My 60th Birthday, January 18, 2024

“It’s not how you get into trouble”

My wife and I and two other married couple friends (first time charterers) were aboard a Lagoon 45 (catamaran) in the BVI.  On January 17, we anchored in Great Harbor, Jost Van Dyke, after being unsuccessful on “Boaty Ball”, a relatively new web based way to reserve and pay for mooring balls.  In this harbor 80 percent of the moorings were the orange boaty ball mooring buoys and 20 percent were either white (first come first serve, like the good old days) or white with orange (reserved).

Great Harbor, Jost Van Dyke

We arrived to Jost early in the afternoon, plenty of light and not a mooring ball to be had, all the white balls were used and all the orange balls were reserved per the Boaty Ball website.  No problem, several other boats were anchored, we picked a spot between two boats, anchored and drifted back to a good spot.  Sometimes I dive to check the anchor, especially when I back up hard to try to set it and I don’t feel the obvious sudden (whiplash inducing) shock of the anchor refusing to move one more inch.  This time it was not quite set as deep as I prefer and Hunter (my wife, and by far the most experienced crew aboard) hit the engine controls hard in reverse for a couple seconds and the anchor was stuck!

There was a power boat, an older Ocean sportfisherman to the right, and another charter catamaran to the left, both on mooring balls and both plenty far enough away, the moorings were generously spaced and seemed to provide plenty of room to anchor (foreshadowing).

We ate dinner aboard and then tendered ashore to check things out, had a drink at Corsairs,

Drinks at Corsairs

and all went as planned on my last night as a 50 something.  It was about 80 degrees and we all had sun exposure, so the crew decided to sleep with air conditioning, which unfortunately includes a generator (and its noise).

0330 January 18, 2024, one of the crew,  Vicki, awakens Hunter and I with news that it sounded like the boat hit something and there is another boat, very close to our stern.  I get up and flounder for some cover for my now 60 year old parts and come up to the bridge deck to find a mono hull sailboat within a few feet of our port transom, “not ideal”, I thought through the wake up fog“, “that wasn’t even one of the boats that was close to us”.

I quickly came to a point where I could assess the situation and made a decision.  I made the very good (easy) one of “let’s just pull in some anchor rode” and see what that does. 

The wind had been steady southeast trades blowing 30 km/h (we were in the British Virgin Islands) since we boarded three days earlier.  We had bashed naked (no sails) from Hodges Creek Marina in Tortola to The Baths on Virgin Gorda, and moored, then sailed to Norman Island, picking up another mooring.  The wind was howling on the ball and the boats were all moving together as expected, not at 3:30 am on 1/18.

Early on my birthday morn It was dead calm, the boats were just lollygagging around, as if they were boatyard workers on a break.  Nothing was moving with any intention or energy.  So I started the engines and by now Vicki’s husband Dave, Hunter and another crew member John, were up and ready to help.  I asked Hunter to lead the foredeck crew, turned on the foredeck light and navigation lights, and hoped the minimal effort would work.  The anchor was where?  It was unclear but in the few minutes we attempted to shorten the scope, it became clear that was not the right decision.  I don’t think we drug it, I believe our scope was too long for this mooring field and I was in no position to try to assess a shortened scope.  By the time Hunter told me she had pulled the rode in to the bridle, my brain fog cleared and I decided to find a mooring, “we got to get out of here” I told the crew, as we remained 30 feet from the sleeping neighbor.

“Please pull the anchor”, said I.  “It’s in that direction”, says she.  “Please pull the anchor”, says I, slightly louder.  “ “, (crickets), says she and I hear no windlass noise (also not quiet).  “Please pull the anchor”, yells I.  “We are all in this together, as a team”, says she calmly.  I instantly think, privately, well pull the f**kin anchor and I won’t yell, but says I something slightly less rude but still stupid, I am sure.  The anchor comes up and I have distributed two small flashlights to Dave and Hunter and we are on a quest for a mooring buoy.

The advantage of looking for a mooring buoy at 3:30, after almost hitting the neighbor boat, is that it doesn’t matter what color or if it was reserved, they can kick me off in a few hours, but I’m taking it.  We spot one dead astern, maybe 50 yards, crisis averted.  I engage in reverse, still dead calm, don’t need much throttle and will be on a ball shortly.  I hear a quick, repetitive, “soft knocking” sound to port aft.  “Hey Dave, is there a line over the back that is tight?”.  “No, I mean yes”, says he.  “We wrapped a line in the port prop”, says I, and instantly realize I had put the tender to bed, it was my fault there was a line to wrap.  Teaching moment, always secure the lines that can reach the propeller(s), you never know. 

The buoy is now directly to port, still about 50 yards away, still calm and we have the starboard engine, no big deal, slowly we make the port side turn and with a bit of luck, stay calm and approach the mooring  ball with one engine, much easier in these conditions.  Hunter reaches down to grab the ball with the boat hook and with a slightly comical cuss word, raises the top section of the extending, two piece boat hook, the hook end has disengaged, of course. 

Fortunately, during the mooring procedure, I had Dave grab the taught port side dinghy lift line and reversed the engine, the line broke and we had port engine function, or at least some of it.  Teaching moment two: when you wrap a line, try to reverse direction of the propeller and see if it will free itself. My brain worked slowly that morning.  We decide to pick up the ball from the starboard transom, ‘cause we could reach it from there.  Hunter had already been scoping the SUP paddle and its hand hold hook as the back up boat hook, she’s brilliant, but she didn’t tell me about that until later in the day.  We began maneuvering to pick up the ball when the wind woke up, felt like the game maker from Hunger Games decided to up the ante, “They have it figured out, let’s make this more interesting.”

We get our starboard swim step to the ball and pick it up, Dave and I now have a bridle line, through the mooring loop and in our hands.  “We won!”, I think, and the game master sends a gust while we are walking the mooring line forward.  Cuss word!  There is a SUP on the lifelines at my feet, “where is a cleat, I can’t hold this line much longer.”  “Dave, let’s go back to the transom and secure this line”, says I and Dave is on it.  Hunter takes the helm and pivots the boat expertly, and the crisis is averted as we attach the makeshift bridle to the bow cleats. 

I notice the other half of the boat hook in the water, next to the boat we almost hit.  I half jokingly say, “Hunter, there’s the boat hook, go get it.”  She hesitates, says she is scared to jump into the dark water.  She recalls that I was insistent, I recall thinking about jumping in myself, as it seems too easy and close to launch the tender or one of the toys, and the water is warm enough.  Next thing I know, she is in the water and the boat hook is retrieved.  She is the true hero of event.    

We were never in any danger, which reduces the stress significantly.  Most of us were able to go back to sleep and Sarah, the sixth member of the crew, didn’t have to, as she slept peacefully throughout the minor ordeal. 

The next morning, after cutting the small amount of line out of the saildrive’s propeller, I took the tender and played salesman, going transom to transom of five boats on white mooring balls, “Hey, it’s my 60th birthday and I would like to spend it here, are you leaving today?”  All were kind and we traded phone numbers.  I approached the fifth boat, it was the Ocean sportfisherman, named “Super Foxy” with hailing port Jost Van Dyke.  I approached the stern and said “You must have local knowledge”, and gave my sales pitch.  Turns out the guy I was talking to was Foxy, not only was he a handsome and distinguished (meaning gray) gentleman, but he was the owner of the like named restaurant where we would be celebrating my birthday that night.  His friend or captain asked, “where you celebrating tonight?”. “Foxy’s”, says I.  “Have you asked him permission?”, says he. “No”, says I.  “Well this is him”, says he, pointing to the man sitting on the gunnel eating some fruit. 

“Can I celebrate at your place?” says I.  “Ah, yeah mon and you can use my buoy tonight, we goin fishin.” Foxy says in the local dialect.  “Let the party begin”, thinks I.

Fortuitous Jenga block on my birthday

More flattering photo of crew

The Listing of the Regal 38

This is the beginning of a set of articles addressing our involvement with specific vessels which exhibited problems we find to be common, or at least repetitive, in vessels that we have inspected.  We have had feedback from readers that they enjoy this type of article and we encourage sending in examples of problems you have had with your boat so that we might write an article to help other boaters, entertain readers or both.  We prefer problems that take a little more experience or brain power to solve, and are likely to be experienced by others. 


The degree or angle to which a vessel leans or tilts to one side, on the roll axis, at equilibrium, i.e. with no external forces acting upon it. The term typically refers to a lean caused by flooding or improperly loaded or shifted cargo, as opposed to heeling, which is a consequence of external forces. A vessel with such a lean is said to be listing.[3] Compare loll.

From the Glossary of Nautical Terms in Wikipedia

We received a call from the husband of a couple which purchased a 2011 Regal 38 express nineteen months prior.  The wise and observant wife recently noticed that the vessel was listing, port side down. 

We find vessels listing during our routine prepurchase inspections regularly, and would estimate that 5% of the vessels have a visually apparent list.  Sometimes the list is noticed while we are aboard the vessel, many times it is confirmed by the waterline either along the transom or when compared side to side.  By this we mean the distance between the visible waterline on the antifouling paint and the top of the antifouling paint, the side which is listing has a smaller gap. 

We began telephone triage by discussing the most common cause, the weight distribution caused by tanks.  We asked the client if the vessel had a list at the time of purchase, he said no.  The vessel did have a generator supplied by the port fuel tank.  If the generator consumption was significant and the port fuel supply was decreased, the vessel would have a starboard list.  Further, the client had filled the fuel tanks and had determined that both took a significant amount of fuel with the starboard side only taking slightly more.  This suggested the tank vents (and tanks) were normally functional.  We would later determine that the water tank was on centerline and the holding tank was likely more to port, though tank was not visible (not unusual in many boats).  As the vessel was hauled at the time, we decided to meet aboard and look for the cause.

