The following is an example of a Pre-purchase Survey completed for the buyer of a similar 47′ catamaran.
Client: Mr. and Mrs. Lucky Date of report: June 10th 2008
Address: Removed for privacy Our file #: 08 – 26220
This inspection was performed upon the request of the client listed above on June 5th & 6th 2008 while the vessel was hauled and while afloat in Fiji. The current owners attended.
Builder: Voyage Yachts Inc. Doc. #: removed for privacy
Model/type: Mayotte/catamaran sloop HIN: removed for privacy
Year: 1996 Engine # & MFG.: (2) Yanmar
Length: 46.6 ’ * 47′ LOA Name: removed for privacy
Draft: 3’ 6” * Hailing Port: removed for privacy
Beam: 27.2” * Weight: unknown
* listing specifications Displacement: 19,180 lbs. *
HULL & STRUCTURE
Keel & bottom: Molded fiberglass construction, reportedly foam cored, fiberglass bridge deck with aluminum cross members fore and aft, fiberglass keels (unknown ballast material or weight), blue anti-fouling paint.
Topsides & transom: Molded fiberglass construction, reportedly foam cored, white with blue and “Miami Dolphin’s” green boot stripes.
Decks & superstructure: Molded fiberglass construction, reportedly foam cored, white, nonskid deck surface.
Deck hardware: Port and starboard bow rails, stainless steel stanchions, double life lines, cleats, fiberglass hard top with stainless steel supports for a cockpit cover, hardtop over bridge deck, trampoline, two foredeck hatches, four forward hull hatches, two bridge deck top hatches, two cockpit deck hatches, grab rails, teak aft platform.
Longitudinals/stringers: Some interior liner, fiberglass construction, unknown core.
Athwartships/bulkheads/frames: Fiberglass encased, unknown core, balsa visible forward in port foredeck locker.
Layout/interior components: Catamaran, engines in separate compartments aft, separate lockers forward, trampoline, two storage lockers forward of mast, cockpit has helm to starboard, sliding doors between cockpit and bridge deck, starboard hull has head aft, cabin forward of head, small cabin inboard amidships, cabin forward with head forward, port hull has cabins with heads forward and aft and galley amidships.
Bilge: Holding minimal water and oil in starboard engine room.
Comments: The vessel was inspected while afloat and while mostly dry on a sand bar at low tide. The hull bottom and most of the keels were visually inspected and randomly sounded. The hull bottom and keels are in good condition. The aft end of the starboard keel has fiberglass damage; this was only visible while the vessel was afloat, not while the vessel was on the sand bar. The hull sides and transom were visually inspected and randomly sounded. The hull sides and transom are in good structural and satisfactory cosmetic condition. The HIN is not visible on the transom; the vessel has a small “pad” for a HIN but no HIN is displayed. There is damage on the port hull aft; a small area near the sail drive was patched while the vessel was dry. There is a crack on the inboard side of the port hull transom and miscellaneous damage in this area. There is a gelcoat (apparently) crack by the junction between the aft port hull and the bridge deck. There is paint on the underbody amidships and there is an unfair area on the starboard side of the underbody. The current owner stated that he is not aware of any repairs in this area during his ownership. There is damage to the material on the interior of the hulls at the trampoline fasteners. This unknown material is compressed about the fasteners with significant stress cracks. The current owner has moved the fasteners and reinforced some with backing plates internally. The deck and superstructure were visually inspected and randomly sounded. The deck and superstructure are in good structural and satisfactory cosmetic condition. There are miscellaneous spider cracks about the deck. There is a visible gelcoat repair about the starboard stainless steel cockpit hardtop support. There is cosmetic wear on the deck to starboard aft near the top of the swim platform. There is an anomaly forward in the starboard transom locker; it is circular, its cause and significance is beyond the scope of this survey. We did not access the life raft locker below the cockpit table. 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. Several of the deck hatches are crazed. There is a crack in the port transom locker hatch. Hardware for much of the deck hatches is missing; some of the components are loose. The structural reinforcements including the hull liner and bulkheads were visually inspected and randomly sounded. The structural reinforcements appear to be in “as-built” condition. There is a cut out in the reinforcement member in the starboard bilge amidships, below the sole. There is a crack in a structural reinforcement member below the galley sole, inboard and forward. We did not “dig out” the starboard mid-cabin. There is a crack in the galley countertop. The engine room insulation is failing. The interior cabin spaces are neat, clean and orderly. This survey is not a mould inspection. The bilge is holding minimal water; the origin is unknown.
