157′ George T. Davie Motor Yacht

Client:  Removed for Privacy Date of report: October 18, 2016
Our file #:         16 – 28887


This inspection was performed upon the request of the client listed above on October 11, 12 & 13, 2016 while the vessel was afloat in XXXXX.  The brokers, the current owner, crew & several others attended.



Builder:       George T. Davie & Sons Ltd C.I. official #:    Removed for Privacy
Model/type: Motor yacht / conversion HIN:                Removed for Privacy
Year:           1960 Engines:         Two Fairbanks, Morse & Co.
Length:        48.06 m  * Name:              Removed for Privacy
Breadth:      10.36 m  * Hailing Port:      Removed for Privacy
Molded draught: 3.77 m * (9 ½’ today) Weight:             Unknown
* Cayman Islands registry Gross tonnage:  693 *

Net tonnage:      204 *



Keel & bottom: Steel construction, welded plates, not examined, red anti-fouling paint
Topsides & transom: Steel construction, welded plates, blue paint
Decks & superstructure: Steel construction, white paint, blue trim, beige paint particle nonskid deck surface
Deck hardware: Sets of cleats and three sets of bollards forward, anchor hawse pipes, set of stern bollards, steel bulwarks, set of bollards aft on foredeck, safety rails, cargo hold deck hatch, raised thresholds on weather deck, grab rails, stern rollers, removable lifelines and stanchions on heli-deck, chocks
Longitudinals/stringers: Three steel longitudinals per side in hull bottom in engine room, steel longitudinals


Athwartships/bulkheads/frames: 3” I-beam frames on 21” centers in engine room, steel bulkheads, interstitial frames on hull sides in cargo hold, 25” frame centers forward, 90 frames (per drawing)
Layout/interior components: Flybridge is open with helm station forward and up, spa tub to starboard aft and steps to port aft to pilothouse deck.  Pilothouse deck has exterior walk around decks on both sides aft, center door aft leads to sky lounge, starboard side door forward from sky lounge leads to pilothouse.  Wing doors on both sides of pilothouse with exterior helm wing stations and center interior helm station.  Two sets of steps (one per side) lead aft from pilothouse exterior deck to aft boat deck and interior steps to port aft in sky lounge lead down to owner’s and captain’s cabin deck.  Boat deck has heli-pad aft with steps aft and down to aft deck area on main deck.  To starboard aft on boat deck is emergency tender.  On both sides of boat deck forward are cranes.  Boat deck has external walk around decks around cabin spaces (all sides) and steps to starboard forward down to foredeck (main deck).  Boat deck interior cabins include the captain’s cabin aft with berth to port aft and ensuite head to starboard forward and owner’s cabin forward with berth to starboard forward and ensuite head to starboard aft.  Wing doors to walk around decks on both sides between captain’s cabin and owner’s cabin.  Interior steps down from landing outside of captain’s cabin to main deck.  Foredeck on main deck has large crane and two tenders, centerline door aft to interior.  Interior on main deck includes office to port forward, formal dining space to starboard forward, galley next aft to starboard, saloon next aft to port, passageway aft of galley and saloon includes wing doors to the exterior and covered walk ways to the stern deck area.  Lazarette / steering locker accessed from stern deck.  Aft on main deck are cabins three and five to port and cabins four and six to starboard.  Cabin three is to port forward, cabins three, four and six have bunk berths and cabin five has a queen size berth.  One head per side between cabins three and five and between cabins four and six.  Steps down from passageway aft on main deck to lower deck with passenger cabins seven, eight, nine, ten and twelve.  Exterior door shuts to make cabin seven and nine one cabin, cabin seven is forward with double berth, cabin nine is aft with two single berths and head between cabins seven and nine.  Cabin eight is starboard forward with berth to starboard and ensuite head to port forward, cabin ten and twelve are aft with twin berths in each cabin and head between cabins ten and twelve.  Primary engine room access is through door inboard of passageway, inboard of galley.  Emergency escape hatches from engine room forward and from aft guest cabin passageway.  Crew quarters accessed from door inboard of office door, forward on main deck.  Steps down and forward to crew quarters.  Crew quarters are split port and starboard, to starboard aft is gym, forward of gym is massage room, forward of massage room inboard is laundry room, forward of massage room is steam room, forward of steam room is crew cabin fourteen, forward of crew cabin fourteen is men’s washroom.  Access to a coffer dam is located on the port side of the crew area between the ladies washroom and shower.  To port aft in crew area is crew lounge and crew galley, inboard of crew galley is ladies shower and washroom, next forward and outboard is crew cabin nineteen, then crew cabin seventeen, then crew cabin fifteen, forward of crew quarters is door leading to storage room with anchor chain locker below storage room.  Steps up from landing on this deck through dog house is foredeck.  Centerline steps down from crew area to cargo hold.
Bilge: Holding moderate water
Comments: The vessel was inspected while afloat.  The hull bottom was not inspected. The client had an ultrasonic inspection performed while the vessel was afloat.  The client had an ultrasonic inspection performed in 2009 and subsequently they purchased their own ultrasonic device.  The current owner’s representatives stated that two plates were replaced due to leaks / corrosion.  One was replaced in the engine room and one was replaced in the cargo hold.  They report that additional corrosion is known in the cargo hold and will require more plate replacement.  The client intends to complete the ultrasonic inspection externally, which we encourage.  The vessel was last hauled and the bottom was painted in 2009, the anti-fouling paint is reportedly in need of re-coating.    The hull sides and transom were visually inspected with the port side of the vessel to the dock.  The starboard side was inspected from a tender.  Where visible the hull sides and transom appear in satisfactory structural and cosmetic condition.  There are areas throughout the vessel which exhibit rust.  The overall external cosmetics are typical of a commercial vessel.  The deck and superstructure were visually inspected and are in satisfactory structural and cosmetic condition.  There are areas which exhibit rust.  The deck hardware including safety rails, mooring devices and hatches was visually inspected and most hatches and the port lights were opened and closed.  We did not open and close all of the port lights and sliding windows.  Hardware for these components is original; some fasteners were stiff and would not move when we attempted to move them with the designed tools (port lights).  Painting had been accomplished just prior to the survey on the flybridge; finishing touches were pending including a loose electrical outlet.  The Novurania tender located on the starboard side of the boat deck aft had a low tube forward and overall exhibited age and weathering.  The stern line rollers were stiff and did not spin.  Several of the windows are difficult to see through.  We could not close the window in cabin five.  There is cracked glass in the port lights in cabin seven and cabin twelve.  Overall the deck hardware is in satisfactory condition.  The structural reinforcements including the frames, bulkheads and longitudinals were visually inspected.  The structural reinforcements appear to be in “as-built” condition.  There are at least six bent frames to starboard aft in the cargo hold bilge.  There appears to be a new plate in the hull bottom in this area.  The vessel has concrete ballast which is visible in the cargo hold.  Some has been poured into the bilge and some remains in bags.  There is an unknown type of insulation throughout the vessel, it is failing in various places including in the engine room.  There is surface rust on frames and in the bilge space in various areas including in the engine room, in the cargo hold and in the steering locker.  The starboard side of the bow thruster bilge has been painted blue, the port side has not.  The cosmetics in the interior are satisfactory – marginal.  Many of the components exhibit “age damage”, including the carpet, sideliner, fixtures and overhead.  The painted overhead is cracking in several cabins, significantly in cabin eight.  The vessel has many loose components in several areas and is not ready to go to sea without further preparation and securing of these components.  A desk to port forward in the engine room is not secure.  The bilge is holding moderate water.  The crew stated that they are attempting to obtain a dry bilge condition by collecting known sources of water including at the propeller shafts’ seals and the engines’ water pumps.  This survey is not a mould inspection.
Summary: Satisfactory


