For illustration only, not the vessel that was surveyed.
Client: Removed for privacy
Date of report: March 26th 2006
Our file #: 06 – 25168
This inspection was performed upon the request of the client listed above on June 22nd
2006 while the vessel was hauled at XXXX, California and Mr. (removed for privacy) and the listing broker attended.
Builder: S2 Yachts Inc.
Doc. #: removed for privacy
HIN: removed for privacy
Year: 2000 (model year)
Name: removed for privacy
Hailing Port: removed for privacy
Engine # & MFG.: (2) Cummins
Length: 34’ *
Draft: 2’ 2” *
Beam: 12’ 9” *
Weight: 22,000 lbs. (travel lift’s scale)
Displacement: 14,000 lbs. *
* listing specifications
HULL & STRUCTURE
Keel & bottom: Molded fiberglass construction, unknown core, modified V-shape,
shallow keel, hard chine, lifting strakes forward, propeller pockets, black anti-fouling
Topsides & transom: Molded fiberglass construction, unknown core, white gelcoat with
black and gold boot stripe
Decks & superstructure: Molded fiberglass construction, unknown core, molded diamond
tread cockpit deck surface, white gelcoat with black and gold pin stripes, painted nonskid
on cabin top forward
Deck hardware: Stainless steel bow rail, cleats, three foredeck hatches, blue dash
Longitudinals/stringers: Fiberglass encased, unknown core
Athwartships/bulkheads/frames: Plywood bulkheads
Layout/interior components: Express cruiser style with cockpit aft, bench seats in
cockpit, helm to starboard forward with bench to port. Sliding companionway to cabin,
head to port aft, galley area forward of head, dinette starboard and berth forward.
Bilge: Holding minimal
Comments: The vessel was inspected while hauled and afloat. The hull bottom was
visually inspected and randomly sounded. The hull bottom is in good structural
condition. The age of the anti-fouling paint is unknown, it exhibited good coverage.
The hull sides and transom were visually inspected and randomly sounded as possible while
vessel was hauled. The hull sides and transom are in good structural and cosmetic
condition. Prior to the sea trial there were scrapes visible on the port hull side, forward
of amidships, approximately 1’ above the waterline. While docking the vessel the same
area of the vessel contacted the dock, rubber transfer was visible and circular stress
cracks emanate from the area of rubber transfer. This area is not accessible internally.
There are minor anchor dings at the bow. There is no visible documentation number. A
vent cover is broken off of a port hull side fitting, aft of amidships. There is a visible
“paint run” on the bottom of the boot stripe to port on the transom. There is paint
“splatter” on the bottom of the portside of the swim platform. There is a crack on the
starboard aft corner of the swim platform, visible from below. The deck and
superstructure were visible inspected, randomly sounded and randomly tested with a
moisture meter. The deck and superstructure are in good structural and cosmetic
condition. The deck hardware including safety rails, mooring devices and hatches was
visually inspected and the hatches were opened and closed. Overall the deck hardware
appears good. There is a filler cushion missing, it is designed to go between the
portside helm area bench seat and the superstructure. The structural reinforcements
including the longitudinal stringers and bulkheads were visually inspected, randomly
sounded and randomly tested with a moisture meter. The structural reinforcements are
in “as-built” condition. The condition of coring material, in the stringers, deck, and
elsewhere as applicable, is beyond the scope of this survey. The fiberglass tabbing has
detached at the forward dinette bench seat’s aft hull side connection. There is black
soot visible to starboard aft in the engine room. There is unusual odor in the engine
room; the source is beyond the scope this survey.