Main engines: Two Yanmar model 3JH4E, 29.4 KW @ 3000 rpms, 37-hp ** (3JH4F **)
Engine application: Diesel, inboard, 3-cylinders, freshwater cooled, sail drives, 885 & 1061-hours on hour meters
Serial Numbers: S – E03082, P – E03760
Transmissions: Sail drives by Yanmar, no identification tag visible
External/peripherals: Suitable application, satisfactory installation, plastic remote coolant reservoirs
Engine controls: Push/pull cables, single lever controls
Exhaust systems: Wet system, flexible hoes, two plastic mufflers per engine, hull side aft discharges
Propulsion gear/shaft logs: Yanmar sail drives, model and serial number no visible
Steering system/rudder ports: Cable/quadrant system, bronze packing glands, two blade bronze Flex-o-fold propellers, fiberglass encased skeg mounted rudders
Ventilation: Engine room blowers
Generators: 6 KW Northern Lights, model M673L – 6 KW, serial number 6732-324460 (difficult to read), 2603-hours on meter
External/peripherals: Suitable application, satisfactory installation
Through hulls & components: Bronze sea cocks, bronze through hulls
Location of through hulls as visible on a sandbar: Port – Dynaplate, five aft, four amidships, two forward of amidships, two forward, Starboard – three aft, three amidships, one forward, two forward of amidships.
Seawater systems: Reinforced hoses, single and double clamped connections
Bilge pumps: Rule 500 electric/automatic in both engine rooms, manual pumps to port and starboard in cockpit, Rule 1500 electric/automatic in starboard hull.
Comments: The engine and transmission were visually inspected and tested during a sea trial. This survey is not a mechanical survey; please consult with a qualified mechanic for greater detail as to the condition of the machine systems. The current owner stated that he installed the engines new in the spring of 2007 and the sail drives were installed new in the fall of 2006 in Islamorada, Florida. A cold start was not witnessed. The external surfaces and peripheral components of the engine and transmission appear satisfactory. There is oil in the starboard engine room. There is fluid by the aft injector of the starboard engine. The mechanical kill cables for the previous engines are disconnected. One was seen lying beside the starboard engine and one reportedly remains in the port engine room. There are salt crystals on top of the port engine and aft. The current owner stated that this is from a leak through the port transom shower fitting; which is not well sealed. The engine controls feel somewhat stiff. The exhaust system is properly arranged and installed. There is staining below the starboard engine’s exhaust discharge fitting and one of two hose clamps is missing at the hull side connection. The propulsion components including the propellers and sail drives were visually inspected. Overall the propulsion components are in satisfactory condition. The sail drive’s oil is at the end of its service life. I could not remove the port sail drive’s oil dipstick. There is a general state of corrosion on the inboard side of the port engine room. This also could be from the leak through the shower fitting. The steering system was visually inspected and test operated. The steering system functioned normally, however the steering is somewhat stiff. The port steering cable is chafing on an inboard fitting. The bottom of the port quadrant touches its outboard stop fastener. The starboard rudder stops are disconnected. There is lateral play visible on the top of both rudder posts while the steering is turned. The engine room blowers have been disconnected electrically. The loaded wide open throttle of the engines was 2900 to port and 3000-rpms to starboard per the vessel’s tachometers. The generator was visually inspected, test operated and loaded. The generator functioned normally. Overall, the generator appears satisfactory. There is minor rust staining on the generator’s exhaust discharge fitting. There is some staining on the generator’s sea strainer and it is not well secured. The through hulls were visually inspected and the valves were manipulated. The through hulls are in satisfactory condition. Several of the through hull valves were stiff and I could not move them. The through hull in the port aft head has a broken valve handle. The seawater systems were visually inspected and most components were tested. Overall, the seawater systems are satisfactory. The waste discharge hose in the starboard aft cabin bilge has a discolored end and it is single clamped at the hose connected. The electric bilge pumps were energized with their float switches. The manual bilge pumps were not tested.