Upon our arrival the transom had been painted, but there were visible waterlines in the four paint gaps between the bottom paint and the outdrives clearly showing the highest waterline to port outdrive with lower waterlines as we moved towards the starboard side.  We percussion tested the bottom of the vessel as the owner thought that a pocket of water may have somehow accumulated in the laminate or within the vessel.  We heard nothing that indicated a significant difference from side to side.  Moisture meter?  We find moisture meters useful, but difficult to interpret analytically.  You cannot adjust the depth that a moisture meter is reading and it is highly unlikely to find moisture trapped inside a vessel.  It is possible to find a wet core and some meters (mine) are advertised as being able to read through surface moisture, but the meter was not helpful in this instance.    

We decided to inspect the vessel for an imbalance in weight due to visible components.  It should be noted that most vessel designs initially utilize a computer and the manufacturer intentionally balances the weight. 

Though the designs are computer balanced, the builds are not as reliably balanced.  We have found many “pockets” of internal ballast, some encased in fiberglass, some mostly hidden and some rather obvious piles of lead ingots, in an attempt to level the vessel after it was built.  Contacting the builder or researching on owners groups’ websites is a useful option to determine if somebody else has solved this problem or gathered data towards that end. 

On this vessel we found a “pocket” under the dinette bench seat to starboard in the salon, which very well may be ballast.  A pocket of ballast on the starboard side would not explain a port side list, but it might be an attempt at correcting it.  This pocket was encased in fiberglass and percussion tested “hard”, but no destructive inspection was performed, so the content is unknown.  We suggested that the client contact the builder with respect to this specific question or open it if he was curious enough.

Our inspection revealed many differences which may have resulted in higher weight on the port side.  The vessel had a hard wood floor with more area in the galley and the head to port, the galley and the head to port are also potential sources of weight which may not have been counter balanced by items to starboard.  In the engine room we found the electrical end of the generator, more batteries, a steering control unit and a waste vacu-flush system to port, which would seem to weigh more than a fixed fire extinguisher and a blower to starboard. 

We found very few areas on the interior of the vessel where a pocket of water could accumulate and cause this list.  We consider the weight of water (freshwater is 8.34 lbs. per gallon and saltwater is 8.57 lb. per gallon) and the client had not noticed any sign of water intrusion or accumulation, no continued running of bilge pumps, no odor, etc. 

The clients sent us these two photos, taken at the time of purchase.

In this photo, notice the green discoloration at the chine on the starboard side of the transom (arrow), and lack of green to port.  The green discoloration is where the antifouling paint has been exposed to air and suggests that the vessel has a port side list.

This photo is a different angle of the transom and clearly shows the waterline between the outdrives, with a larger gap between the waterline and the antifouling paint inboard of the starboard outdrive as compared to port. 

We found an extensive amount of personal effects aboard the vessel.  The couple acknowledged that they had loaded the vessel heavily, with various components for their family, and most of these items had been stored to port. 

Our conclusion is that the vessel had a port side list when it was built, the manufacturer may have attempted to correct it and the additional list was caused by personal effects being stored aboard.  The list clearly existed at the time of purchase (though it was not noticed) and appears to have increased as the vessel was loaded over the nineteen months of ownership. 

There are many ways to resolve a list.  Once you determine if it is an issue with the operation of the vessel, i.e. it lists underway and the trim tabs won’t adjust it efficiently or it is just an irritation.   (note; if the trim tabs are used to adjust a list, they have less functionality for trimming)  If the decision is made that the vessel needs to be balanced, one can alter the level of fluids in the tanks, in this case fill the starboard fuel tank more than the port side and deal with that inconvenience.  Heavy components can be moved from one side to another such as batteries and other mechanical components.  Ballast can be added to the high side, but fuel efficiency will be decreased, storage may be reduced and its difficult to know if the resolution of the problem is preferred to the problem itself, i.e. is the juice with the squeeze.

The list is not caused by the lines on the port side being tied to tightly to the dock; this is an explanation we have heard many times.

The Grass is Always Greener

“What a great job you have.  You get to play with boats all the time!”  We hear this regularly.

We feel blessed and have chosen this trade because of our love of boats and boating, but all boats are not fully crewed mega yachts or maintained by fastidious owners.  Some are filthy and stinky.  Our claims business often finds us crawling through boats that were recently raised from the bottom, thick with soot from a fire or grossly fouled from some horrendous accident.  We regularly wear knee pads and it is not uncommon to don long-sleeved coveralls, gloves, boots, eye protection and a respirator (full PPE) and there is another type of unpleasantness, the human type.

Marine surveying is a service business and we cherish out customers.  Good service leads to goodwill and referrals from satisfied customers.  Good service will minimize negative results from dissatisfied customers.  I do not necessarily believe the client is always right but the client is always the client. 

There are times that we experience a side of humanity and difficult personalities that challenge our professionalism and social graces. 

The following short story and the text thread that follows is the first story written about one of these experiences, and we have written a lot of stories. (Comments in parenthesis are added for humor.)

The engagement began normally.  A telephone call discussing the purchase of a J/105 sailboat.  The client declined the sea trial, stating “I don’t need to sail it”.  The day before the survey, on a conversation confirming the survey, the client decided to have the surveyor attend the vessel at the marina, witness a cold start and check the engine on the way to the boatyard. 

The survey also started normally in the marina, the engine was inspected prior to starting, a cold start was witnessed and the vessel was operated from the marina to the boatyard.  On the way, a short detour was made to test the engine under wide open throttle and the vessel arrived on schedule to the boatyard.  The boatyard had not received an agreement from the client.  I called the client and he stated, “Really? They’ve only known me for 30 years.”

Ironically, I discussed with the boatyard how important agreements are to us and that we make sure the agreements are signed the day before the survey, which I thought was done in this case. 

The vessel was hauled as usual and the boatyard personnel discuss blocking the vessel as it was going to be out for a few days.  The potential buyer arrives and wants to have the boat out of the water so that he can change the name.  This comes as a surprise as the owner’s representative had discussed a normal “short haul” and return of the boat to the marina.  I called the client to inform him that the captain says the boat is going back into the water, to which he responds, “Well tell him no it is f**king not!”.  This is the first indication that this job would not be normal, and the last (of many) cuss words in this article that will be used.

While the initial response was off putting, I eventually realized, and you will see if you read the text thread, that this is a normal way for the client to communicate. 

I let buyers and sellers resolve issues like this.  The vessel was in fact launched and returned to the marina where the survey was completed.

The client came aboard the vessel at the marina, we gave a verbal debrief and concluded the job as normal. 

I inquired about payment and quoted the price.  The client responded with, “You’re spendy, send me an invoice and I will pay you with Zelle”.  I responded by describing the invoice details, $22 per foot times the length overall (35 feet) and $150 for a sea trial, our normal price.  There were no further discussions and I returned to our office.

All of the further communications were via text, though after several of the texts I tried unsuccessfully to switch to phone calls, 

Text thread follows.

Wed, Apr 5 at 8:09 AM

Client – “yo, they are waiting for you at xxx yacht club”

Kells – “Five minutes away, what marina?” (the “yacht club” is in name only, it is a sailing organization located at a marina)

Client – “Marina xxx I believe.  Google it!”

Kells – “Arriving”

Client – “done.  Howz the motor?”

Kells – “Has some moderate issues.”

Wed, Apr 5 at 3:04 PM

Client – “thanks for today, but your price is too high. First, no industry discount? Second, charging me for a sea trial is just a rip off.  You motored for 15 mins!  Please adjust accordingly”

Kells – “I feel the price is fair and the sea trial was worth doing.  You did not request a discount on the front side and are being charged what all out customers are charged”

Client – “everybody else in the industry knows who I am.  I don’t pay retail and I sure as fxxk am not paying for a sea trial that never happened” 

Kells – “Does everybody else in the industry like your business tactics? We will extend a discount for the sea trial as a courtesy and pay the parking fee”

Client – “ I usually don’t have to engage in this sort of horsesxxt with others.” 

Kells – “Me either.  Would have preferred to address it in person when I gave you the price.  We also need you to complete our agreement.”

Client – “Well now you know.  I am sick and feel like sh– and didn’t feel like arguing.  Knock $300 off and ill pay you today”

Kells – “I reduce the cost by $150 and I’m not charging you for the parking.  I am not going to reduce it any more.”

Client – “Charge me for parking? Are you high? $250 and we have a deal, otherwise, keep your survey.”

Kells – “I went to the marina at your request.  I asked the machine to not charge me because I was working for xxx.  It still charged me.  I don’t appreciate you wasting my day”  (okay a bit snarky on my part but I am human)

Client – “Your decision”

Kells – “No it is your demand for a discount after the fact”

Wed, Apr 5 at 6:14 PM

Client – “Do you want money or not? $700 today for the survey or fxxk off.”

Kells – “I want you to pay what is fair and feel your negotiation is unethical.  I will not support that behavior.  If you want the report which you requested, please sign the agreement and pay the invoice.  The price is fair.  Thanks”

Client – “What agreement?  What price?”

Kells – “We sent you an Adobe sign agreement to your email and a revised invoice.”

Client – “In the spirit of cooperation, ill pay $750 and not a penny more.  Revise the invoice, send me the survey and I will pay. Period. And if not, I don’t want to hear anything else about this.”

Kells – “If you want the survey, sign the agreement and pay the invoice.”