Main engines: Two Fairbanks-Morse model 38D8 1/8, 640 h.p.@ 720 rpms, hours on main engines meters: S – 129,241, P – 414,957
Engine application: Diesel, opposed pistons, four cylinders
Serial Numbers: P – Removed for Privacy, S – Removed for Privacy
Transmissions: Hindmarch / M.W.D. port type M2WR5, size 5, port serial # Removed for Privacy, starboard serial # Removed for Privacy, starboard type M2WR
External/peripherals: Air starting, remote heat exchangers, emergency transmission oil pump, electric remote back up seawater pump, emergency electric oil pump
Engine controls: Pneumatic system, controls in engine room, one pilothouse and two wing stations, flybridge station
Exhaust systems: Dry exhaust for engines and generators, exhaust stack aft of sky lounge deck
Propulsion gear/shaft logs: Two piece shafts coupled in engine room, two Michel bearings in engine room, packing gland seals, 7” to 5” (approx.) shaft diameters at coupler, below waterline components not examined
Steering system/rudder ports: Hydraulic system, steering wheels on flybridge and pilothouse, FU & NFU jog sticks in pilothouse, single rudder, VSG steering gear (type illegible), two electric pumps and auto pilot pump, unknown type seal, rudder not examined
Ventilation: Engine room blowers, stock blowers
Generator: Port forward 110 KW / 138 Kva Marathon / Deere, port aft 100 KW / 125 Kva, Marathon / Deere, port aft 30 KW / 22 Kva Northern Lights, starboard 150 KW / 188 Kva, Marathon / Isuzu, hours on port forward generator: 22,077 (rebuilt engine installed at 18,927), port aft generator hours: 46 and the starboard forward generator: 1,080 hours


External / peripherals: Suitable application, satisfactory installation, keel cooled, small generator has engine mounted heat exchanger, hydraulic PTO on starboard generator

