the client listed above on November 10th 2008 while the vessel was hauled. The captain and the broker attended.
Builder: The Willard Co.
Doc. #: Removed for privacy
Model/type: Cruising cutter
HIN: Removed for privacy
Length: 55’ *
Name: Removed for privacy
Draft: 6’ *
Hailing Port: Removed for privacy
Beam: 14’ 6” * Weight: 57,000 lbs. (travel lift’s scale)
* listing specifications Displacement: 45,000 lbs. *
HULL & STRUCTURE
Keel & bottom: Molded fiberglass construction, unknown core, molded keel, internal ballast (unknown material), blue anti-fouling paint, 15,000 lb. ballast *
Topsides & transom: Molded fiberglass construction, apparently cored – unknown core, hull has horizontal flange which deck is mounted upon with vertical mechanical fasteners, transom stern, white with blue boot stripe, rub rail
Decks & superstructure: Molded fiberglass construction, unknown core, beige superstructure
Deck hardware: Stainless steel bow rail, stainless steel stanchions, double lifelines, two foredeck and one cabin top forward hatches, wood toe rails, stainless steel stern rail, three aft deck hatches, fair leads and cleats aft
Longitudinals/stringers: Fiberglass engine bearers
Athwartships/bulkheads/frames: Plywood bulkheads
Layout/interior components: Center cockpit with raised sides (open aft) and bench seats, helm to port forward, large aft deck with tender chocks to port, raised cabin forward of cockpit is pilothouse top. Companionway to starboard of centerline leads from cockpit down to saloon/pilothouse. Saloon has dinette to port aft, helm to port forward and galley to starboard in saloon. Down steps to starboard aft from saloon is aft cabin with bench seat on both sides and convertible sofa/sleeper forward. Aft is head with separate head compartment to port, shower to starboard and door aft of shower leading to engine room aft. Forward from saloon and down steps is cabin with bunk berths to starboard, forward is head with head to port and forward from head is cabin with V-berth and second pilot berth to port, with third head below berth forward.
Bilge: Holding minimal water and fuel
Comments: The vessel was inspected while hauled and afloat. The hull bottom and keel were visually inspected and randomly sounded. The hull bottom and keel are in good structural condition. The age of the anti-fouling paint is unknown. It exhibits satisfactory coverage. There are blisters on the hull bottom. They were not counted but there are approximately twenty blisters over 1” diameter on the port side. There are more blisters to port than starboard and there are more on the keel than on the hull bottom. Several were probed; some originate within the paint but most originate within the laminate. The blisters range in size up to 2” in diameter. There appear to be prior blister repairs on the hull bottom, visible by shallow indentations. There is an area on the leading lower edge of the keel which exhibits a difference in paint, an indication of a possible prior repair. The hull sides and transom were visually inspected and randomly sounded. The hull sides and transom are in good structural and cosmetic condition. There is no visible hull identification number (HIN) on the hull or transom. The deck and superstructure were visually inspected and randomly sounded. The deck and superstructure are in good structural and satisfactory – good cosmetic condition. There is a small group of vertical cracks on the starboard side of the superstructure at a “hard spot”. The teak cockpit deck is weathered. There is a crack in the cap rail to port aft below the stern rail stanchion; the crack has been repaired. The deck hardware including safety rails, mooring devices and hatches was visually inspected and most hatches and the port lights were opened and closed. Overall the deck hardware is in satisfactory condition. The port aft engine room port light has a broken fastener and the starboard forward engine room port light has a twisted fastener. Many of the deck hatches are missing fasteners, particularly at the hinges. Some of the port light hardware is stiff. The starboard aft cleat is bent. The gaskets for the hatches and port lights are aged. The inflatable tender is low on air. The structural reinforcements including the stringers and bulkheads were visually inspected and randomly sounded. The structural reinforcements appear to be in “as-built” condition. The interior cabin spaces are neat, clean and orderly. The interior of the vessel is in good cosmetic condition. This survey is not a mould inspection. The bilge is holding a moderate amount of water. The origin of the water is unknown. The limber hole chain is detached. There is cracked interior wood below the starboard saloon windows; this appears to be water damage. No documentation number was seen affixed to a structural member of the vessel. There are termites and there is termite “kickout” below the forward berth’s cushions. There is an apparent partial submersion line approximately 2’ from the bottom of the fuel and water tanks; the line is also visible on the bulkhead forward of the tanks.