Client – “No thanks.  Please do not contact me again.”

Kells – “I hope you feel better and wish you well.”

Client – “What kind of idiot loses $750 over 20 bucks? Apparently you.  This is going to make a good story on xxx.” (the client is referring to a popular blog he writes)

Wed, Apr 5 at 6:14 PM

Client – “hey fxxkwit, I just found out you tried to rip me off! You charged $750 for another 105, which is exactly what I said I would pay.  And don’t give me any bullsh– about a sea trial – you didn’t do one!”

Kells – “We charge the same to all our clients”

Client – “wrong.  I have the fxxking invoice.”

Kells – “Our rates change over time, we currently charge $22/ft x loa and that is what we quote and charge for fiberglass boats under 60’. 

Kells – “You are mistaken if you think I did anything but charge you what I charge everybody.  We discussed the sea trial in advance, and you declined, the day before you changed your mind.  If you asked for a quote, you would have received exact numbers on your original invoice”

Client – “Fxxk if I did.  I NEVER wanted a sea trial and a fxxking motor to  the yard is not a sea trial. Im writing an article about this right now.  You fxxked up, assh—.  Now go the fxxk away.”  (I never looked for the article, but have not heard it was written second hand)

Thu, Apr 6 at 12:45 PM

Kells – “The rough draft is done, upon receipt of the agreement and payment I will complete it and send it to you. Please feel free to call with any questions.”

After the client signed the agreement and paid the invoice, he communicated with our office via email on Apr 10 at 1:50 PM

Client – “money sent via paypal.  I am expecting the survey today.”

Christian & Company Office Email – “The report is attached.  Thank you for your business.”

Client – “very good.  Thanks very much and apologies for the miscommunication best, xxx”

The Risks of Exploration

One of my children asked for my opinion on the failure of the sub, “Titan” and another suggested I write an article. They are influenced by their life experience of their father actively writing and regularly involved in forensic analysis of maritime accidents, some involving fatalities. It is not uncommon that I team up with engineers, naval architects and other experts tasked with forming an onion as to the cause of loss, and testify about those opinions.

I have not been involved with any submersible projects; “Sub for Sale” on Pawn Stars being the exception. Coincidentally this was also done at the request of my children (who were fans of the show) and is at the other end of the spectrum (in so many ways). 

I understand the maritime desire to explore and I hear the siren song. It is exciting to set sail for a new harbor, chart a course for the first time and to complete a voyage to that destination and be rewarded with a unique experience. Even simple voyages pay dividends. Trying to navigate a 45’ catamaran into Little Harbor, Catalina, going slightly off the beaten track to Anegada, BVI or stopping for lunch at Kopanyee, a floating city in the Andaman Sea and home of the Panyee FC. Though these are relatively simple adventures, they do have moments of exhilaration like dragging anchor toward a sheer rock bluff in the middle of the night, in a monsoon in the South Pacific or even picking up a mooring in close quarters and heavy winds at Avalon. It is rewarding to face a challenge and overcome it. Many humans enjoy the rush of adrenaline, some more than others.

As for the sub “Titan”, I have not done extensive research. I have read articles and watched news reports. Stockton Rush, one of the founders of OceanGate, used carbon fiber in its construction. This is a common construction material in our world. Titan had descended to the Titanic numerous times and had descended far deeper. Mr. Rush was a graduate of Princeton and U.C. Berkeley, was reportedly risk adverse, and clearly believed in the technology in which he perished. A group of other deep sea explorers have warned of problems and cited noncompliance with standards and some questionable use of carbon fiber. He had reportedly decided that compliance delayed progress.

An investigation has begun into the cause of the failure of Titan. Cutting edge exploration has an incredibly high cost. Think of the space shuttle “Challenger” and so many other aerospace projects. There will be lessons learned and technological advances.

No one can know if the juice is worth the squeeze, we all have our own opinion. Sometimes “treasure” is discovered in the outer reaches of space or the depths of the sea that benefits humanity to an extent worth this incredibly high cost. Sometimes it is just the Siren’s Song luring mariners. Risky exploration will continue.

RIP to the five souls aboard the Titan. My heartfelt condolences to all their family. A father and son were lost, such a sad event.

Just four days prior to the loss of the “Titan” sub, a migrant vessel rolled over in the Mediterranean, so far 80 bodies have been found and 500 people are missing and these tragedies are not uncommon. They were seeking a new life, like the passengers on the Nina, Pinta and Santa Maria. RIP to all of them. 

Ensuring Safety with Open Hatches on Boats by ChatGPT

Title: Ensuring Safety with Open Hatches on Boats: A Guide for Mariners


When it comes to boating safety, one crucial aspect that often goes overlooked is the proper handling of open hatches. Open hatches can present serious risks to boaters if not managed with caution. Whether you’re an experienced sailor or a novice adventurer, understanding the importance of safety with open hatches is vital to prevent accidents, injuries, and potential damage to your vessel. This article aims to provide essential guidelines for maintaining a safe boating experience when dealing with open hatches.

  1. Recognize the Hazards

Open hatches on boats can pose various hazards that demand careful consideration. Here are a few key risks associated with open hatches:

a. Trip and Fall Accidents: Open hatches create an unexpected change in floor level, making it easy for individuals to trip and fall, potentially resulting in injuries.

b. Water Intrusion: Leaving hatches open during rough weather or while cruising at high speeds can lead to water entering the boat, causing damage to both the vessel and its occupants.

c. Obstructed Emergency Exits: Failing to secure open hatches can obstruct emergency escape routes, hindering swift evacuation in critical situations.

2. Maintain Clear Communication

Clear communication among the crew members is essential to ensure everyone’s safety while dealing with open hatches. Establishing and enforcing effective communication protocols can help minimize the risks associated with open hatches. Consider the following practices:

a. Communicate Open Hatch Status: Maintain open lines of communication regarding the status of open hatches. Use clear and concise language to notify others about the open hatches and their locations.

b. Secure Warning Signs: Place visible warning signs near open hatches to alert individuals of potential hazards and remind them to exercise caution.

c. Establish an Emergency Protocol: Define a clear emergency protocol in case someone falls through an open hatch or encounters a hazardous situation. Ensure everyone on board understands the steps to be taken in such emergencies.

3. Secure Open Hatches Properly

Properly securing open hatches is crucial for maintaining the safety of all on board. Follow these guidelines to ensure open hatches are secured effectively:

a. Use Adequate Hatch Covers: Invest in sturdy hatch covers that fit properly and provide a secure seal. Ensure they are suitable for the specific hatch size and are capable of withstanding harsh weather conditions.

b. Install Safety Latches or Rails: Implement safety latches or rails around hatches to prevent accidental opening. These features can help minimize the risk of hatches opening unexpectedly due to sudden movements or vibrations.

c. Regularly Inspect Hatch Hardware: Perform routine inspections to check the condition of hatch hardware such as hinges, handles, and locking mechanisms. Replace any worn-out or faulty parts promptly to maintain the integrity of the hatches.

4. Educate and Train Crew Members

Proper education and training are essential to ensure all crew members understand the significance of handling open hatches safely. Consider the following steps:

a. Safety Briefings: Conduct regular safety briefings to educate crew members about the potential hazards associated with open hatches. Emphasize the importance of staying vigilant and adhering to safety protocols.

b. Demonstrate Correct Handling Techniques: Provide hands-on training sessions to demonstrate how to properly secure and handle open hatches. Train crew members on the use of safety equipment, such as harnesses or tethers, when working near open hatches in challenging conditions.

c. Encourage Reporting and Feedback: Establish an environment where crew members feel comfortable reporting any concerns or incidents related to open hatches. Encourage feedback to continuously improve safety practices on board.


Maintaining safety with open hatches on boats is a critical aspect of responsible boating.

Vessel Hatch Safety

Our client, a potential boat buyer, fell through an open hatch, hit his head and had to get stiches.
Anyone who has attended one of our surveys has heard our warning about open hatches. The client heard the warning before stepping through the hatch. We all make mistakes, luckily stiches were all he needed.
Hatches have to be open for various reasons, ideally nobody will be aboard to fall through the hole. But will somebody come aboard while you are in the engine room, how can you be sure?
On commercial vessels we often post a hatch watch when a hatch is opened, the hatch watch prevents people from falling through the open hatch. We usually survey with one person, and we cannot be the hatch watch and crawl through the engine room simultaneously. Thus, we give verbal warnings to everyone aboard and can only hope that new people do not come aboard while we are crawling in the below deck space. First point, make sure you announce to everyone aboard if you open a hatch, it usually works!
Another option is to provide a hatch barrier, the hatch itself can be left over the opening, sometimes it is shaped in such a way. I have seen utility companies bring their own barriers to install around open manholes, though I have not seen that done in our industry.
Hatches should be reinserted or closed after each use, even if it is more effort.
Additionally, the hatch itself should be stored with consideration of how it will move if the boat rocks. Hatches which are stored improperly can fall and cause harm or damage. Hatches on hinges should have ways to be secured in the open position. Hatches without hinges should not be set on edge where they can fall if the boat rocks and cause damage or harm, but rather in a secure way which can cause neither. The undersigned was once in the lazarette when the hatch he opened and was behind him, fell on its hinge and hit the back of his head. This impact was innocuous, but the flinch caused the front of the head to contact the hatch cut out and another trip to the urgent care to address a “boxer’s cut” above the eye. (I looked tough that night at a retirement party.)
The recent incident prompted this article and we hope this article prompts an increase in hatch safety on your boat.
In the age of easily accessible AI, I asked ChatGPT to write an article on vessel safety, we have attached a link to both articles if you are interested in the comparison.