Through hulls & components: Two sea chests, steel gate valves at sea chests and individual steel through hulls
Seawater systems: Steel pipes, PVC tubes, flexible hoses
Bilge pumps: Two electric (fire) pumps in engine room, several small submersible pumps, portable manual vacuum pump, emergency gasoline engine driven pump
Comments: The engines and transmissions were visually inspected and tested during a sea trial.  This survey is not a mechanical survey.  Please consult with qualified technicians for greater detail as to the condition of the marine systems.  The engines are original.  There is no historical knowledge or record of any major rebuilt.  The engines were reportedly inspected by a Fairbanks, Morse & Co. (San Diego) representative in 2014 and that report was made available to the client.  The vessel was taken on a sea trial during the survey.  The engines were operated at approximately 600 rpms and the vessel’s speed was 10.7 knots in moderate sea conditions.  At 500 rpms the vessel’s speed was approximately 9.3 knots.  The tachometers at the pilothouse are shaft speed tachometers versus engine speed.  The rpms noted above should not be considered precise.  The engine hour meters exhibited a variety of hours, their proper function is beyond the scope of this survey.  The external surfaces and peripheral components of the engines and transmissions appear satisfactory.  The water pumps forward on both engines leak water when running and there is water below them.  There has been an evolution of drive systems and instrumentation.  The drive systems reportedly had electric motors previously.  There are lights at the engine controls labeled “field on” which are no longer in use.  The engine instruments on the centerline forward in the engine room are inoperative, except for a digital pyrometer.  There is corrosion on the end caps and at zinc anodes of the starboard engine’s heat exchanger.    There is a fluid leak at the port engine’s governor and absorbent rags are wet below the governor.  There are minor fuel leaks at fuel fittings about the injectors for both engines.  There was a “flutter” at the port shaft tachometer at the pilothouse center helm station.  There was debris on the boot deck after the engines were started, apparently discharged from the exhaust; the significance of this condition is beyond the scope of the survey.  The engine controls functioned normally.  The flybridge controls were not tested.  The current owner has not used the flybridge helm.  The exhaust system is properly arranged and installed.  The propulsion components were not examined below the waterline.  The propeller shafts and seals were visually inspected underway.  There is excessive water leaking at the propeller shaft seals.  The starboard propeller shaft’s cutlass bearing is reportedly protruding from the strut.  The steering system was visually inspected and test operated.  The steering system functioned normally.  There are fluid leaks about the steering gear, there are containers installed to catch the fluid and absorbent rags.  The flybridge steering was not tested.  There are valves in the pilothouse which are labeled as an indication of how to bring the flybridge steering online.  The engine room blowers were energized.  The generators were visually inspected, test operated and loaded.  The generators functioned normally.  The small generator was not loaded and is not of sufficient size to handle any normal load.  The small generator’s exhaust pipe is not insulated.  The rpms on the generators were manually adjusted to obtain 60 Hz output.  The through hull valves were visually inspected and many of the valves were manipulated.  The through hulls are in satisfactory condition.  The seawater systems were visually inspected and most components were tested.  Overall, the seawater systems are satisfactory – marginal.  Many of the pipes in the engine room have been painted, however there is corrosion visible below the paint and on the bottom of several of the pipes.  There are rubber and metal sleeves on two seawater tubes inboard forward near both engines.  The emergency electric bilge / fire pumps were tested.  There is a bucket collecting water below a sea strainer aft of the small generator.  The crew is attempting to create a dry bilge by collecting water from the propeller shaft seals and pumping it into a sump collector.  There are two hoses routed across the sole of the engine room and overhead to port aft in the engine room which appear “temporary”.  Initially the bow thruster was inoperative then it was made to function.  The exact nature of this intermittent malfunction was not determined but it is believed to be electrical.  The stabilizers moved but had only a moderate influence.  It is unclear if they can be adjusted.  The pressure gauge lens on the starboard fire pump is cracked.  The pressure gauge on the Alfa Laval fuel centrifuge is inoperative.  The engine room is designed to be a manned engine room, the office is not well insulated from the noise of the engine room and is not air conditioned.
Summary: Satisfactory


Fuel: Two 9,309 gallon steel tanks forward of engine room, two 275 gallon steel day tanks aft at top of engine room, remote shutoff valves
Fill & vent: One deck fill fitting per side aft on foredeck, fill pipes not seen
Feed & return: Steel pipes, flexible hoses, Racor filters for three main generators


Water: Two 402 cubic feet (capacity) steel tanks aft of cargo hold (forward of cofferdam), sight tubes reportedly for both tanks (plumbed together), two deck fill fittings aft on foredeck


Holding: Metal tank to starboard aft in cargo hold, plastic treatment tank in cargo hold, bilge water separator tank, 300 (W01) gallon waste oil, 175 gallon bilge oil tank (W02), 350-400 gallon clean oil tank, transmission oil tank, generator oil tank, two gray water tanks, main engines’ header tanks

Comments: The fuel system including the tanks, fill, vent, feed and return lines was visually inspected as installed.  Where visible the fuel system components are in satisfactory condition.  The condition and age of the fuel (and water) and the integrity of the tanks (fuel, water, holding) and hoses is beyond the scope of this survey.  Please consider filling all tanks for a simple, practical test of their integrity.  The water pressure system functioned normally.   Accuracy of tank level gauges is beyond the scope of this survey.  There are numerous “plumbing deficiencies” throughout the vessel and throughout the plumbing systems.  Several of the seawater valves are unlabeled, mislabeled and labeled differently for the same purpose.  The starboard sea chest vent label was switched to a supply valve.  The engine seawater supply was labeled “Gen sea” on one side and “main seawater” on the other side.  One of the air compressors stops pumping at a 100 psi while the other stops pumping at 180 psi for no apparent reason.  There is rust weeping out of tubes on the starboard forward engine room bulkhead.  There is weeping rust stains from the forward gray water pump to starboard forward in the engine room.  There are salt crystals on tubes by the hot water circulating pump to starboard aft in the engine room.  There are buckets below a valve aft of the emergency oil pump to starboard in the engine room.  The large fuel tanks’ level is determined by a dipstick. There are sight tubes on the water, waste and fuel day tanks.  There are problems with the freshwater system which include a valve seized on the sky lounge sink, corrosion on several of the cabin sinks drains (some have been replaced with plastic hoses), ladies washroom sink has a seized valve, a manual valve for the water in the ladies washroom, no water from the sink in crew cabin fifteen, men’s washroom sink drain is disconnected, no water from one valve of the sink in crew cabin fourteen, water from one valve of the sink in the steam shower room and water from one valve of the sink in the laundry room.  The owner’s representatives report that the water tanks are plumbed together, but they were uncertain how.  The head between cabins three and five had an intermittent vacuum leak.  The port fire pump discharge tube was corroded outboard of the pump and leaked water.  The vessel was light during the sea trial and inspection, the level of fuel was not determined.  There are corroded pipes in the cofferdam area, including a corroded elbow to starboard outboard and overhead.  There are no inline fuel filters for the engine.
Summary: Satisfactory 