Summary: Satisfactory – Good
Main engines: Perkins model 6.354, 120-hp *, hours unknown (9,000 – 9,999 on upper meter and 7394 hours on inoperative meter in cockpit)
Engine application: Diesel, inboard, 6-cylinders, freshwater cooled, V-drive
Serial Number: Removed for privacy
Transmission: Velvet Drive model AS1-71C, ratio 1:1, serial number X, Walter V-drive (apparently – no visible tag)
External/peripherals: Suitable application, satisfactory installation, refrigeration compressor, plastic remote coolant reservoir
Engine controls: Hynautic hydraulic controls, exterior and interior stations, dual lever controls
Exhaust systems: Wet system, flexible hoses, fiberglass water lift muffler, metal riser in engine room, transom discharge
Propulsion gear/shaft logs: Bronze packing land, 3-blade feathering bronze propeller, stern tube, 1.75” diameter stainless steel propeller shaft
Steering system/rudder ports: Wagner hydraulic steering, single actuator, grease packed gland, large stainless steel rudder port, exterior and interior stations, fiberglass encased keel hung rudder (unknown core)
Ventilation: Engine room blower
Generators: 5 KW Northern Lights, model M643-SN, 2305-hours on meter
External/peripherals: Suitable application, satisfactory installation, soft sound enclosure
Through hulls & components: Bronze through hulls, bronze ball valves (several different types of valves), not bonded
Location of through hulls as visible in travel lift slings: Port – two aft, one amidships at waterline, two forward, three transducers forward, Starboard – three forward, transducer forward, one forward of amidships, two amidships – one with screen, six aft – three with screens
Seawater systems: Reinforced hoses, double clamped connections
Bilge pumps: Manual pump in aft cabin bilge, electric/automatic submersible in aft cabin
Comments: The engine and transmission were visually inspected and tested during a sea trial. The client had the engine and transmission inspected by a mechanic, please refer to the mechanical survey report for greater detail as to the condition of the machine systems. The external surfaces and peripheral components of the engine and transmission appear satisfactory. There is a water leak at the combination exhaust manifold/heat exchanger. There is a fuel leak at the fuel injection pump. There are crystalline deposits externally on the V-drive; there is limited accessibility to the V-drive (without removing a cover). There is chafe damage on a raw water hose in contact with the starboard forward motor mount. There is moisture inside the cockpit tachometer. The pilothouse hour meter did not move during the sea trial. Wide open throttle per the tachometers was 2200 – 2300 rpms. The engine controls functioned normally. The exhaust system is properly arranged and installed. The propulsion components including the propeller, propeller shaft, stern tube and shaft seal were visually inspected. The propeller was percussion tested and spun with a fixed object adjacent to the blades. The propeller shaft was visually inspected in the stern tube and observed while underway. Overall the propulsion components are in satisfactory – good condition. The length of propeller shaft extending beyond the stern tube is greater than the “rule of thumb” length (1.5 x the diameter of the propeller shaft). The steering system was visually inspected and test operated. The steering system functioned normally. The engine room blower was energized. The generator was visually inspected, test operated and loaded. The generator functioned normally. The through hulls were visually inspected and the valves were manipulated. The through hulls are in satisfactory – good condition. Several through hulls have been replaced. The seawater systems were visually inspected and most components were tested. Overall, the seawater systems are in satisfactory condition. There is a raw water hose to starboard of the engine that is cracked externally. There is a white hose below the fuel filters which is stained from fuel leaking on the hose. There is corrosion on a fitting near the engine’s sea strainer; this fitting may be for an emergency bilge pick up; however the captain was unaware of its purpose. There is corrosion on hose clamps near the V-drive. There is a rusted hose clamp on the aft shower sump and there are stains on the hose. A hose below the forward sink is significantly cracked. The electric bilge pump was energized with its float switch. The manual bilge pump was not tested. The generator was visually inspected, test operated and loaded. The generator functioned normally. Water is leaking at the exhaust hose connection to the muffler. There is corrosion on the back of the generator. There is a long section of unsupported generator exhaust hose. The generator would not start from the remote pilothouse control. There is a disconnected, small diameter hose below the steps to the aft cabin. This may be a condensate drain hose from the refrigeration units; it was not traced. There is condensation dripping from the refrigerator compressor. The client stated that the 15-hp Nissan outboard engine on the specification sheet is in the shop for service.