Pretrial: What You Should Know

Pretrial, Keep Easy Things From Ruining the Deal

A “pretrial” is a test run of a vessel that is for sale, before the survey and sea trial with a potential buyer. Many of these ideas should also be useful for the general boating public, before that summer trip (usually to Catalina Island in our area).

I discussed pretrials with several brokers. The larger, higher value boats almost always have them. Smaller, lower value boats often do not, as the money earned from the commission does not justify the extra time. While this makes sense over a large sample space for a high volume brokerage, the individual boat that fails during a sea trial wastes time, costs money and turns potential buyers skeptical.

The batteries on a 2017 Sea Ray were so low that the engine would not start.
A Catalina 30 engine had trouble starting, died repeatedly when being shifted into gear and did not come close to design wide open throttle specification.

A Bayliner 57 had two very common pretrial detectable problems, malfunctions of the autopilot and the HVAC system.

And a Mason 44 sailboat had a roller furling main sail that would not deploy.

All these are recent deficiencies found during the sea trials that could have been discovered during a pretrial. While clearly it is untenable to address all common marine survey findings (distress signal flares, required placards and functional through hull valves as some examples) the larger and more important systems can be relatively easily proven and a decision can be made by the selling team to either repair the problem or disclose the problem to prevent it from killing the deal.

During sea trials we usually request the engines be operated to wide open throttle. If the engines have not been operated in such a manner for an extended period of time, problems are displayed. Turbo charger and shaft seal related problems are common. During a recent sea trial a hose between the turbo charger and the after cooler became disconnected. This occurred while throttling the engines up, on our way to wide open throttle. A mechanic aboard performing a mechanical survey was able to use a spare hose which was part of the vessel’s inventory, replace the damaged hose and continue with a sea trial. The potential buyer had already decided to abort the haul out if the engines could not be properly tested and the deal was saved.

“I’ve never used that” is a poor excuse for a system not functioning. The next owner may want the generator to function.

We regularly encounter a component which is known to be broken, often with a new part aboard, but not installed. We all have pending to do items in our lives and need to prioritize the list. Most of the time my potential buyer clients see this type of decision as a lack of maintenance versus time management challenges.

Make sure the wireless remotes for everything have functional batteries, the davit works, the key for the tender is available and its battery is charged and we encourage testing the windlass (just in case). A stiff steering system is always a high hurdle to jump during the buying process.

When the significant systems function properly the inevitable smaller findings are more easily overcome. Several simple procrastinated repairs often appear as deferred maintenance, and leaves potential buyers wondering about what else was neglected. A simple pretrial takes an hour and the return on investment is usually worthwhile.

When a problem is discovered during the sea trial it often tests the skills and experience of the broker. Some come from a technical background and can easily replace a seawater impeller or a battery. Some rely on their deep network of professionals and willing sellers to facilitate a rapid repair, saving the deal. Some simply refer the problem back to the seller and disengage until the problem is resolved. While the latter has been viable in the last few years, the Covid 19 demand is uncertain and a return to normal best practices may be rewarded.

A Fascinating Tugboat Survey

A Fascinating Tugboat Survey

I became a marine surveyor because I was fascinated with boating. I have remained a marine surveyor for over thirty years because I am fascinated with the trade and the opportunity to learn new things regularly. Below is an excerpt from an interesting email from a client.

This was a prepurchase survey on a recreational tugboat. He began his email that he regretted that he wouldn’t be able to attend the inspection and the opportunity to learn from me, but he had an opportunity to “give her a once over” and he included the following information, some tests of his own – here are the results:

“I’m particularly concerned with the state of the engine, even though just 1254 hours, as it would be difficult/expensive to replace so: (1) Engine oil and transmission oil, microscopic analysis, no overt metal swarf; recent engine oil analysis acceptable. (2) Prompt cold start. While running cold, stethoscopic inspection of injectors showed variance in #3 and #6 injectors (counting from bow), which resolved as engine warmed; no audible problems with valve chain above each cylinder. (3) No air pressure pulses from open oil filler cap, so likely acceptable rings and cylinder lining. (4) Stethoscopic inspection for exhaust manifold leaks appeared negative. (5) Sample taken of coolant. Subsequent lab test of sample showed minimal sodium contamination, indicating no pinhole leaks in heat exchanger. (6) After running for an hour during bay trial, a thermal camera image of the engine showed all cylinders at identical temperatures, and all exhaust manifold legs also at identical temperatures, indicating all cylinders are operating identically.

I took an H20 sample from the non-filtered galley sink supply. Subsequent lab tests indicate it was acceptably clear of bacteria (48-hur incubation), alkalinity, chlorine, nitrates & nitrates, & lead.

I placed uncovered petri dishes with potato starch/agar media in the focsle, the head shower, and behind the entryway stepladder, then after one hour exposure sealed them. Subsequent laboratory incubation for 24 hours disclosed minimal airborne mold.

The electrically flushed toilet smelled and looked fine, until I flushed it once; then it smelled overpoweringly of hydrogen sulfide. If you have any thoughts about this, that would be great.

Kells, I’m looking forward to learning about whatever you find!”

Some (scientist) clients are more detailed than others. Though some of the tests require a laboratory, many are simple and can be done by all. I smile as I recall this email and this brilliant human’s desire to learn from me, I certainly would have learned more had he attended that day!

Today I will inspect another boat, learn something new, smile, and be grateful for the opportunity.

For those that are curious what we found, our recommendations for that survey follow.



  1. Maintain the fire extinguishers per NPFA recommendations. Extinguishers should be inspected and tagged annually and inspected by a qualified technician or replaced every six years.
  2. Provide federally required, approved and current distress signal flares.
  3. Maintain the PFDs per the manufacturers’ recommendations, including the inflatable type PFDs.
  4. Modify so the hull number is legible on the transom per federal regulations.
  5. Display the documentation number per federal regulations.
  6. Eliminate the water leak at or near the propeller shaft tube to hose connection. Clean and dry the bilge in this area to allow detection of any future water leaks or weeps.
  7. Service and prove the diesel heater functional as desired.
  8. Service and prove the Heater Craft electric heater functional as desired (it obtains heat from the engine).
  9. Assure that the propane locker ventilation complies with ABYC and NFPA recommendations. The locker should be drained and vented on the bottom to the atmosphere.
  10. Assure that the inverter is installed in compliance with the manufacturer’s and ABYC’s recommendations. Provide an AC circuit breaker.
  11. Remake battery terminal connections so that the nuts are properly attached to the studs or provide alternate means of attachment.
  12. The 8D battery is “dry”, assure the batteries and charging system are suitable for continued use or address appropriately.
  13. Service and prove the starboard and forward engine room lights functional.
  14. Replace the GFCI outlet in the head as it did not test normally.
  15. Service and prove the inverter properly functional. The inverter did not function properly; it did not provide power and displayed an error message, “searching”.
  16. We encourage installation of a propane alarm, carbon monoxide alarm and smoke alarm.


  1. The horn is weak, address appropriately.
  2. Properly secure the clamps on the hose connection to the wash down pump below the forward berth.
  3. Address the odor from the head and shower, apparently due to stagnant water.
  4. Determine if the fresh / sea water selector switch is functional, locate the components and address any liabilities or deficiencies as appropriate.
  5. The diesel heater’s filter is exposed in the lazarette. Assure the diesel heater installation complies with the manufacture’s and ABCY’s recommendations.
  6. There is a clear tube used as a sight level indicator on the fuel tank. We encourage replacing this tube with a glass tube covered with metal and encourage the valves to remain off when the fuel level is not being sighted.
  7. Properly install the fuse near the diesel heater in the lazarette, it is not well secure. Comply with ABCY recommendations.
  8. Assure that the green “power available” light on the AC distribution panel illuminates properly.
  9. Properly label the switch for the windlass at the helm console.
  10. Service and prove the windshield wipers properly functional.
  11. Service and prove the TV properly functional as desired.
  12. The transmission tag is difficult to read, address as necessary.
  13. We encourage modifications so the rudder stops on the starboard stop, it currently does not touch it.
  14. Address the rattle at the engine control as desired.
  15. Replace the missing zinc anode on the stern thruster.
  16. Determine the significance of the play in both thrusters’ blades and address appropriately.
  17. Address the cosmetic differences as desired. Cosmetic differences include numerous color differences about the transom door, on the port transom gunnel, cracks chips and filled hole on the transom gunnel and transom door, split rub rail on both hull sides, screws in the head liner in the forward cabin, age related damage to the side liner in the forward cabin, crazed hatch over the aft deck to saloon entry way and what appears to be spray paint on the upholstery overhead forward in the forward cabin.
  18. Properly secure the saloon table.
  19. Address the damage and apparent repairs on the hull exterior including on the starboard transom corner and to port amidships as desired.
  20. Repair the bent starboard swim platform support bracket.
  21. Service the cockpit deck hatch latch and prove it properly functional.
  22. Determine why there is ballast to port in the lazarette, in the form of bags. Eliminate any liability and consider securing the ballast if it remains aboard and is determine to be beneficial.
  23. The base of the port inboard stern rail stanchion base is bowed up, address if desired.
  24. Engine room insulation is failing, particularly by the transmission, address appropriately.
  25. We did not test or inspect the following components: outboard engine, all functions of entertainment devices and all functions of navigational electronics (power up and basic functions were tested).

Winterizing Boats in Southern California



My career began in Florida with a Fort Lauderdale marine surveying company and shifted to San Diego a few years later. In these areas winterizing means wearing flannel shirts or other rare cold weather clothing, such as socks. But not much changes with respect to boats.