AC system: 110, 220 & 440 volt system, 220 volt shore power currently wired into box to port forward in engine room
DC system: 12 volt wet cell battery for port forward generator, one for port aft generator, two at starboard generator, 12, 24, 220 volt system, Power stride 1150CCA 12 volt gel battery on pilothouse (12/10)
Wiring: Solid strand & multi-strand wires, most wires are armored
Circuit protection: Main AC & DC distribution panel to starboard forward in engine room, nine sub panels, pilothouse instrument sub panel
Comments: The electrical system including the shore power cord, batteries, wiring, circuitry components and circuit protection equipment was visually inspected and most components were tested.  Overall the electrical system is in satisfactory condition.  The vessel has an unusual electrical system including high voltage DC components.  There are very few batteries aboard, used only to start the generators and to power pilothouse electronics and run small bilge pumps near the propeller shaft seals.  One of the batteries was moved from one generator to the small generator to start it.  There is a battery charger for the battery powering the small bilge pumps near the propeller shafts’ seals.  The pilothouse battery voltage was 14.5 and the charger was charging at a rate of between 5 & 10 amps.  The port forward generator’s battery box is cracked, there was no cover installed.  Wing nuts are used at battery terminals.  The DC power is provided by rectifying AC electricity.  There is an evolution ongoing in the electrical system of replacing the high voltage DC components with AC components.  The ship’s crew has begun to create auto cad drawings of many of the systems, including the electrical systems.  They have also begun conversion of many of the original paper drawings which are becoming fragile.  Most of the distribution panels have been labeled with tape and ink.  Many circuit breakers and some panels are no longer in use.  To change from one freshwater pump to the other the pump, the cord was disconnected at an electrical cord fitting and the other pump was connected.  There is a loose switch in the engine room office.  Many of the cables aboard are original armored cables.  A prior owner has also added armor cables that have a different appearance.  Some of the electric cables aboard are solid strand cables.  There are a few “newer” wires which are not armored.  There is an open electrical box above the aft air compressor, wire nuts are used at connections at this location on solid strand wires.  There are numerous locations where wire nuts are used on multi-stranded wires’ connections.  The function of the meters on the DC panel is questionable as there was very little amperage noted on the ammeters.  The Hz meter is not functional when AC power is supplied from shore.  The ship’s crew is currently connecting and disconnecting a cord from a box to port forward in the engine room for shore power.  The hot tub is reportedly inoperative and was not tested.  The radars are reportedly inoperative.  The upper radar was functioning during the sea trial; the captain reports that it is not fully functional.  There is damage to the Furuno GPS navigator screen.  There is damage to the Horizon VHF radio screen in the pilothouse.  The port pilothouse air conditioner is inoperative.  The navigational system is not properly functional.  The gyro compass display in the pilothouse has to be set manually.  There are controls for an abandoned Cruis-Air air conditioner in the sky lounge.  The sky lounge refrigerator was “iced over”.  There is a flow chart on the main DC electrical panel to starboard forward in the engine room with tape.  Several of the exterior lights are energized with plug in cables, including navigational lights and spotlights.  The spotlight to starboard of the pilothouse has been removed.  An AC electrical outlet in the ship’s office has no face plate.  There is a loose electrical outlet in the dining room.  There are exposed connectors including wire nuts on the stranded wires in the forward pantry.  There were a very few number of G.F.C.I. outlets and none of them tripped, including an outlet in cabin five and by the sink in cabin four.  There is an open ground at the outlet by the television in cabin four.  The refrigerator in the pantry is “iced over”.  There is an open light fixture in the pantry.  The outlet above the desk in the captain’s cabin has hot and neutral reversed.  The fan has been removed from its receiver in the captain’s head; work is underway.  An outlet in the passageway by the captain’s cabin flickered when tested.  An outlet in the passageway aft of the galley below circuit panel L4 has an open ground.  There is an open ground in the outlet forward above the berth in cabin seven.  A lamp on the wall aft in cabin seven is not properly functional.  An outlet in cabin twelve below the desk lamp has reversed hot and neutral.  An outlet below an unusually mounted lamp in cabin ten has an open ground.  The Datamarine depth gauge aft in the pilothouse did not read accurately, it apparently shares a transducer with the sounder.  There were intermittent control issues with the HVAC units including the unit in the aft guest cabins and the saloon unit.  Two of the HVAC diffusers have been covered in the saloon, reportedly to reduce the flow of cold air.  There is no face plate on an outlet forward outboard in the crew lounge.  There are dead end cables in several locations including the dive locker in the cofferdam, reportedly as a result of the ongoing evolution from DC to AC.  The aft high pressure pump for the water makers made a bad (bearing) noise.  The forward water maker made water that was less than 400 parts per million, the aft water maker reportedly performed similarly but was not witnessed.  There are many problems with lights, including: two lights overhead aft in the crew passageway, light bulbs without lenses near the steps into the engine room, in crew cabin nine and in the gym, the ladies washroom mirror light, a loose fixture in the head between cabins ten and twelve, the inboard lamp in cabin twelve has no bulb, two sky lounge lights are inoperative, several lights in the cargo hold, overhead light in the passageway by the pantry, a light in the master shower and two lights over the master sink, two lights above the mirror in cabin seven and two bulbs in the mirror light for cabin eight.
Summary: Satisfactory