Fuel: 50-gallon aluminum day tank to port of engine, two deck fittings to port amidships, two metal tanks in saloon bilge – 300-gallons
Fill & vent: Not seen
Feed & return: Flexible hoses, Dahl filters
Water: Deck fitting to port amidships, two metal tanks in saloon bilge, 250-gallon capacity *
Holding: 80-gallon total capacity, plastic tank to port forward in aft cabin locker, deck fittings to port amidships and forward, plastic tank to port forward
Comments: The fuel system including the tanks, fill, vent, feed and return lines was visually inspected as installed. Where visible the fuel system components are in good condition. The condition and age of the fuel (and water) and the integrity of the tanks (fuel, water and holding) is beyond the scope of this survey. Please consider filling all tanks for a simple, practical test of their integrity. The fuel filter bowls are not clear. They are cloudy and have perhaps been painted. There are apparent fuel leaks near the fuel filters and there is a fuel leak at the injector pump for the engine, allowing fuel to accumulate in the engine room bilge. There is a fuel leak at the port fuel tank’s lower sight tube valve. The water pressure system functioned normally. There are several unlabelled deck fittings; the captain reports that the deck fitting beside the fitting labeled water is a second water fill. The unlabelled fitting aft is reportedly unused. We did not open the unused fitting to determine if the fitting is plugged. The hand water pump in the galley did not pump water; its source is unknown. Accuracy of tank level gauges is beyond the scope of this survey.
AC system: 30A/125V outlet to starboard aft in cockpit, shore power cord, 110/120 volt system
DC system: Two 12-volt wet cell (6D) batteries in boxes forward of tanks, 12-volt wet cell battery to starboard of engine
Wiring: Multi-strand wires
Circuit protection: Main distribution panel to starboard in engine room has main AC circuit breakers, branch AC & DC circuit breakers, two AC ammeters, AC frequency meter, AC & DC voltmeters and AC source selector switch, second panel at pilothouse has three battery switches, three DC ammeters and one voltmeter, branch DC circuit breakers, G.F.C.I. outlets
Comments: The electrical system including the shore power cord, shore power inlet, batteries, wiring, circuitry components and circuit protection equipment was visually inspected and most components were tested. Overall the electrical system is in satisfactory condition. Damage remaining from the apparent partial submersion is beyond the scope of this survey; however no significant problems were seen during the survey process. The partial submersion line was discovered near the end of the survey. The condition of the batteries is beyond the scope of this inspection. Several of the engine room lights are inoperative. The wind speed display in the cockpit is illegible. The speed logs are not registering speed. The foredeck floodlight is inoperative. The port spreader light is inoperative. None of the G.F.C.I. outlets would trip with my tester. An electric (light) switch outside of the aft head is stiff. I could not illuminate the light in the aft shower. One of the lights in the aft cabin is inoperative. The aft windlass is inoperative. There are unlabeled switches including switches at the cockpit helm. The weather fax is out of paper and was not tested. One of the chart lights is inoperative. The small inverter is not secure; it has AC wires plugged into it and run to two outlets. Several lights in the tank room are inoperative and two lights in the forward cabin are inoperative.