Our business regularly assists with insurance claims and an abnormally large volume of them currently motivated this article.

In Southern California (and Northern Florida) there are “boating seasons”, cyclic weather patterns, and typical times for rough or calm seasonal sea conditions. We have handled a few freeze damage claims, such as cracked exhaust manifolds or engine blocks. These usually come from boats stored at a high elevation and these boats should be properly “winterized”. If you want advice on hard freeze winterizing procedures, please look elsewhere.

Southern California’s winter challenges are primarily storms, travel, and lack of motivation to go to our boats.

To prepare for these wretched conditions we suggest you don your Ugg boots, go to the boat and check the life support systems.

Check your bilge pumps and automatic switches for functionality. Make sure your batteries and charging system are in good condition and will provide those pumps with the power they need through the dark winter months. Clean scuppers, drains, screens or other methods that rainwater uses to leave your boat.

Consider wireless alerts, they are available now for security, battery monitoring, high water alarms and you still have time to put them on your Christmas list. Hurry!

Do not forget to check your dock lines, chafe gear, fenders and anything else critical to keeping your boat safe during our occasional storms. Check in with your boat buddies, this is a great time for mutual assistance with your dock, marina and yacht club neighbors. Let them know when you will be gone and provide them access to check on the vessel while you’re on your snowboarding trip to the Swiss Alps or on a charter in the BVI. Offer to do the same for them.

Every Spring we get a few claims that occurred over our rainy season. Some smaller boats will have suffered “trailer submersions”. Make sure these boats are stored properly, covered, bow up and the plugs are removed. We get a few heavy mold claims on larger boats. Prevention includes eliminating any water leaks into the vessel and proper and thorough drying and ventilation after any leaks. This means checking on your boat after the storms, there should only be four of them, and we already had one.

Merry Christmas, Happy Hanukkah, Kwanza, New Years, Winter Solstice, Festivus or whatever you celebrate during this holiday season.

Vessel Damage Claim Mystery

Vessel Damage Claim Mystery

Damaged Propeller


A significant part of our business is assisting with damage claims. Normally we are engaged by an insurance claims adjuster, with the task of determining the cause of loss, defining the scope of damage and assessing the cost to repair. Many times we need to solve a mystery or a puzzle to determine the cause of loss. This recent assignment was from an owner.
We thought it might be fun for you to try to solve one.

Background History

The photo above is the propeller at the heart of the puzzle. The owner purchased the vessel ten years ago and had new engines, propeller shafts, and propellers installed within the last two years. Due to performance issues, the propellers were modified after they were installed.

Event Details

The owner was operating this vessel just offshore the harbor entrance when he felt an “impact” and the starboard engine began vibrating. He inspected the starboard shaft on the interior of the vessel and noticed movement/vibration; he had no idea what had happened. He thought he may have “lost a bearing”. He attempted to get a diver to inspect the vessel but was unsuccessful. He filed an insurance claim based on advice from a mechanic and the vessel was hauled and inspected ten days later. I inspected it two weeks later, when it was hauled on its trailer. The significant findings follow pictorially (with some captions to help).

Figure One: Propeller blade’s break surface near hub

Figure Two: Second propeller blade, undamaged 

Figure Three: Third propeller blade, undamaged 

Figure Four: Strut, visibly bent


Have you jumped to any conclusions yet?
The propeller is missing one blade, the blade is broken near the hub and the other two blades exhibit no damage. The propeller and shaft spin freely, with the same amount of resistance as the undamaged propeller shaft of this twin engine vessel.
The insurance company denied the claim and the owner called me for a second opinion. Do you know what happened? What testing could be performed?

The Big Reveal

Don’t continue reading if you have not tried to solve the mystery and don’t want to know the answer yet.
The failure mode of the propeller is unusual and inconsistent with striking a submerged object. A propeller in good condition (in this case less than two years old) should not “lose a blade” due to striking a submerged object. Normally a propeller in motion that strikes a submerged object will contact the object with more than one blade and the edges of the blade(s) will bend or tear. This propeller likely failed due to a crack propagating through the blade or a similar weakness or flaw. The science that could be used in this case would be a metallurgical inspection, perhaps using a scanning electron microscope to determine the mode of failure. Sometimes the science nerds just tell us boat nerds the mode and we have to deduce the real world meaning and cause.
What about the bent strut? This installation includes only the strut for a bearing, a dripless shaft seal, and a hard coupled propeller to a transmission. Remember the propeller shaft spun easily. The strut was installed below a fuel tank before the liner was installed in the vessel and the cockpit covered the fuel tank. It is not an easy task to remove and reinstall the strut.

Here is one more hint.

Figure Five: Inboard aft motor mount, note position of the nut on the stud

Figure Six: Outboard aft motor mount, note position of the nut on the stud 

It is our opinion that the strut was bent prior to the failure of the propeller. The new engine and transmission were installed and aligned to the bent strut and nobody noticed the bent strut.
The aft two motor mount bolts and nuts show the likely uneven alignment, the other engine’s motor mount bolts are adjusted evenly.
It is unclear when, how or why the starboard strut was bent. The vessel is a limited production powerboat and it is possible that the strut was bent during the manufacturing process when it was found to be out of alignment. It is also possible that another event, perhaps a line wrapped around the propeller provided the force to bend the strut, but it is improbable and nearly impossible that striking a submerged object would have broken the propeller and bent the strut.
In addition to the findings above regarding the propeller, an properly aligned propeller shaft, between the transmission and strut, would no longer be aligned if the strut was bent (post alignment) and the shaft would either be bound or extremely difficult to turn. What further testing could be done? If an impact with the propeller had bent the strut, the force would have necessarily been transmitted through the propeller shaft. Pulling the propeller shaft and testing straightness with a dial indicator would show the existence of any bends and a bend at the propeller end of the shaft would prove such a force had been applied.
While neither of the inspections, metallurgical inspection of the propeller’s break surface or dial indication of the propeller shaft have been accomplished, the findings are relatively certain based on logic and experience.

I hope you enjoyed the mystery!

Cabo Passport Incident

In my professional life as a marine surveyor and my personal life, including actively chartering catamarans in foreign countries, I regularly combine boating and travel.  “It’s not how you get into trouble”, I often tell my clients, “it’s how you get out that matters.”  Usually this sentiment applies to sea scenarios, but recently I was able to practice this technique on land.


I flew to the airport in San Jose del Cabo, Mexico on a Monday, for a new boat “warranty” inspection, also in San Jose del Cabo.  My intention was to complete the job that day and spend the night in Cabo San Lucas, enjoying the following day in the warm winter weather, before a late afternoon departure.  Upon arrival to the marina, I took a second job and my schedule changed, but I had already purchased a Cabo San Lucas hotel room for the night.


Maybe it was because I was in the least expensive hotel on the marina, maybe it was because the lights didn’t work in the hotel’s stairway, but for some reason I decided to store my passport in the room safe before leaving for dinner.  This is not a habit, I only do it occasionally and I briefly considered the consequences as I shut the safe door.


I was up early the next morning working on my laptop, not realizing that its clock did not adjust to the time difference.  When I realized that I would be late to the job, I packed quickly and rushed out of the hotel, still hoping to return for a few hours of relaxation.  The jobs took longer than expected and I decided not to make the 30-ish minute drive back to the hotel and instead arrived two hours early for my flight back to San Diego.  I entered the airport relaxed and told the rental car shuttle driver how good it felt to be early and stress free, then I reached into the passport pocket in my brief case.  Something slightly less than total panic but much more than worry quickly displaced the “I got plenty of time feeling”, as I remember the passport was in the safe.  One of my children was having a medical procedure early the next day and I was determined to get home.


Instantly I started considering my options, would my Sentri pass work, could I get my rental car back (and drive like “that guy”), how long would it take to get to my hotel and back?  I knew I had to make decisions quickly as the clock was running.  I told myself to stay calm, “you got this”.

There are two ways from the airport to Cabo San Lucas, a toll road and a free road with much more traffic.  I called the hotel and began the painfully long wait for them to locate the passport.  Mañana time is great for vacation, but does not go well with plane schedules.  I began negotiating with taxi drivers, it is hard to break old habits and I pride myself on this skill, but trying to negotiate in this situation proved futile.  My timing demand overpowered my ability to walk away casually (the show them your back gambit) and wait for the driver with the desire to match my needs.  I hired a taxi at full retail price.


Luckily I was able to charge my almost dead phone in the taxi as we headed towards the hotel on the toll road; I was still on hold with the hotel.  The toll road is mostly a two lane road with occasional passing lanes and has slow trucks, the elderly taxi driver, with good English skills, looked for opportunities to pass, but few came and he expressed his impatience in Spanish.  It became a comedy movie scene.  I tried to get the taxi driver to call the hotel, against his better judgment he tried, we almost wrecked.  One thing about driving and talking on the phone is you get better with practice.  He asked me to call the hotel for him, he had a Samsung phone, and again we almost wrecked while he brought up the dial screen for me.


Those of you who travel to Mexico regularly are familiar with the different phone numbers used for dialing mobile phones versus land lines or from foreign phones.  I travel there often and am aware of the differences, but don’t know them well enough to dial efficiently.  I have to fumble around with a “+1”, “01” or an area code and sometimes, miraculously, after many “that won’t work messages” in Spanish, I connect.  In this taxi I experienced all these problems.  “Keep cool”, I thought.  After twenty minutes I hung up on the hotel on my phone and called them back.  They had found my passport and given it to another taxi driver to head towards the airport.  Then cellular reception failed and briefly I thought I might.