Main engines: Two (2) Cummins, model 6BTA5.9 – M3, 370 hp @ 3000 rpms, 114 &
143 hours on meters
Engine application: Diesel, inboard, 6 cylinders, freshwater cooled, turbo charged, after
Serial Numbers: Starboard – 45888095, Port – 45888036
Transmissions: ZF model IRM 220A-1, ratio 1,75/1, starboard serial number – 19129H,
port serial number – 15843H
External/peripherals: Suitable application, satisfactory installation, plastic remote coolant
Engine controls: Push/pull cables, double lever controls
Exhaust systems: Wet system, dry wrapped risers at engines, flexible hoses, metal
tubes, aft discharges
Propulsion gear/shaft logs: Dripless shaft seals, 23 X 27 3-blade counter rotating bronze
propellers, one (1) bronze strut per shaft, 1 ¾” diameter stainless steel propeller shafts
Steering system/rudder ports: Hydraulic system, bronze packing glands, bronze rudders
Ventilation: Engine room blowers
Generators: 5 KW Westerbeke, model 5.0/4.0 BCBD, serial number 41734-D906
External/peripherals: Suitable application, satisfactory installation, 24 hours on meter
Through hulls & components: Bronze through hulls, bronze ball valves, bonded
Location of through hulls as visible in travel lift slings: Port – three (3) aft, three (3) aft of
amidships, transducer amidships Starboard – two (2) aft of amidships
Seawater systems: Reinforced hoses, mostly double clamped connections
Bilge pumps: One (1) electric/automatic (forward engine room), one (1)
electric/automatic (aft), one (1) Rule 500 fully automatic forward
Comments: The engines, transmissions and generator were visually inspected and
tested during a sea trial. This survey is not a mechanical survey, the client’s
representative is a mechanic and is familiar with the benefits of a mechanical survey.
The generator is installed between the engines; accessibility to the engines is limited.
The external surfaces and peripheral components of the engines and transmissions
appear satisfactory – good. There is corrosion aft on the port engine and on the port
transmission. There is a leak from the bait tank’s plumbing to port aft, overhead in the
engine room. The engines were warm upon arrival; the broker stated that he had not
run the engines that morning. No cold start was observed. During the sea trial the
engines appeared to run normally, except for an apparent turbo-boost delay. The rpms
would increase, moments after the throttles were increased. The exhaust smoke opacity
is higher than normal; the cause of this condition is beyond the scope of this survey.
Wide open throttle was approximately 2810 per engine and the top speed was
approximately 31.5 knots. There is a low speed rattle; it is likely from the transmissions,
though its source is beyond the scope of this survey. The engine controls were test
operated and functioned normally. The exhaust system was visually inspected and
appears satisfactory. Rust stains below the port engine’s exhaust hose are indicative of
a leak. The odor and soot visible to starboard in the engine room are also indicative of
leaks. The propulsion components including the propellers, propeller shafts, struts and
shaft seals were visually inspected. The propellers were percussion tested and spun
with a fixed object adjacent to the blades and the propeller shafts were observed
underway. Overall the propulsion components appear satisfactory – good. There was a
small ding on one of the port propeller blades; Mr. (removed for privacy) hammered it
somewhat smooth while the vessel was hauled. The transmission oil pressure gauges
were pegged during the sea trial. There is an unknown noise at the helm. The engine
temp is higher to port; the cause of this condition is beyond this survey. The steering
system was visually inspected and tested, it functioned normally. The blowers were
energized. The generator was visually inspected as possible, test operated and loaded.
The generator functioned normally. There appears to be a water leak at the generator’s
heat exchanger. Mr. (removed for privacy) noticed that the generator was not equipped
with an air box, for the air intake. The through hulls and related components were
visually inspected, scratched and tapped externally and
most of the valves were manipulated. Initially all of the valves were stiff, most were freed up. The seawater
systems were visually inspected and most components were tested. Overall the
seawater systems appear satisfactory. Many seawater hoses exhibit external cracks,
including the raw water cooling supply hoses to the engines. The aft bilge pump was
energized with its float switch, the mid bilge pump was energized with its manual switch;
the forward bilge pump was not energized. There is minor pitting on the trim tabs.