Summary: Satisfactory – Good
Fuel: Stainless steel tank (apparently) in starboard foredeck
locker, 130 gallon capacity **
Feed & return: Unlabeled flexible hoses, two Racor fuel/water separator filters with vacuum gauge, valves on tank and by filters
Water: Stainless steel tank (apparently) in port foredeck locker, tanks integral in both hulls amidships, 260 gallon capacity **
Holding: Fiberglass tank in starboard hull bilge and port hull bilge
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 emergency fuel shutoff valve’s handle is broken from the valve. The water pressure system functioned normally. The starboard swim platform shower is inoperative.
AC system: One 50A/125/250V inlet to starboard of helm station, two 50-amp shore power cords, AC source selector switch, 110/120-volt system
DC system: Battery switch, one 12-volt and four 6-volt wet cell batteries below starboard aft berth and port aft berth, 12-volt system
Wiring: Multi stranded wires
Circuit protection: Main distribution panel to starboard aft in bridge deck saloon, AC & DC panels, branch circuit breakers at panel and in locker below panel, AC voltmeter, AC ammeter
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. The shore power inlet was not used. Overall the electrical system is in satisfactory condition. The condition of the batteries is beyond the scope of this inspection. The water heaters’ heat exchangers are not connected to the engines. The Tri-data instrument’s display is damaged and is difficult to read. There is no cover on the AC refrigeration compressor. The forward air conditioners did not function. The aft air conditioners appeared to function however the temperature of their output was not tested with a thermometer. A circuit breaker for the forward air-conditioners tripped. The port spreader light is inoperative. The Autohelm GPS display at the navigation station has been disconnected. The port foredeck locker light is missing. The sump pump in the starboard aft head is not secured. The starboard amidships air-conditioning water pump is not secure. A light in the port aft cabin is inoperative. The current owner reports that the sump pumps function on the float switches but only the starboard aft manual switch is functional.
SAFETY AND LIFE SAVING
Portable fire extinguishers: Two 5 lb. dry chemical units, four 2 ½ lb. dry chemical units
Fixed fire system: None
Flotation devices: Two (2) Horseshoe buoys
Horn/distress flares: Current flares aboard, hailer horn
Navigational/anchor lights: Separate side lights, masthead/steaming light, stern light
Anchor & ground tackle: Two CQR type anchors, chain and line rode
Other equipment: Emergency tiller handle, MOB pole, Viking Rescu You 6UKL life raft tagged 2008, 406 MHz EPIRB (07/2010), escape hatch on hull bottom
Comments: Safety equipment for fire fighting protection appears satisfactory; most of the extinguishers are current. Personal flotation devices appear satisfactory for near coastal use. Current distress signal flares are aboard. A marginally suitable sound signaling device is aboard, it was not tested. The navigational and anchor lights are properly arranged, installed and functional. The ground tackle including the anchor and rode was visually inspected as installed and appear satisfactory. The entire length of the anchor rode was not inspected and should be inspected prior to use. The life raft has current certification and the EPIRB has a current battery.
LP GAS SYSTEMS
Tanks: Three tanks, two tank dedicated locker forward of starboard foredeck locker
Devices: Reducing regulator, pressure gauge, selector valve, electric solenoid valve, galley range, rail mounted BBQ grill
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. A third tank used for the BBQ grill is currently unsecured in the starboard foredeck locker. The current owner stated they generally secure this tank to the port stern rail, near the BBQ grill.