SAFETY AND LIFE SAVING
Portable fire extinguishers: Dry chemical in engine room – all tagged 7/07, pilothouse and two forward
Fixed fire system: Fireboy CG2-700 – tagged 7/2007
Flotation devices: Several different types
Horn/distress flares: Electric hailer, current flares aboard
Navigational/anchor lights: Separate side lights, stern light, masthead/steaming light, all around/anchor light
Anchor & ground tackle: Chain and line rode, Navy anchor in aft engine room bilge, 60 lb. CQR anchor on bow, 60 lb. CQR anchor aft
Other equipment: Emergency tiller handle, radar reflector, life sling, Gale Rider sea anchor
Comments: Safety equipment for fire fighting protection appears satisfactory – good; the extinguishers were all inspected and tagged in July 2007. Personal flotation devices appear minimal. Current distress signal flares are aboard. A suitable sound signaling device was seen. The navigational lights are properly arranged, installed and functional. I did not determine if lights atop the mast are installed or functional. The stern light is inoperative. The ground tackle including the anchors and rode was visually inspected as installed and appears satisfactory. The bow anchor is secured to the bow roller with a bolt and nut; the bow anchor was not dropped and recovered during the survey. The entire length of the anchor rode was not inspected and should be inspected prior to use. The listing sheet includes an EPIRB; no EPIRB was seen aboard the vessel. The vessel is currently equipped with a coal burning stove, coal emits carbon monoxide and there is no carbon monoxide alarm aboard the vessel.
LP GAS SYSTEMS
Tanks: Three tanks in starboard cockpit seat locker, ventilation system not inspected
Devices: Pressure gauge, reducing regulator, electric solenoid valve, galley range
Comments: The LP gas system including the tanks, tank locker devices and galley range was visually inspected and the galley range and electric solenoid valve were tested. Overall, the installation of the LP system is satisfactory. The vessel is not equipped with a propane or carbon monoxide alarm. I did not ignite and test the lower oven burner. The igniter on the range is weak. I did not inspect the ventilation system or drain for the tank storage locker.
Mast & rig type: One aluminum keel stepped mast, aluminum boom, two sets of aluminum spreaders, cutter rig, “deck plate” welded to mast at deck level
Standing rigging: Multi-strand wires, apparently epoxy filled end fitting tubes, forestay inner forestay, one lower, one intermediate and one upper shroud per side, backstay, running backstays
Hardware: Two Barient # 28 self tailing winches at helm (starboard electric), two Barient # 32 self tailing winches in cockpit, boom crutch, Hood in mast electric furling unit, Hood roller furling head sail assembly, Harken MK III roller furling stay sail assembly, five Barient # 24 winches on mast, two Lewmar # 16 self tailing winches on boom, nine spinlock locking cam cleats
Sails: Roller furling head sail, roller furling staysail, roller furling main sail, spinnaker pole, storm sail (not opened)
Comments: The mast and associated rigging were visually inspected from the deck level only. The mast and associated rigging is likely original. This survey is not a rig survey; a rig survey is available at your request. The vessel was taken on a sea trial and sailed during the survey. The sails and standing rigging are likely original. The sails exhibit age related wear and tear. The running rigging exhibits age related wear and tear. The boom mounted winches are stiff. Wire is wrapped around the rope winches on the mast. There is corrosion on the end of the boom. There is damage to the clew of the main sail; apparently from rolling it into the mast.
Navigational & operational electronics: Ritchie Powerdamp compass, Signet System 1500 wind instrument, Com Nav NX2 autopilot, Wagner model 150 rudder angle indicator, B & G Focus multi-function device, Furuno DFAX weather fax, Horizon Maxi VHF, Micrologic Explorer loran, Sea 106 HF transceiver, Trimble Nav Trac XL GPS, Signet System 1500 wind instrument, Raytheon Ray 350 loud hailer, Raymarine ST60 + tridata, Com Nav NX2 autopilot, Furuno FCR 1010 radar, Signet MK75 knotlog