Summary: Satisfactory – Good
Tanks: Two (2) aluminum tanks, in cockpit bilge, 172 gallons each
Fill & vent: Flexible hoses
Feed & return: Racor fuel/water separator filters, flexible fuel grade hoses, manifold aft in
Water: Plastic tank in center engine room bilge, 60 gallon capacity *
Holding: Plastic tank to port in engine room
Comments: The fuel system including the tanks, fill, vent, feed and return lines was
visually inspected as installed. Overall the fuel system appears good. Both fuel fill
hoses are lying on top of plywood bulkheads, cut out for their penetration. No chafe
protection is used. The condition and age of the fuel (water) and the integrity of the
tanks (fuel, water and holding) is beyond the scope of this survey. Please consider filling
all of the tanks for a simple, practical test of their integrity. A single tank was in use upon
our arrival, the reason for this valve position is beyond the scope of this survey. The
water pressure system functioned normally.
AC system: 2 – 30A/125V inlets to starboard in cockpit, 110 volt system, shore power
DC system: 3 – 12V batteries outboard of starboard engine, 2 – 12V batteries outboard
of port engine, 3 battery switches under steps to cabin, 12 volt system
Wiring: Multi stranded wires
Circuit protection: GFCI outlets, AC main circuit breakers to starboard forward in cockpit,
DC circuit breakers by helm, master DC panel below steps to cabin
Comments: The electrical system including the shore power cord, shore power inlets,
batteries, wiring, circuitry components and circuit protection equipment was visually
inspected and most components were test operated. Overall the electrical system
appears good. The condition of the batteries is beyond the scope of this survey. The
fresh water “II” pump is inoperative. A courtesy light to port of the helm is missing a
lens. The center windshield washer is weak. The waste discharge pump is inoperative.
The shower sump pump is inoperative. There is no power to the television. The raw
water pump is inoperative and activating it trips its circuit breaker. The autopilot display
has damage. The following components were not tested: oil change pump, automatic
function of the bilge pump forward in the engine room, function of the forward bilge
pump, engine air pre-heaters, and CD changer.
SAFETY AND LIFE SAVING
Portable fire extinguishers: Two (2) Dry chemical (1999)
Fixed fire system: Fireboy FE-241 for up to 265 cubic feet, installed 1999
Flotation devices: Six (6) type II, life ring, more PFDs in a bag
Horn/distress flares: Electric horn, flares aboard (expired)
Navigational/anchor lights: Separate side lights, stern light, combination steaming/all
around anchor light
Anchor & ground tackle: Delta anchor, chain rode
Other equipment: “CO alarms”, smoke alarms, first aid kit, hand held spotlight
Comments: Safety equipment for firefighting protection appears satisfactory, however
none of the extinguishers have been inspected and tagged in the past year, per NFPA
recommendations. Flotation devices appear satisfactory for near coastal use. The horn
is functional. Distress signal flares are aboard but the expiration dates have passed.