Mast & rig type: One aluminum deck stepped mast (Spar craft), aluminum boom, two sets of aluminum jumper struts
Standing rigging: Multi-strand stainless steel wires with mechanical and swage end fittings, forestay, one upper and one intermediate shroud per side, two sets of jumper shrouds and struts
Hardware: Profurl roller furling head sail assembly, Lewmar locking jam cleats, two # 52 self tailing and four # 46 self tailing winches, boom vang
Sails: Dacron main with six full battens and two reef pints, spinnaker with sock, jib (ripped)
Comments: The mast and associated rigging were visually inspected from the deck level only. The mast is likely original. The current owner stated that the standing rigging has been replaced; the prior owner replaced the forestay and likely replaced the upper shrouds. The current owner replaced the intermediate shroud to starboard in the recent past. The current owner stated that a recent marine survey for insurance purposes detected a small crack in the swage fitting for this shroud. The rig was not inspected aloft. The jib was ripped at the time of inspection and was not used during a sailing sea trial; the main sail and spinnaker were used during the sea trial. Overall, the sailing system components are satisfactory. The boom to mast gooseneck fitting is not proper; the pin is much smaller than the hole, which has no bushing. The aft sheet connection on the boom has chafed through its bushing and the welded fitting is “oval-ed” and the associated fitting to port on the hardtop has a pin wearing in the fitting.
Navigational & operational electronics: Raymarine ST70001+ autopilot, Raymarine C80 chart plotter, Autohelm wind and tridata instruments, Ritchie Powerdamp compass, ICOM IC-M504 VHF, Thrane & Thrane TT-3626 CM Inmarsat-C satellite phone and TT-3606E message terminal, Furuno radar, Autohelm GPS (not connected), Vitel cellular telephone, Iridium satellite telephone, HP printer, Toshiba lap top computer
General equipment: Two boarding ladders, transom shower, engine room engine instruments include hour meter and oil psi. (not in use), two Force 10 406011 water heaters, genset sea strainer, Village Marine water maker, solar panels, TV antenna, two antenna posts, spreader lights, foredeck floodlight, double anchor rollers, cockpit spears, pedestal helm chair, cockpit bench seat and table, rail mounted LP gas grill, aft davit chocks, Lofrans 2-direction electric windlass, Bauer Oceanus air compressor (not tested), pedestal helm chair, generator instrumentation includes temperature, oil, volt and hour meter, Pioneer DEH-P3800 MP stereo/CD, JBL amplifier, Wempe ship’s clock and barometer, heart interface Link 2000 inverter controller, Xantrex Freedom 25 inverter, AC & DC refrigeration, bridge deck dinette and settee, electric head, manual pump in head, head sink and shower fixture, two waste Y-valves, three Whale Gusher electric water pumps, two Marine Air air-conditioners aft, water pressure pump, manual waste discharge pump, two sump collectors and pumps, Lavac head, Jabsco manual head, two air-conditioners forward, Samsung microwave oven, double galley sink, 4-burner LP gas range, second Lavac head to port forward
The vessel is a fiberglass composite sailing catamaran manufactured in Cape Town, South Africa. The vessel’s original name was “removed for privacy” with the original official number – removed for privacy (currently used as the hull number). The current owner purchased the vessel in October 2005 in Fajardo, Puerto Rico from a short term owner. The current owner was the first to document the vessel with the U.S. Coast Guard. He stated that the vessel was originally custom built; the listing specifications state there were “occasional crewed charters”. The current owner replaced the engines and sail drives. The current owner cruised the vessel from Florida to its current location in Fiji. The current owner disclosed no knowledge of any significant events in the vessel’s history, such as submersions, collisions, fires etc… The current owner disclosed that the starboard swim platform shower was disconnected and the forward sump pump float switch is not functional. The vessel is basically structurally and mechanically sound and suitable for its intended purpose as an offshore cruising vessel.
Overall Summary: Satisfactory – Good
ACTUAL CASH VALUE – $370,000
NEW REPLACEMENT VALUE – $900,000
INVESTMENT – $358,000
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. Repair the hull interior about the trampoline fasteners; modify as necessary to prevent a repetition of the damage.