Portable fire extinguishers: Eight CO2 units with tag dates October 2016, eighteen dry chemical units with tag dates October 2016, two foam units with tag dates October 2016
Fixed fire system: Two DC electric pumps in engine room – Hamworthy type V2C3, eleven CO2 bottles (three tagged Oct. 2016) manual activation only, internal & external fire (hose) stations, paint locker has dedicated CO2 unit with October 2016
Flotation devices: Seven life rings, numerous adult type I
Horn/distress flares: Air horn, expired flares
Navigational/anchor lights: Separate side lights, masthead / steaming light, stern light, all around / anchor light
Anchor & ground tackle: Two Navy type (unknown size) anchors, chain rode, stern anchor, spare anchor, reported chain length is starboard ten shots and port nine shots, mostly galvanized
Other equipment: Fire blankets, breathing tank and mast (engine room), two Zodiac 25-person life rafts – December 2012, two Sarts, MOB light and smoke, 406 MHz EPIRB with 8/2017 battery date and illegible hydrostatic release date, six immersion suits, three line launchers, fire fighting suit, breathing device, gasoline engine for starboard aft deck crane, fire axe, smoke alarms, first aid kit, emergency lights, escape hatches with ladders
Comments: Safety equipment for firefighting protection appears satisfactory.  The extinguishers have recently been inspected and tagged.  It is unclear that the fixed fire suppression system was properly inspected and certified.  Three of the eleven CO2 bottles in the fixed fire system have tags.  The proper deployment of the system is unclear, was not fully tested and should be fully understood by the crew.  There are several problems with the life saving devices including MOB lights which have become disconnected from life rings.  There are several problems with smoke alarms including: no cover in cabin four, some cabins without alarms (cabin twelve), a bad alarm in cabin ten, no noise from the alarm in crew cabin thirteen and chirping alarms in crew cabin fourteen, laundry room and the drill.  Personal flotation devices appear good for near coastal and offshore use.  Current distress signal flares are not aboard.  The horn was not tested.  The navigational and anchor lights are properly arranged, installed and functional.  The navigational lights are extremely dim.  The ground tackle including the anchor and rode was visually inspected as installed and appears satisfactory.  The entire length of the anchor rode was not inspected and should be inspected prior to use.  The size and shape of the chain locker may allow for a “tumbling” of the chain rode.  The pilot ladder has cracked welds.  The life rafts do not have current certification.  We did not thoroughly inspect fire fighting devices, emergence suits or the First Aid kit.  We did not test operate the gasoline engine for the starboard aft deck crane.
Summary: Marginal


General equipment: Two Offshore Marine Labs model (183263) water makers, Heli-Sep oily water separator, dual oil and separate “sock” oil filters for engines, two electric (AC) freshwater pressure pumps with pressure accumulator tank, two electric air compressors with two storage tanks, generator gauges in engine room office include AC volts and hertz, port generator instrument panel on main electric panel to starboard forward in engine room includes oil psi., water temperature, volts and hours, port aft generator instrumentation includes oil psi., water temperature, volts and hour meter, Koopnautic fin stabilizers, three water heaters, hot water circulation pump, waste oil pump, transmission mounted instruments include oil pressure and temperature, engine room office, engine room to bridge telegraph system, ship’s telephone system, electronic pyrometer for engine, Alfa Laval MIB303S-13 fuel centrifuge, engine oil heater, lube oil centrifuge, spotlight, hot tub, compass at both helm stations, two forward floodlights, Furuno GPS Navigator, ICOM IC-M120 vhf, Horizon Titan+ vhf, ICOM IC-M700PRO SSB, two pilothouse and one sky lounge Marine Air air conditioning units, Furuno AD-100 gyro repeater, Robertson FV9 steering jog stick, Robertson RI9 rudder angle indicator, Robertson AP45 autopilot, Sestrel compass with 2007 deviation card, pilothouse battery charger, Furuno DFAX (inoperative), Sea Rocq stabilizers, Sanyo skylounge refrigeration starboard aft deck crane (tag illegible), pressure washer, Novurania rigid hulled inflatable with HIN – PKD06807D293, equipped with 90 h.p. Yamaha outboard engine, port aft deck crane, Boston Whaler Dauntless 220 tender with HIN – BWCE0102F203 equipped with a 200 h.p. Yamaha outboard engine model F200TXRB with serial # 60lx1000777, various tools, sand blaster, welding machine, Owens Kleen Tank waste treatment system, two waste vacuum pumps, Blackfin twin diesel tender with HIN – KMA29213B292, cargo hold deck hatch, foredeck crane with 16,000 lb. SWL, foredeck dining table, hydraulic bow thruster, tender chocks, bronze port lights and port holes, boarding ladders, stern capstan, computer with printer, Horizon VHF, galley includes Bosch refrigerator, Panasonic microwave oven, Hoshizaki icemaker, galley sink, Moffatt electric stove and grill, two Whirlpool electra ovens, two sinks, two walk in refrigerators, two dishwashers, garbage disposal, stove hood, saloon includes dining table, electric organ, two sofas and television, master locker refrigerator, Panasonic TV in master, master spa tub, Datamarine depth gauge, crew lounge includes refrigerator, sink, dinette and microwave oven, HVA unit in master and crew area, Tylo Tyle IIE steam shower, Crosley clothes dryer, G.E. clothes washer, Miele T1526 clothes dryer, Miele W1926 clothes dryer, gym includes small weight machine, bench, stationary bicycle and treadmill, Bauer scuba tank compressor, Clarke Chapman & Co. Ltd windlasses, lp bbq grill