I called the hotel again, while my driver continued toward the hotel, passing the exit to San Jose.  They gave me the passport taxi driver’s phone number, but of course, we were unsuccessful in our initial attempts to reach him from either phone.  Eventually I reached him on my phone but my Spanish was of little help.  I didn’t need “dos cervezas”, “la cuenta” o “el baño”, so I handed my phone to my driver.  I had to stifle myself from micro-managing their conversation, which I barely understood anyway.  We arranged a meeting point at a grocery store, between the two cities, near the exit we had passed a few miles back.  A u-turn on a toll road is possible in Mexico and saved time, a small victory, “I got this”.  We arrived to the meeting point first, the traffic was heavy on the free road, and again some doubt crept into my thoughts.


The passport taxi, blue van number “101”, arrived and I was waiting in the parking lot at the ramp from free the road.  The transfer was made and with some aggressive driving through the roundabout, yeah my driver was “that guy”, we were back on to the toll road in plenty of time to catch the plane.  My ability to check my bag of tools was less certain.  I often travel with tools and knew this might be another time I had to choose between keeping the tools or catching the flight, but this time I had a more urgent desire to fly.  The Mexican TSA could certainly use the hammer but the moisture meter would likely be useless to them.  Would I have to check my scope camera?  I returned to the airport less than 45 minutes before the flight and luckily they were not as rigid as most US airports have been recently. I was allowed to check the bag and was relieved that I had solved this minor self-imposed crisis with moderate stress and less than $200.


Whether it’s a boating challenge, a travel issue or life in general, I find it’s important to stay calm, rapidly assess options, pivot appropriately and believe in a positive outcome.  I had time and access to the airport lounge and chose a Jack and Coke as my reward.  I didn’t have time to drink it or the desire to chug it, so I requested and was pleasantly surprised with the offer of a red Solo to go cup.  The agent inquired as to its content as I passed through the gate and had one final smile when she allowed me to board with “my medicine”.


It’s Not How You Get into Trouble

Mariners love sea stories and writers love inspiration. We experienced two events in the recent past, only days apart, that provided both and they provided reminders and tips for boating safety.
The first occurred in Puerto Vallarta, Mexico, during a pre-purchase survey for a relatively young couple, new to this type of boat. Aboard the 40 foot sailing catamaran for most of the day were two experienced brokers, the undersigned (marine surveyor), the two clients and one of the current owners. The event occurred while attempting to pull into the travel lift ways. We docked in the main channel and needed to make a 90 degree turn around the corner of the dock and into the ways. The wind was blowing briskly and pushing the vessel off the dock once it was oriented towards the travel lift. After the obligatory delay, we initiated the movement into travel lift ways, with neither of the brokers aboard. The yard crew attached the port stern line to a cleat on the corner of the dock, providing a “fool proof” way to bring the boat alongside. We simply needed to pivot on the line, super easy right?
The owner was unfamiliar with this maneuver and continued to try to operate the vessel as if it was untethered. He would look over at the stern line attached to the dock cleat and growl, as it prevented the vessel from operating normally. It was as if he had a pesky dog clamped to the bottom of his pant leg and he couldn’t shake it.
These situations are familiar and I simply offer to help if needed. He did not accept help and as he was unable to bring the vessel to the dock his anxiety level rose, quickly. Within a few moments it was decided to let the stern line go but he was rightfully concerned with wrapping the long line around a propeller. I assured him we could bring it aboard without a problem, but he would have to immediately assume control of the vessel and drive it quickly to the dock, as there was little room for error and no room for delay. He authorized the procedure.
The yard crew disconnected the stern line, it was brought aboard and the wind blew. The owner was unable to operate the vessel against the wind and the vessel was moments away from becoming pinned diagonally against the concrete travel lift ways. Thankfully the two buyers had been provided with loose fenders to insert between the vessel and any hard objects, the boat yard crew was experienced and properly positioned and the owner accepted a more assertive (and last moment) suggestion to stop using the engines.
The vessel landed softly against the concrete ways and was manually pulled out of its predicament, the owner was able to collect himself and the vessel was hauled with no further anxiety, and with only one small scrape.
On the return trip to the marina the owner allowed the broker to operate the vessel and the docking was so smooth that the undersigned, busy crawling the port hull, did not realize we were docked.
Lessons learned: know your limits, make plans and communicate them to the crew, be willing to accept help when necessary, learn how to use spring lines to your benefit (there are many tricks) and provide the deck crew with detached fenders (much more appropriate than body parts) in advance of any potential need for them. Know that eventually there will come a time when we all need to turn over the helm, so get your time in while you are still able.
A few days later while returning into Mission Bay, a second event occurred. The vessel was an 85 foot twin engine power vessel capable of speeds over 20 knots. During the haul out we noticed that the rudders were positioned outboard of the propellers, an extremely unusual position. This time a paid professional captain was in control. The waves were significant, approximately 6 to 8 feet and the vessel caught one as we attempted to enter Mission Bay. In a moment the vessel had turned 30 degrees, picked up speed and was headed towards the rock jetty on the port side of the entrance. I surf and was familiar with the take off, but had never surfed on a boat this close to a jetty.
The jetty was approximately 150 yards away when we first caught the wave but there was no doubt that we would need to turn out of the wave or we would hit the rocks. The captain tried to turn, but the vessel did not comply. Neither the captain nor I panicked but shortly after we dropped in on this “juicy left” I suggested that he use the transmissions in addition to the rudders. A mechanic aboard turned to see the jetties approaching quickly, and now only 70 yards away.
The mechanic screamed loudly, “Captain put this vessel into reverse now!”
The captain had already begun the process and was able to shift into reverse and throttle up the engines in time to avoid the collision, but perhaps only by 25 yards.
The captain calmly and professionally explained that screaming was not helpful and that he had chosen not to quickly shift into reverse to prevent killing the engines and losing all ability to maneuver.
One operational test on classed vessels is a “crash stop”, or a sudden change in direction of rotation of the propellers. This test is done to assure the machine systems are able to do handle this procedure without stalling. While this is an unusual and abnormal procedure, this event showed why it might be necessary and why some classification societies prescribe the test. A crash stop would be more common when encountering a mostly submerged object, but the stopping procedure is similar.
Lessons learned: act early to avoid any potential collision. Prevent the necessity of a perfect avoidance procedure by not getting into a close call situation. In this case as soon as it became apparent that we were not going to be able to steer out of the wave, initiating the use of the engines should have begun. Different angles to waves present different challenges. Following seas can present steering problems. Entry into a channel with a following sea can be tricky and unpredictable. Conditional awareness is always important and entering after the last wave of a set is a good way to reduce the potential problems. Handling stress appropriately will eventually be a useful trait to all mariners, calm is good. Making sound decisions in a calm and decisive manner is great. Avoiding a collision is of utmost importance. Screaming, well I’ll let you decide.

Salvage Boat Race

We are often racing during salvage operations, racing the tide, racing weather, and we’re always racing time. We have been active with salvage jobs during Covid and during a recent round of sea stories during a salvage in the Central California coast, I remembered a very interesting salvage boat “race”. As marine surveyors we usually represent insurance companies and insured’s interests during salvage operations. The historical basic concept of salvage is to reward a salvor for risking their health, life, and equipment in order to save someone else’s property, usually a vessel or cargo. In return for the risk, and usually based on the value saved and level of risk, the salvor is granted a reward.

Two decades ago a Catalina 42 left Southern California for Hawaii. Aboard were the owner, a friend of his, both in their sixties and two of their children, both about twenty. Right away the vessel began experiencing problems including water intrusion and somewhere approximately 100 miles off-shore there was a steering failure. Only one of the 20 year old’s was able to steer with the emergency tiller handle. A decision was made to abandon the vessel and all four passengers were retrieved by a Coast Guard helicopter. The EPIRB (acronym for emergency position indicating radio beacon) was activated. As a representative of the insurance carrier for the vessel we hired a salvage / tow boat to retrieve the vessel and initially had good location information from the EPIRB.

Just after we initiated the recovery of the vessel, we were alerted to a second salvage vessel underway in hopes of retrieving the Catalina and collecting the reward.

Initially I was dismayed and contacted the owner of the company who had dispatched the competitor salvage vessel. He responded that this was “only business” and “may the best boat win”. His boat was faster. I asked an authority, providing the EPIRB information if the location could be selectively provided, i.e. withheld from the competitor boat. I was denied. We, the good guys in my opinion, were not the favorites to win the race but with both tow boats racing toward the abandoned and adrift vessel, the EPIRB signal began to wane.

As the two tow boats approached the area in which the vessel was believed to be, its EPIRB became completely useless. We hired a spotter plane to assist our team and developed a communication protocol so they helped only our team. Without premeditation on the part of the land based team, the pilot of the plane, on his own, provided information to the competitor vessel. We later learned the information was inaccurate.

The hero salvage vessel won the race, found the Catalina 42 and returned it to its home port and its owner. Had the competitor vessel found it, they would have been granted a salvage reward for their effort but in this case instead, they got their just reward, a fuel bill.

Catalina Advice

My family and I regularly charter Catamarans in various locations.  The most recent charter was planned for Croatia, but COVID redirected us to Catalina.  While not as exotic of a location for Southern California locals, it remains a lovely destination.  This article touches on the practice of mooring and one particularly humorous mooring event.

As most local boaters know, Catalina utilizes a two point mooring system.  Normal process is to grab the mooring wand from the bow, pull the line from the wand up to the mooring line, secure the mooring line loop to a bow cleat and then run down a separate line (the sand line) astern until the stern mooring line is reached and attached it to a stern cleat.  With only minimal boat handling skills, basic crew instruction, a sprinkle of patience and a dash of good luck, voila the vessel is moored.