2. Repair the apparent gelcoat stress crack at the junction between the port hull and the bridge deck aft; monitor this location for any further cracks and address appropriately.
3. Address the missing or loose hardware components including deck hatch supports, latch receivers etc… as necessary.
4. Repair the crack in the galley countertop as desired.
5. Repair the crack in the reinforcement member below the galley bilge, inboard and forward.
6. Repair the damage on the aft end of the starboard keel.
7. Properly complete the repair to the hull near the sail drive on the port hull and repair the crack on the inboard edge of the port transom.
8. Service to eliminate the apparent leaks from the starboard engine’s and generator’s exhaust connections to the hull side. Replace the missing hose clamp at the engine’s exhaust hose connection.
9. Clean the oil from the starboard engine room bilge; service if/as necessary to eliminate any leaks.
10. Clean the fluid on top of the starboard engine aft; the current owner believes this is anti-corrosion spray building up. Removal of the fluid will allow detection of any leaks.
11. Service the steering system, as necessary to eliminate play in the rudder posts, reconnect the starboard rudder stop, eliminate the port steering cable contact with the inboard fitting and eliminate contact between the port quadrant and its outboard stop.
12. Service the sail drives as necessary including changing the sail drive lubrication.
13. Free up and prove all through hull valves properly functional.
14. Remove staining on the generator’s sea strainer; service to eliminate any weeps or leaks and assure the sea strainer is properly secure.
15. Remove the salt crystals from aft on the port engine. Address the general condition of corrosion inboard in the port engine room. Eliminate any leaks through the port transom shower fitting.
16. Address the stiff steering controls as necessary.
17. Assure that the waste discharge hose in the starboard aft cabin bilge is suitable for continued use; cut back or replace the hose as necessary and double clamp the hose.
18. Replace the through hull valve in the port aft head, which currently has a broken handle. Reconnect the engine room blowers as necessary or desired.
19. Service or replace the Tri-data instrument display which is difficult to read.
20. Service the air-conditioners and prove them all properly functional.
21. Secure the sump pump in the starboard aft head.
22. Secure the starboard amidships air-conditioner pump.
23. Replace the valve or handle on the emergency fuel shutoff valve.
24. Address the gooseneck fitting that currently has a pin that is much smaller than the hole, machine and install a bushing or otherwise repair so the pin and the hole fit snugly. 25. Repair the fitting aft on the boom for the sheet which has chafed through the bushing.
26. Service or replace the fitting to port aft on the hardtop for the main sheet, which exhibits wear at its pin.
27. Install the new jib and assure it furls properly.
28. Secure the propane tank, which is currently not secure.
29. I strongly encourage the installation of a propane alarm and a carbon monoxide alarm for the vessel.
1. I did not test the vessel’s computer, air compressor, satellite telephone and messaging terminal or all heads for function.
2. Display the hull identification number on the transom; the hull identification number on the document is actually the original official number.
3. Replace the failing engine room insulation.
4. Replace the crazed deck hatches if/as desired.
5. Address the miscellaneous cosmetic anomalies including: spider cracks on the deck, the visible repair about the starboard cockpit hardtops to port, wear on the starboard hull side aft, the anomaly in the starboard transom locker, the scrapes and dings on the hull sides and the paint on the underbody.
6. Repair the port transom locker hatch that is cracked.
7. Access the life raft locker below the cockpit table.
8. Access the various components in the starboard mid-cabin which were covered with personal effects.
9. Connect the water heaters to the heat exchangers if/as desired.
10. Provide and install a cover for the AC refrigeration compressor.
11. Service and prove the port spreader light functional.
12. Reconnect the Autohelm GPS if/as desired.
13. Install a light in the port foredeck locker.
14. Service and prove the port aft cabin light, which is currently inoperative, properly functional.
15. Repair the manual switches for the sump pumps as desired.
16. Reconnect the starboard swim platform shower as desired.
17. Service the propane grill valve, which reportedly has malfunctioned recently.
18. Service and prove the forward sump pump float switch properly functional.
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.
By: Mr. Kells Christian, Surveyor Date