The vessel is a steel motor yacht converted from a Canadian government vessel.  It was built in Quebec, Canada by Davie & Sons, Ltd.  The vessel was used as a survey and buoy tender vessel and reportedly was built to Lloyds A1 class and classified as a light icebreaker.  The vessel was obtained from the Canadian Government in 1993 and purchased by the current owner eleven years ago from a Mr. Gary Norton.  The engines are original, no major rebuild history is available.  The age of the generators are unknown, the port forward generator had a re-manufactured engine installed by the current owner.  The vessel is unusual in its electrical system, using high voltage DC for many of the large amperage draws.  The captain reported a minor “fender bender” event as the only known significant event in the vessel’s history (such as submersions, fires, collisions etc…).  The last significant usage of the vessel was six to eight weeks in 2012.  Since then the vessel has been moved during three sea trials.  The vessel has reportedly been maintained by a four to five person crew.  The current owner disclosed that the hot tub is inoperative and the bridle for the Black Fin tender is damaged.  The vessel last bunkered fuel in 2012.  The steel plate thickness is reportedly varied with the largest plates (1/2”) at the waterline at the bow.  The rating for the heli-pad is unknown but it was reported that a Hughes 500 and Bell Jet Ranger have been aboard the vessel.

The vessel exhibits normal signs of age, including in the electrical system, plumbing and cosmetics.  The vessel appears basically structurally and mechanically sound and most components and systems are functional.  Upon completion of the recommendations, the vessel should be suitable for its intended purpose as a coastal cruising vessel and for a conversion to a dive / research vessel.

Overall Summary: Satisfactory


$1,700,000 $18,000,000 N/A


The actual cash value is the value that our research approximates the selling price of this vessel should be, at the time and place of our inspection.  Consideration is given to vessel’s condition, geographic location, published listings and guides, comparable sales and listings, and market conditions.  The new replacement value is the cost of this or a similar, new vessel, comparably equipped.  The investment is the reported investment including purchase price and significant upgrades.  No values include maintenance costs, storage or tax.  In most instances the data found while researching the value is stored in our file for this survey.  We primarily use market value analysis methodology for determination of value.

Standard Form Key:   All systems are rated based upon their appearance, ratings include: Not examined, not applicable, Faulty, Marginal, Satisfactory, Good, Excellent.



These recommendations are the surveyor’s ideas and suggestions for addressing deficiencies with damaged or suspect components or systems found during survey or general improvements.  The primary recommendations address safety items, structural issues, operational issues or deficiencies which the surveyor determines are of greater importance or more expense than secondary deficiencies.  For instance, items that pose a risk to passenger safety or immediate property damage are listed under primary deficiencies and cosmetic concerns are addressed under secondary deficiencies.  Most of the recommendations have been addressed in the comments and usually they are discussed at the time of the inspection.




  1. Assure that the fixed fire suppression system is properly designed and functional.  Provide instructions for its use and train the entire crew accordingly.
  2. Provide appropriately sized, type and current distress signal flares.
  3. Service all navigational lights and the anchor light.  Assure they comply with international regulations with respect to visibility.  We strongly encourage wiring the lights in a permanent manner to prevent damage to connectors from exposure.
  4. Maintain the life rafts per the manufacturer’s recommendations.
  5. Assure that the EPIRB has a current hydrostatic release as the date was illegible.
  6. Inspect all safety components particularly components which require normal and regular maintenance including fire fighting devices, breathing devices, gasoline engine for emergency crane operation, smoke alarms, first aid kit, emergency lights and escape hatches.  Maintain or replace if / as necessary.
  7. Prior to offshore operation the entire vessel should be checked for loose components which can move, fall or break.  Components should be properly secure including many components in the cargo hold, storage rooms and engine room (including desk to port forward).
  8. Insulation in the engine room is deteriorating.  Determine the type of insulation and if it presents any health risk.  Address appropriately if it presents a health risk and secure or replace as necessary.
  9. The Novurania tender’s forward tube is low on air.  Service or replace as necessary.  It is reported that this tender is considered a rescue boat by the flag state and thus needs to be properly and reliably functional.
  10. There is thin hull plating reported in the cargo hold.  Determine the extent and address appropriately.  An area of hull plating has previously been replaced in the cargo hold due to corrosion.
  11. There are at least six bent frames visible in the cargo hold bilge to starboard aft.  Either repair these bent frames or monitor and repair as necessary.  The necessity to repair these frames is beyond the scope of this survey but based on our experience it is likely not necessary to maintain the designed structural integrity.
  12. Free up and prove the stern line rollers properly functional as they were stiff and did not move.