Between day sails, trips to the water dock, mooring moves (which happened thrice in Avalon) and stays in both Catalina Harbor and Isthmus Cove, we likely moored twenty times.  We missed twice.  The first attempt began with apparent success, we grabbed the mooring line with the vessel barely moving and virtually no wind or current to deal with.  Unfortunately, the captain (and writer) failed to communicate well with the crew as to how they could provide instructions to fine tune our position when the initial attempt to secure the bow mooring line was unsuccessful.  No biggie, the second attempt was successful.

A much more challenging and eventful attempt occurred when returning from a day sail in the late afternoon.  20+ knot winds were the most significant factor as we approached the mooring from upwind.  We passed the mooring, spun the 42’ Catamaran successfully into the wind and put the port bow at the wand.  The crew was able to grab the wand but failed to secure the mooring line.

As minor adjustments failed to bring the vessel back to its necessary position, “head into the wind” was offered by what appeared to be the captain of the adjacent vessel, moving his hands as if guiding an airplane to a gate.  My initial thought was, “no shit” but I chose to respond with a verbal “thank you” and a head bob, communicating in the howling wind from 20 yards.  He was right, after spinning into the wind and missing, I was trying to walk the boat sideways back into position and the wind made it challenging.

During the next few moments, several other pieces of advice were provided, though none were requested, they were all suitable and clearly came from a knowledgeable captain.  Based on what appeared to be the owners, captain, and crew on their starboard rail, this was a regular and entertaining event for them, think boat launch ramp and “Qualified Captain” (Google it if you haven’t watched).

I had assigned one crew to grab the wand, the largest crew person to grab the mooring line and attach it to the cleat and a third crew to stand by with a loose fender, just in case.

The fender operator, a novice sailor, took the job seriously.  However, in an earnest attempt to place the fender between our vessel and the adjacent vessel, well in advance of any contact, they obstructed the more important work of mooring.  To them the adjacent captain said “You should get out the way, we have fenders if needed”.  Again, he was right and verbalized the idea prior to me.  I confirmed that the fender holder should stand down for the time being.

The mooring line had just been secured on the bow when the captain instructed us to “back down, hard”.  Another brilliant idea I thought and though we were successfully backing down (as hard as our two 30 horsepower engines would allow) the crew was not successful in the stern mooring.  The boat was too small to reach the stern mooring line (42’ boat on a 70’ mooring) and the concept of securing the sand line as tightly as possible had not been explained properly to the crew.  Even with the adjacent captain’s sage advice, our crew was ill prepared by their captain for this unforeseen event.  They struggled mightily but alas could not reach the stern mooring line.

No problem, my first mate and wife of nearly thirty years could handle the helm at this point and I was able to manage the stern mooring attachment.  We were fairly tight on the sand line and happy to have completed a more difficult mooring and one final suggestion was offered, “Call the harbor patrol and have them pull you back to tighten up your mooring.”  Crap, I thought, I had instantly shifted to margarita mode.

All of his unsolicited advice had been good, mostly unheeded, but no bad advice.  Out of an abundance of caution, I hailed the next passing harbor patrolman who took a quick look and advised that we were well moored and should take up any remaining slack in the sand line when the wind subsided.  I smiled inside as I poured the Grand Marnier floater on top of my marg.

An hour or so later, the wind subsided.  I explained to the crew that we were going to reverse hard and take up all possible slack on the sand line, tightening up the mooring as much as possible.  No one was on the deck of the neighboring vessel.  As I begin to reverse and back down, one final bit of advice emanated from an open porthole, “PULL HARD.”  I laughed inside and later joked with the crew, you had one job, pull hard, and apparently you weren’t doing so or you wouldn’t have received such sage advice.  I was extremely proud of my crew, even after I noticed that every bit of the sand line they retrieved had somehow been stored on the stern cleat, in a giant ball of confusion.

A Marine Surveyor’s Voyage Through the Corona Virus

Day 1              December 23, 2020

First day of symptoms, unusually low energy. Work from home.

Day 2              December 24, 2020

Initial symptoms continue, low energy, Christmas shopping.

Day 3              December 25, 2020

Not so merry Christmas. Symptoms increase, mild fever. Contact primary care provider to request Covid test – denied, did not meet testing requirements. In isolation, wife evacuates bedroom.

Day 4              December 26, 2020

Wife and I drive separate cars to Covid test site, take my fifth Covid test.  Contact clients scheduled for 12/28/20. Seller had Covid, buyer is Navy corpsman comfortable with exposure, both request that survey proceeds.

Day 5            December 27, 2020

Symptoms include mild body aches, prior symptoms persist.  Mental certainty that I have some medical condition, no breathing issues causes Covid questions to remain. Physically feel able to work.

Day 6             December 28, 2020

Mild symptoms continue, normal work day and mindset. Perform pre-purchase inspection of 40’ trawler including sea trial from Chula Vista to Shelter Island and back, receive positive diagnosis at the end of job, wife tests negative. Cancelled jobs scheduled that week and mental outlook shifts negatively.

Day 7              December 29, 2020

Work from home, symptoms persist. Heed CDC guidelines for isolation, requiring 10 days from first known symptom and 24 hours with no fever.

Day 8              December 30, 2020

Fever resides, optimism returns, wife tests positive and moves back into bedroom.

Day 9              December 31, 2020

Fever returns, mental state confused, doubt ability to ever survey a boat and write a report again. Skip a scheduled zoom party call, worse wedding anniversary ever.

Day 10            January 1, 2021

Symptoms persist, confirm proper medical care with niece (an active Covid nurse). Eat Hoppin’ John (black-eyed peas and rice dish), family tradition for good luck on New Year’s Day. Checked back that we missed this tradition in Bali on January 1, 2020.

Day 11            January 2, 2021

Awakened with no fever, mental acuity returns, work remotely for 3 hours. Cancelled golf outing scheduled for 1/3/21 and advise clients scheduled for 1/4/21 of current situation, all request job to proceed.

Day 12             January 3, 2021

Remain fever free, only symptom remaining is limited smell and taste, retest for Covid, all cleared for exiting quarantine per CDC guidelines.

Day 13          January 4, 2021

Awaken with clear head, no fever and symptoms abating, minor limited smell and taste, Covid test returns negative.  Survey Seamaster 46 sailboat in Ensenada.  Wife tests positive, low grade fever persists until January 8, 2021.

In an attempt to add interesting detail and color to the daily Covid journal, I’m providing relevant family and business history. My wife and I have three 20-something children and a 30-something nephew (and marine surveyor) living in a split level 5-bedroom home. Our room abuts the main living room, dining room and kitchen on the upper level. The children have bedrooms on the lower level. The living room and dining room include large tri-fold doors which open to a deck.

Our family has been fairly Covid aware and cautious, wearing masks, staying socially distant and in a relatively small “germ pod”. The first few months I wiped down the common areas every morning before anyone else arose.

We have a Sunday night family dinner tradition which usually includes guests. Initially this was suspended but utilizing the indoor / outdoor style of our dining room, the Sunday dinners were resumed during Covid. Often visiting 20-somethings and also the more “exposed” children sat outside, while the more at risk humans would stay inside.

Marine inspection protocols were developed which included mask wearing, distancing as possible, ventilation and common sense.

Our business paused when the first lockdown occurred but quickly rebounded due to an unexpected and unprecedented surge in demand for boats. Business and vacation travel was significantly curtailed, resuming with a family trip in November to visit elderly parents. We all tested negative prior to departure and twice during the travel.

Business travel resumed with a day trip to La Paz, Mexico in early December and 5-day trip to Mazatlán beginning December 16, 2020. Both trips included use of the cross border express a walking bridge to the Tijuana airport. We missed the scheduled flight to Mazatlán after arriving at the Cross Border Express 1.5 hours before the scheduled 5:30 am flight, primarily due to the line to check luggage (tools) combined with a crush of vacation travelers. The missed flight caused many hours in the airport. I was  accompanied by my wife on the trip, we both wore double masks, the flight was full.

The Mazatlán job was a pre-purchase inspection of a 2016 107-foot class built and maintained steel luxury expedition type motor vessel with an asking price of over $10,000,0000. We shared one meal with the crew in the galley and spent two nights socializing with friends in Mazatlán. Alcohol softened my Covid defenses.


On the day I received my positive Covid diagnosis I was surveying a 1977 fiberglass Marine Trader 40 trawler in San Diego with asking price of less than $50,000.


Both survey jobs were normal, Covid protocols were mostly adhered to with the exception of travel.

After having a fever in conjunction with other minor symptoms I began isolation, including only briefly and remotely attending Christmas dinner.

Medically we consulted with a close friend of the family who is a doctor and an active Covid nurse. We stayed hydrated by forcing fluids, took extra vitamin C, D, zinc and one aspirin per day. We regularly checked our temperatures and oxygen levels (with a pulse oximeter). We ate three regular meals even though our appetites were reduced. Some of the meals were s

mall and some of the low energy levels may have been related to limited caloric intakes. We rested extensively, tried to get vertical and move around / take a short walk each day and tried to return to positive mental health, a challenging aspect of the disease on many days.

All four children tested negative twice subsequent to my positive diagnosis and were a god-send in their support during the brief voyage through the corona virus.

I have no intention of providing any advice including medical, travel or behavior. We received many wishes and three delicious and appreciated pots of soup from friends. I received many inquiries as to the experience and its severity and thus was motivated to produce this account.