General equipment: Engine room lights, ASC marine desalinator, two electric fuel pumps, engine drive (DC activated) refrigeration compressor, water pressure pump, raw water wash down pump, Torrid MV-17 water heater with heat exchanger, stern electric windlass, tools and spares, Stat Power True Charger 10 battery charger, generator instruments include temperature, oil, volts and hours, windscreen, bimini top, exterior engine instrumentation includes tachometer, volt, temperature and oil, spreader lights, foredeck floodlight, two foredeck vents, anchor roller, two cabin top vents, Nillson electric windlass, insulated backstay, aft head has separate shower and head enclosures, head sink, vacuum head, waste Y-valve, holding tank level indicator, aft shower sump collector and pump, charcoal burning heater, portable vacuum, waste discharge switch (port locker in aft cabin), fold out bed in aft cabin, cabin fan, aft cabin has two bench seats and desk, stern anchor roller, transom boarding ladder, “soft patch” in deck above engine, cockpit seats and cushions, tender chocks to port on aft deck, Avon rigid hulled inflatable with HIN AVB76882B989, Magma flopper stoppers, boom extension (lifts tender), inclinometer, refrigeration and freezing units, Cuisinart food processor, Sunbeam toaster oven, Force 10 Marine 3-burner LP gas range, rudder angle indicator, lower helm engine instrumentation includes tachometer, oil, water temperature, volts and hour meter, AC refrigeration compressor, West Marine 40-amp battery charger, 700-watt inverter forward, waste Y-valve, forward shower sump collector and pump, forward head sink, forward vacuum head, two ship’s clocks and barometers, manual head forward
The vessel was designed by C. William Lapworth and was built for Mr. & Mrs. Howard W. Wright Junior. Mr. Wright is deceased and Mrs. Wright is the current owner. The vessel was launched on April 30th 1983. The maintenance history was not obtained. The vessel is structurally sound. The vessel was reportedly cruised across the Atlantic and into the Mediterranean. The vessel has an unusual design and layout, with the engine aft and a V-drive configuration. No disclosure statement was obtained regarding any known problems with the vessel or any significant events in the vessel’s history, such as submersions, collisions, fires etc… A partial submersion “waterline” is visible on the tanks. The waterline was discovered near the end of the survey, the vessel was not re-inspected after the discover of this waterline and potential exists for damage below the waterline in other areas of the vessel. A cursory re-inspection revealed very little additional submersion damage.
Overall Summary: Satisfactory – Good
ACTUAL CASH VALUE $220,000
NEW REPLACEMENT VALUE $900,000
The actual cash value is the value that our research approximates the selling price of this vessel should be, at the time and place of our inspection. Consideration is given to vessel’s condition, geographic location, published listings and guides, comparable sales and listings, and market conditions. The new replacement value is the cost of this or a similar, new vessel, comparably equipped. The investment is the reported investment including purchase price and significant upgrades. No values include maintenance costs, storage or tax.
Standard Form Key: All systems are rated based upon their appearance, ratings include: Not examined, Not applicable, Faulty, Marginal, Satisfactory, Good, Excellent.
1. Service the port light and hatch hardware and seals as necessary. Install fasteners in the hatches where fasteners are missing, particularly at the hinges.
2. Display the hull identification number per federal regulations.
3. Display the documentation number per federal regulations.
4. Re-inspect the vessel with respect to the partial submersion line; particularly pay attention to mechanical and electrical components which may have been damaged and address appropriately.
5. Eliminate the termites from the forward cabin area; clean termites and kickout from below the forward berth cushions to allow detection of any future infestations.
6. Service to eliminate the exhaust and water leak at the generator’s exhaust hose connection to the muffler.
7. Replace the cracked raw water hose to starboard forward of the engine, which exhibits external cracks. All hoses were not traced and inspected during the survey.
8. Service to eliminate the fuel leak at the fuel filters; replace the stained and stiff white hose below the fuel filters.
9. Remove the corrosion from the fitting near the main engine’s sea strainer; inspect and service as necessary. If this device is designed to be used as an emergency bilge water pickup, provide a suitable hose and pickup for this function.
10. Service to eliminate the fuel leak at the engine’s fuel injector pump.
11. Service the V-drive which exhibits external salt crystals.
12. Replace the corroded hose clamps on cooling water hoses near the V-drive, inspect hoses and fittings and address any deficiencies.
13. Replace the chafed damaged cooling water hose which is damaged from contact with the starboard forward motor mount. Provide chafe protection or re-route the hose to prevent a repetition of this damage.
14. Replace the exterior tachometer that exhibits internal moisture.
15. Replace the pilothouse hour meter or service it and prove it properly functional; it did not move during the sea trial.