  1. We encourage completing the ultra sound inspection on the exterior of the vessel, and based on the age and reported history, using a small (not more than 2’) grid.  Additionally look for signs of localized corrosion, including weep holes and take extra shots in these locations.
  2. The anti-fouling paint is reportedly over seven years old, recoat the hull bottom with anti-fouling paint.
  3. The engines’ and generators’ hour meters exhibit a wide range.  Determine their significance / actual engine hours and consider providing functional hour meters for future maintenance intervals.
  4. Eliminate the water leak from the sea strainer aft of the small generator.  This is apparently water supply for the Michel bearings and stern tubes.
  5. Service the engines’ water pumps as possible to eliminate the water leaks from the pumps.  Remove water, stains and corrosion from below the pumps to allow detection of any future weeps or leaks.  Assure that the hull plate thickness is checked in this area.
  6. Service as a result of corrosion on the end caps and at the zinc fittings for the starboard engine’s heat exchanger.
  7. Service to eliminate leaks about the steering gear as necessary.  Remove any spilt fluid; replace any absorbent rags which are stained to allow detection of any future weeps or leaks.
  8. Service and prove the flybridge steering and engine instruments functional as desired as they were not tested.
  9. Service to eliminate the fluid leak from the port engine’s governor.  Replace the stained absorbent rag below the governor to allow detection of any future weeps or leaks.
  10. A thorough and detailed inspection of the vessel’s plumbing is suggested.  There are numerous problems with the plumbing which were noted including rubber and metal sleeves on seawater tubes inboard forward of both engines, rust weeps out of tubes at the starboard forward engine room bulkhead, rust stains weeping from the forward gray water pump to starboard forward in the engine room, corrosion on various engine room pipes including under painted portions of pipes and on bottoms of pipes, salt crystals on tubes by the hot water circulating pump to starboard aft in the engine room, corrosion on various cabin sink drains, the appropriateness of plastic hoses which have replaced metal cabin sink drains, a corroded discharge pipe from the port fire pump which was leaking, corroded pipes in the cofferdam including an elbow to starboard outboard and overhead.  Address problems as necessary.
  11. Address the minor but numerous fuel leaks about the main engines’ fuel components and injectors.
  12. Properly install hoses to replace two hoses routed across and above the walk way to port aft in the engine room.
  13. Determine why the bow thruster functioned intermittently and prove it properly and reliably functional.
  14. Determine the significance of the variation / flutter of the port shaft tachometer at the pilothouse helm station and address appropriately.
  15. The stabilizers appear to be only moderately effective.  Assure they are properly functional.  Service if / as necessary.
  16. If the small generator is to be used, provide suitable thermal insulation for its exhaust pipe.
  17. Determine the significance of the debris on the boat deck after the main engines were started, address appropriately.
  18. The starboard cutlass bearing was reportedly found protruding by a diver, address during the next haul out.  Inspect the port side bearing for any damage and address if/as necessary.
  19. We strongly encourage an electrical inspection by a qualified electrician.  The vessel has numerous original electrical components including high voltage DC motors and an evolution of components.  Address any deficiencies.
  20. Assure that all electrical components including circuit breakers are properly and permanently labeled.  Most distribution panels are labeled with ink on tape.
  21. To switch from one freshwater pump to another freshwater pump the pumps were unplugged into an electrical source.  Upgrade the electrical system to comply with A.B.Y.C. (or similar) recommendations with respect to proper connections.
  22. Secure the loose electrical switch in the engine room office.
  23. Provide a battery for each generator and install them in a more permanent fashion.  Comply with A.B.Y.C. (or similar) recommendations.  Batteries should be secure and contained in plastic boxes, have suitable terminal protection (lids) and terminals should use steel nuts and lock washers versus wing nuts.
  24. The vessel utilizes solid strand wire, much of which is likely original.  Solid strand wire is not accepted by A.B.Y.C. however there is no indication of problems with this wire.  Either comply with A.B.Y.C. (or similar) standards or carefully monitor and address any problems.
  25. Assure that the meters on the DC distribution panel are properly functional as there were no amps noted.
  26. Service and prove the Hz meter properly functional with shore power.
  27. Service and prove the radars properly functional or replace as necessary.
  28. The entire navigational electronic system should be upgraded, specifically a suitable navigational software and GPS / plotter with redundancy should be installed.  The entire navigational electronic system may be mandated based on the flag state and the usage of the vessel.  Address appropriately.
  29. Assure that the navigational equipment has proper and reliable power.  The pilothouse battery charger kept charging with the battery voltage at 14.5 volts.
  30. Determine why there is a bucket below the valve aft of the emergency oil pump to starboard in the engine room.  Eliminate any weeps or leaks.
  31. The crew reports that the water tanks are plumbed together but are unsure of specifics.  Determine the plumbing for the water system, assure a tank can be isolated in the event of need.
  32. Properly secure the loose electrical outlet forward in the dining room.
  33. Replace wire nuts used on stranded wire connections as applicable.  Wire nuts were seen on stranded wire connections in the forward pantry.  Use butt connectors or terminal boards for stranded wire connections.  Comply with A.B.Y.C. (or similar) recommendations.
  34. Assure that all electrical outlets are protected with suitable G.F.C.I. devices.
  35. Address all of the wiring issues at the outlets and assure they have proper polarity.  Outlets which exhibited electrical problems include: above the desk in the captain’s cabin, in the passageway by the captain’s cabin, in the passageway aft of the galley below circuit panel L4, above the berth in cabin seven, below the deck lamp in cabin twelve and by the unusually mounted lamp in cabin ten.
  36. Repair or replace all smoke alarms and assure they are all properly functional and maintained per the manufacturers’ recommendations.  Problems with smoke alarms were found in cabin four, cabin ten, cabin thirteen, crew cabin fourteen, laundry room and gym.
  37. Assure that the air horn is properly functional or service and prove it functional as it was not tested.
  38. Determine why the HVAC controls for the saloon and for the aft guest cabins function intermittently and address appropriately.
  39. Provide and install a face plate on the outlets outboard and forward in the crew lounge and in the engine room office.