I also have no illusions that our experience is typical, and am eternally grateful for the relatively mild symptoms, intend to continue exercising caution and remembering the unfortunate families who suffered far more significantly in this crisis.

Refrigeration 101

I apologize to all my customers who I have told that their refrigerators shouldn’t ice over. In a case of repeating mis-information, I was told that early in my career (1990s) and believed it until researching for this article, that modern boat refrigerators should not ice over in normal use.
In reality the common boat DC refrigeration units do ice over in normal service.
I spoke with two San Diego refrigeration experts, Mr. Gary Flemming and Mr. Thomas Gillette. They educated me, finally, that the common AC / DC refrigeration units such as Norcold and Nova Kool will ice over in normal service. The interval between defrosting cycles is usually 1 – 2 months. They suggest defrosting when the ice reaches ¼” thickness.
AC refrigeration units such as Sub Zero or U-line have self-defrosting features. The AC electrical supply supports the heating element required for defrosting.
The most common contributing cause to icing over of refrigeration units is bad gaskets or other sources of warm air such as drain holes in built in refrigeration units. If your refrigerator is icing over faster than your neighbors, perhaps it needs a new gasket.
The proper way to defrost a refrigerator is to open the door and let the heat melt the ice or quicken the process with a hair dryer. Catch the water in a container and/or use a towel. Use of a knife or an ice pick is risky as puncturing refrigeration components is costly or potentially fatal to the refrigeration unit. Dry everything before you put it back in the refrigerator, this will reduce the moisture inside the unit and extend the time period until the next de-icing.
 AC / DC refrigeration units are equipped with a DC compressor, and an electrical converter which converts the AC source to DC for the compressor. These units do not have AC and DC compressors.  They will run on both power sources but will not self defrost.
Iced over refrigeration units lose their ability to cool and become warmer as the ice thickens. So check that refer unit, if it looks like one of these photos defrost it and make sure it is ready for the summer holidays.
We have attached a page from Norcold with some tips.
Happy July 4th!

Top 10 claims from Christian & Company Marine Surveyors

Here I sit at the San Diego boat show, trying to come up with an idea for an article, when low and behold I see the September 2018 BoatU.S. Magazine and their top 10 claims article. I decided to use their list and my experience handling claims and add Southern California comments for your entertainment and perhaps enlightenment.
#10 Wake damage, this includes boats at the docks, boats rafting up and passengers thrown around underway. In Southern California many marinas are in no wake zones, but most of San Diego bay has no speed limit. Proper dock lines and extra fenders are important but knowing what to expect and preparing for it is the way to prevent this damage. There are a couple restaurants and attractions directly on the bay and they get big wakes, many have tried to fend properly, many have failed, consider the risk vs. the reward. Warn passengers about wakes and take them at an angle and speed to reduce their effect on your boat and crew.
#9 Boat theft, primarily is a trailer boat issue and while not as prevalent in So. Cal, it’s worth considering where you hide your key, could you find it if you didn’t already know where it was? How long would it take?  Try to make your boat harder to steal than your neighbor’s boat, on a trailer or in a slip.
#8 Fire and explosion, like theft ranks high because the amount of each claim is relatively high. We have had some bad years in San Diego with marina fires consuming multiple boats, but lately we have been lucky with only the occasional individual boat fire. Electricity is the ignition source for most of the fires we investigate and there is usually a distinct precursor smell. Explosions are usually preceded by the smell of gasoline or propane, be alert, monitor closely and get out quickly
#7 Grounding, we have polar opposite types of grounding. Much of our grounding is on soft mud, usually allowing us to simply back off or perhaps await a higher tide. On the other end we have a few rocks, usually comprising jetties; this type of grounding is much more significant and destructive. Make sure your grounding does not turn into #5; check your bilge after the incident.
#6 Theft of equipment is a new addition to their top ten list and includes outboards, stern drives, electronics and fishing gear. I always wonder how much meth you can get for a radar monitor or an old loran? Make your boat less attractive, lock it up, put a (fake) camera in a conspicuous place and choose a well protected storage location for your trailered boat (with several conspicuous cameras).
#5 Sinking, is slipping in rank, but has made it on all three of their top ten lists. The cause of loss is always the same, too much water on the inside! This claim is as normal for So Cal as anywhere. A good way to prevent this is to keep a dry bilge; it is much easier to detect a leak than to detect a bigger leak or another leak. While bilge pumps’ malfunctions do not sink a boat (see above) bilge pumps and high water alarms can prevent submersion’s. Trailer boats fill with water during rainy season too, make sure the plug is out and the bilge is clean.
#4 Weather/wind, is also normal for our area. We may not get snow and ice, but we get high winds, occasional storms and I remember few Tsunami claims. Weather is usually mild and storms here are usually moderate, but they are normally in the winter and are rarely surprises. Extra dock lines, an extra wrap around the roller furling sails, reduced windage and open scuppers are the ounce of prevention. Be aware which wind direction will cause your boat problems and respond or have a boat buddy make the extra precautions and do a post storm check.
#3 Collision/allision, a collision is between two vessels, an allision is between a vessel and a fixed object (which can be another vessel). With the exception of sailing races where both entrants contractually agree to alternate rules, every boat in a collision shares some responsibility. Know the rules, keep a proper look out and do whatever is necessary to avoid one. When warranted (boat parade or 4th of July) add a look out, reduce speed, choose courtesy and loose that assertiveness big fella.
#2 Hurricanes, well we may have high cost of living, state income tax, earthquakes and fires, but we don’t worry about this one here :<)
#1 Striking submerged object, while these claims rarely result in total losses, if it happens to you make sure you don’t get a #5 (again). Many submerged hazards are charted and are, as are almost all of these claims, avoidable. Do you know about the Hyperion Sewage pipe offshore Playa del Rey or where the submerged jetty is in the San Diego Bay entry channel? There is likely a similar, charted hazard near you and remember maintain a proper lookout.
Boat Humor

Boat Humor




“Ahh-Da-See”                                                                                     “Salty Tango”



“High Hopes”


“Riff Raff”







Halloween Fun                                                                                                                       Shark Bite out of the Hornblower


Camper? Boat? Safety Hazard?
You decide…
Sea (Doo) Tow
Boat Butt
Boatyard Railroad


Boat in a Tent


   While airborne termites do not do as much damage as subterranean termites, they are never-the-less a problem for boaters. Even fiberglass boats use wood in their construction for bulkheads, stingers, interior and core.

I find evidence of termites and / or termite damage on roughly 5% of the vessels I survey and recently received an email asking for termite confirmation (via a photo) and for a termite company referral.
Termite “kick out” is brown and black particles that are similar in appearance to saw dust. The “kick out” accumulates directly below the termites’ holes. Airborne termite wings are another indication of termites aboard the vessel.
While airborne termites eat slowly, and the damage they cause is often not of structural significance, they are often significant at the time of sale. They arouse fear due to the uncertainty surrounding them.
How much damage was done? How do I get rid of them? How much will it cost?
There are numerous methods for treating termites. Orange Oil treatment, localized chemical extermination, microwave and whole boat fumigation. Products can be purchased for the do-it-yourselfer and there are numerous professional exterminators available.
Perhaps the most important lesson is to address them as quickly as possible, limiting the damage and reducing the cost of treatment.
While there is no legal requirement to address termites, as there is in real estate, they have caused problems with sales and are fairly easily detectable. If you see “kick out” or termite wings or bodies, be pro-active. Determine the extent of damage, repair as necessary, exterminate appropriately and remove the remnants to allow detection of any future infestation.
One San Diego exterminator said the average price for taping and sealing a 100’ vessel is $4,500 but prices vary depending on the size and difficulty of sealing off the vessel.
Termite Kick out                                                                                                                Termite Kick Out
                                                                                  Termite holes from below
A Scary Story

A Scary Story

Do you see anything wrong in this picture?

How about now, compare the two propeller shafts


How about now?
This is a broken propeller shaft. It broke ½” aft of the transmission coupler keyway.
The 30 year old boat had a relatively new owner, he had reversed out of his slip and had operated at approximately 15 minutes at low speed. The failure happened as he throttled up in forward and felt something unusual on the steering wheel. This was the propeller contacting the rudder.
He then noticed that he had lost power from his port engine, though the engine ran and the transmission shifted normally.
A quick check of the engine room revealed that the port propeller shaft had slid out of the shaft seal, allowing a 2.5” stream of water into the engine room.
Fortunately experienced boaters were aboard along with emergency wooden dowel plugs, one of which fit nicely into the shaft seal hole.
This averted any significant water intrusion event, the vessel was hauled shortly thereafter limiting the damage to the broken shaft and bent propeller.
It defies logic that the propeller shaft was strong enough to assist in reversing the vessel out of its slip, but broke shortly thereafter while operating in forward. Logically one would think, if the shaft was that close to failure, it would have failed in reverse.
The lines across the break surface of the shaft are called beach lines. These are where a crack in the shaft has propagated across the face of the break surface, or through the shaft, until the point of failure.
This particular failure is unusual, as most propeller shaft failures occur at the key which allows connection to the transmission coupler or the propeller.
Boats maintained “in class” are required to pull their propeller shafts every five years. Most recreational vessels only pull propeller shafts if a problem develops. Another problem which is common with stainless steel propeller shafts is anaerobic corrosion below the shaft seals and strut bearings, caused by long periods of disuse and the unfortunate weaknesses of stainless steel.
This recent failure resulted in relatively little damage, due to the operator recognizing the problem quickly, inspecting the engine room and most importantly having proper emergency response equipment aboard.

Emergency wooden dowels and installation tool