The navigational and anchor lights are properly arranged and installed; the aft bulb of
the combination steaming/anchor light is inoperative. The ground tackle including the
anchor and rode was visually inspected as installed. The entire length of the rode was
not inspected and should be so inspected prior to use. The carbon monoxide and
smoke alarms were tested with their test buttons. The handheld spotlight was not
Summary: Satisfactory – Good
Navigational & operational electronics: Furuno GP-1850 DFC-MAP NT, Furuno 48 mile
radar, Simrad Robertson APll autopilot, ICOM IC-M59 VHF
General equipment: Fiberglass swim platform, transom door, electric engine hatch lift
with 2 actuators, oil change pump, generator instruments include: water temp., oil
pressure, volts and hour meter, two (2) DC water pressure pumps with accumulator
tank, waste-“Y” valve, internal sea strainers, C-charger next step series battery charger,
engine room light, folding cockpit bench seat, engine air pre-heater, electric waste
discharge pump, two (2) fish boxes, fish box macerator drain, two (2) seawater pressure
pumps, trim tabs, canvas cockpit cover, hard top, windshield, isinglass helm enclosure,
raw and fresh water spigots, single spreader outriggers, fiberglass bow plank with
anchor roller, cockpit flood lights, bait tank, cockpit sink, courtesy lights, three (3)
windshield wipers, windshield washer, hard top rod storage, Raritan icerette ice maker,
Ritchie compass, engine instruments include: two (2) tachometers with hour meters, two
(2) temp., two (2) engine oil pressure, two (2) engine battery, and two (2) transmission
oil, two (2) fuel level gauges, rudder angle indicator, center windshield vent, AC & DC
volt meters, AC & DC ammeters, Atwood EHM6-SM water heater with heat exchanger,
water and waste level gauge, vacuum type head, shower sump pump with collector,
Marine Air air conditioner, Howard Miller ship’s clock and barometer, Samsung
microwave oven, Norcold DE0041 refrigerator, galley sink, Kenyon one (1) burner
electric stove, Phillips TV/VCR, Clarion M5470 cd/stereo, Clarion M635 CD changer,
Maxwell 800 electric windlass two (2) direction with foredeck and helm switches
The vessel is a production fiberglass express cruiser/fishing vessel equipped with two
(2) diesel engines and a diesel generator. The listing broker reports that the current
owner is the original owner. The broker reports no knowledge of any problems with the
vessel or any significant events in the vessel’s history. The machinery and exterior
coatings are all reportedly original. The vessel appears structurally and mechanically
sound and upon completion of the recommendations should be well suited for its
intended purposes as a near coastal cruising and fishing vessel.
Overall Summary: GOOD
ACTUAL CASH VALUE – $219,000
NEW REPLACEMENT VALUE – $330,000
INVESTMENT – N/A
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 to eliminate the cause of the rust stains under the port engine’s exhaust
hose, remove stains to allow for detection of future leaks.
2. Service to eliminate the leak at the bait tank’s plumbing, above the port
transmission. Clean and paint the surfaces which were affected to allow
detection of any future leaks.
3. Determine the significance of the high exhaust smoke opacity and address
4. Modify to eliminate the turbo boost delay in the engines.
5. Service to eliminate the water leak at the generator, apparently at the heat
6. Clean spilled water to allow detection of any future leaks.
7. Determine the source of the fumes in the engine room and address
8. Determine why the port temp gauge registered higher temperatures than
starboard, address appropriately.
9. Service and prove the waste discharge pump properly functional.
10. Service and prove the shower sump pump properly functional.
11. Service and prove the raw water pressure pump properly functional and eliminate
the condition which caused its circuit breaker to trip.
12. Service and prove the aft bulb of the combination steaming/anchor light properly
13. Certify the fixed and portable fire extinguishers per NFPA recommendations.
14. Provide USCG required, approved and current distress signal flares.
15. Provide a secondary anchor with sufficient rode for use in a two anchor situation
or an emergency.
1. Repair the scrapes and stress cracks on the port hull side forward as desired.
2. Provide the missing seat cushion (for the bench seat to port of the helm).
3. Repair the tabbing dis-bonded below the forward dinette bench seat, at the aft
4. Clean the soot from the bilge to starboard in the engine room, eliminate the
source of the soot.
5. Provide and install the vent cover where missing on the port hull side.
6. Either replace the seawater hoses which exhibit external cracks or monitor and
replace as necessary. Numerous hoses exhibit external cracks including the
engines’ seawater supply hoses.
7. Upon the next haul out consider having the port propeller balanced and trued, it
exhibited a ding during the haul out.
8. Monitor the pitting on the trim tabs, address appropriately.
9. Service or replace the transmission oil pressure gauges which were “pegged”
during the sea trial.
10. Provide and install intake airbox for the generator.
11. Service and prove the fresh water (II) pump properly functional.
12. Provide and install a lens for the courtesy light to port of the helm.
13. Service and prove the center windshield washer properly functional.
14. Assure that the television is properly functional.
15. Address the autopilot display as desired, it exhibited damage.
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