  1. Assure the vessel has a proper and functional spotlight.  Repair and prove the existing spotlights functional or provide and install a suitable spotlight.  At least one portable spotlight was seen but not tested.
  2. Address the rust and corrosion as necessary.  There are numerous areas of rust on the hull sides, deck, superstructure, bilge and frames.  There is rust in the engine room bilge and frames, about port lights particularly externally on the starboard side, in the steering locker and in the cofferdam area.
  3. Complete the painting of the bow thruster bilge area as desired.  The starboard side is painted blue.
  4. Free up and prove all deck and hull side hardware properly functional including opening / sliding windows and port lights.
  5. The cosmetic condition of the vessel overall is fairly commercial with weathering of internal components including carpet, side liners, head liners, fixtures and furniture.  Address as desired.
  6. Service to eliminate the difficulty seeing through various windows.
  7. Replace the cracked port light glass in cabin seven and cabin twelve.
  8. We encourage removing (or otherwise covering to eliminate any confusion) engine instrumentation and indicator lights which are no longer in use, including instruments on centerline forward in the engine room and the “field on” lights at the helm stations.
  9. As the engine room is manned engine room, consider improving the engine room office with more sound dampening and consider air conditioning.
  10. Complete the evolution of the electrical system including the removal of all unused circuit breakers and wires.  Assure all dead ended wires are de-energized if they are not removed.
  11. Properly cover the open electrical box above the aft air compressor.
  12. Assure that the installation of the automatic bilge pumps at the propeller shaft seals, battery for these pumps and battery charger is in compliance with A.B.Y.C. (or similar) recommendations.
  13. Provide a dedicated battery for the small generator if it is to remain installed.
  14. Service and prove the upper deck hot tub properly functional if / as desired.
  15. Address the damage to the Furuno GPS navigator screen as desired or necessary.
  16. Address the damage to the Horizon VHF radio screen if / as desired.
  17. Service and prove the port air conditioning system in the pilothouse properly functional as desired.
  18. Address the inoperative and improperly functional lights including: two lights in the sky lounge, several lights in the cargo hold, an open fixture in the pantry, an overhead light in the passageway by the pantry, a light in the master shower and two lights over the master sink, two lights above the mirror in cabin seven, a light fixture on the wall aft in cabin seven, two bulbs above the mirror in cabin eight, the lamp in cabin twelve, the light fixture in head between cabins ten and twelve, the ladies washroom mirror light, two lights overhead aft in the crew passageway and several lights in the saloon.  Provide lenses for any light bulbs not equipped with lenses including the bulb near the ladder to the engine room, in crew cabin nineteen, and in the gym.
  19. Remove various controls which are no longer in use as desired.  Cruis Air air conditioning controls in the sky lounge are an example.
  20. Address the “icing over” of the refrigerator in the sky lounge and the pantry as necessary or as desired.
  21. Assure all seawater valves are properly labeled and maintain continuity in the labeling.
  22. Address the air compressors so they stop at approximately the same pressure.
  23. Service and prove the various sink / faucet valves functional including: the sky lounge sink, the ladies washroom sink, the sink in crew cabin fifteen, the sink in crew cabin fourteen, the sink in the steam shower and the sink in the laundry.
  24. The vacuum remained on for longer than designed at the head between cabins three and five, address as necessary.
  25. Service and prove the ladies washroom head properly functional, a manual valve was installed on this head.
  26. Complete the work on the extractor fan in captain’s head.
  27. Determine if the anchor chain tumbles and becomes entangled, consider modifying the shape and size of the chain locker as necessary.
  28. Assure that the Datamarine depth gauge is properly functional and accurate.  We encourage installing at least one additional transducer so there is redundancy with the fathometers.
  29. Service the aft high pressure pump for the water maker which made a bad noise (likely bearing) and prove it properly functional.
  30. The generators require manual adjustment to maintain proper Hz output. Modify if / as desired or possible.
  31. Replace the lens on the starboard fire pump’s pressure gauge.
  32. Address the propeller shaft seals which are leaking water excessively underway.
  33. Service and prove the pressure gauge on the Alpha Laval fuel centrifuge functional as it was inoperative.
  34. Provide a suitable bridle for the Black Fin tender.  Service and prove all tenders properly functional.  Their condition is beyond the scope of this survey.  The Boston Whaler was launched and operated briefly.
  35. If the helipad is to be used assure the pad is in suitable condition, properly rated for any equipment and that all other safety equipment including radio, firefighting gear, etc… is aboard and certified.
  36. The following components were not tested or inspected: electric back up water pumps for the main engines, all seawater valves, pumping of water to the fire stations, zinc anodes, telegraphs, tunnel between the fuel tanks, 440 volt shore power (220 volt was available), emergency engine oil pump, alarm systems, air horn, flybridge engine controls, flybridge steering control, single side band radio (power up only), any certification for cranes, waste treatment system (was energized), all galley equipment, organ, all navigational electronics, all entertainment devices, emergency lights, spa tub in master, steam shower, scuba tank compressor.


This survey sets forth the condition of the vessel and components, as specifically stated only, at the time of inspection and represents the surveyor’s honest and unbiased opinion.  The submitting of this report should not be construed as a warranty or guaranty of the condition of the vessel, nor does it create any liability on the part of Christian & Company or the individual surveyor.  No part of the vessel was disassembled or removed and no assumptions should be made as to the condition of concealed components.  Specifics were obtained from sources available at the time of inspection and are believed correct, but are not guaranteed to be accurate.


Christian & Company, Marine Surveyors, Inc.

By:  Mr. Kells Christian, Surveyor             Date October 18, 2016

S.A.M.S. – A.M.S. # 301