16. Service to eliminate the water leak from the engine’s exhaust manifold/heat exchanger.
17. Provide adequate support for the generator’s exhaust hose.
18. Service and prove the generator’s remote start switch functional.
19. Replace the significantly cracked hose below the forward sink.
20. Service and prove all engine room lights properly functional.
21. Service or replace the illegible wind speed display in the cockpit.
22. Service and prove the knotmeters and speed logs functional.
23. Assure that the G.F.C.I. outlets are properly functional or replace them.
24. Replace the stiff electric (light) switch outside the aft head.
25. Service and prove the aft windlass properly functional.
26. Label unlabeled switches including switches at the exterior helm and the foot switch in the aft head.
27. Properly secure the inverter, upgrade the inverter if/as desired.
28. Either clean or replace the fuel filter bowls so that they function as designed and to allow the fuel to be inspected through the bowls.
29. Assure that the unused deck fill fitting is plugged to prevent filling it.
30. Service to eliminate the fuel leak at the port fuel tank’s lower sight valve.
31. Clean the fuel from the bilge to allow detection of any future leaks.
32. Service and prove the stern light properly functional.
33. Provide and install carbon monoxide alarms; have an alarm in each living area.
34. Provide an alternate device to secure the bow anchor to allow it to be deployed without the use of a hand tool, a nut and bolt are currently in use.
35. Bring aboard the EPIRB; per the listing specifications.
36. I strongly encourage the installation of a propane alarm.
37. Modify the halyard so that wires do not wrap around the rope winches.
38. Replace the running rigging, which exhibits age related damage as necessary.
39. Have the sails inspected by a qualified sail maker; repair or replace as needed.
40. Repair the damage to the main sail’s clew.
41. Assure that the vessel is equipped with suitable personal flotation devices for each passenger and its intended usage area. This survey is not a determination of suitability for safety components for a cruising application, including life raft, jack lines, harnesses, MOB lights, first aid kits etc…
1. Clean the corrosion from the end of the boom, inspect and address appropriately.
2. Free up and service the winches including the boom mounted winches which are stiff.
3. Service and prove the igniter for the galley range properly functional.
4. Determine if lights atop the mast are suitable and functional, address if/as needed.
5. Service and prove the galley hand water pump functional.
6. Service and prove the various inoperative lights including two lights in the forward cabin. One chart light, one light in the aft cabin, port spreader light, foredeck floodlight, several lights in the tank room and a light in the aft shower.
7. Provide and install paper and prove the weather fax functional if/as desired.
8. Upon return of the outboard engine, prove it properly functional.
9. Provide a mechanism for capturing the condensation from the AC refrigerator compressor.
10. Determine the function of the disconnected small tube below the steps to the aft cabin and address appropriately.
11. Monitor the propeller shaft as it has more than the accepted amount of shaft extending from the stern tube, address if/as needed.
12. Replace rusted clamps on the hose near the aft shower sump pump. Service to eliminate any weeps and prove the sump pump functional.
13. Service as a result of the corrosion on the back of the generator.
14. The inflatable tender is low on air, service if/as necessary.
15. The starboard aft cleat is bent; replace if/as necessary.
16. Address the weathering of the teak cockpit deck as desired or as necessary.
17. Upon next haul out address the paint disturbance on the lower leading edge of the keel.
18. Upon next haul out consider repairing the blisters on the hull bottom or monitor and repair as needed.
19. Address the damage to the interior wood to starboard in the saloon below the windows. Assure no water leaks exist.
20. Re-attach the limber hole chain and spring.
21. The following components were not tested or inspected; boom lift for tender, water maker, engine driven refrigeration, bimini top, sump pumps, waste discharge (briefly energized), deck washers, HF transceivers, all functions of electronics.
This survey sets forth the condition of the vessel and components, as specifically stated only, at the time of inspection and represents the surveyor’s honest and unbiased opinion. The submitting of this report should not be construed as a warranty or guaranty of the condition of the vessel, nor does it create any liability on the part of Christian & Company or the individual surveyor. No part of the vessel was disassembled or removed and no assumptions should be made as to the condition of concealed components. Specifics were obtained from sources available at the time of inspection and are believed correct, but are not guaranteed to be accurate.
Christian & Company, Marine Surveyors, Inc.
________________________________ November 11th 2008
By: Mr. Kells Christian, Surveyor Date
S.A.M.S. – A.M.S. # 301