40′ Catana catamaran sailboat

27143 - Attneave and Berk 500


Client: Removed for Privacy “RP”
Date of report: March 3rd 2011

Our file #: 11 – 27143

This inspection was performed upon the request of the client listed above on March 1st 2011 while the vessel was hauled and afloat at XXXX, San Diego, California and both clients, the broker and the current owner attended.


Builder: Catana
Year: 1999
British Registry Official #: “RP”
Model/type: 381/cruising sailing catamaran
Name: “RP”
Hailing Port: “RP”
Length: 11.95 M
Draft: 6.70 M
Beam: 2.16 M
Engine: Two Volvo Penta
Weight: 18,000 lb. (travel lift’s scale)


Keel & bottom: Composite fiberglass construction, foam core, dagger boards, blue anti-fouling paint

Topsides & transom: Composite fiberglass construction, foam core, white with dark blue and yellow boot stripes

Decks & superstructure: Composite fiberglass construction, foam core, molded pattern nonskid deck surface, white with yellow stripe

Deck hardware: Stainless steel bow rail with seats, stainless steel stanchions with double lifelines, sets of cleats forward on both hulls, sets of amidships and stern cleats, two forward deck hatches, two forward bridge deck/saloon hatches, trampoline

Longitudinals/stringers: Fiberglass encased stiffeners

Athwartships/bulkheads/frames: Cored bulkheads

Layout/interior components: Catamaran, steps on both hulls aft, exterior bridge deck area aft, engine rooms aft and storage lockers forward on both hulls with deck hatch access. Sliding door between exterior bridge deck and saloon. Saloon has dinette to starboard forward, navigation table to starboard and galley to port. Port hull has cabins forward and aft with center outboard head. Starboard hull has head to aft and cabin forward.

Bilge: Holding water

Comments: The vessel was inspected while hauled and afloat. The hull bottom and keel were visually inspected and randomly sounded. The hull bottom and keel are in satisfactory – good condition. The current owner disclosed that he had impact damage repaired on the port hull forward. There is a localized area which appears unfair (indentation/bulge) on the port hull inboard, 3’ forward of the sail drive. This area exhibits audible variations when percussion tested. The bottom paint appears very rough and is failing in isolated areas. The rough texture is from prior bottom paint failure and painting over that failure without significant sanding and feathering. This rough texture can hide flaws including blisters, and this limitation was discussed with the clients. There is a small indentation on the port hull at the transom. There are rough cutouts about the sail drives and there are no boots installed externally about the sail drives. There was a small group of blisters visible on the starboard hull side just forward of the center board. There were approximately ten blisters visible, all less than 1” in diameter. One was probed, it originated below the gelcoat and was wet. There are hundreds of small bumps just above the waterline on both hull sides, inboard and outboard, with the heaviest concentration visible on the starboard hull side outboard and forward of amidships. There were rough edges on the rudder, on the leading forward edge of the port rudder and on the trailing edge of the starboard rudder. Both rudders exhibit play, more significantly to port. The hull sides and transom were visually inspected and randomly sounded. The hull sides and transom are in satisfactory structural and cosmetic condition. There are numerous localized areas of cracks and compression dings. Among the areas noted are two circular stress cracks about compression dings on the starboard hull inboard and forward, below a black fitting. There are patches visible inboard amidships on the port hull side. There are a few small compression dings with what appears to be resin over them on the port hull side aft and outboard. There is a stress crack just aft of the starboard whisker stay’s chain plate. There was a repair patch and cracks visible on the port hull side above the forward port light. There are several patches visible on the starboard hull side aft, including a poor cosmetic rectangular patch and much better cosmetic oval patches. There is a large group of circular stress cracks on the starboard hull side aft at the gunnel. There are repairs visible on the starboard hull side at the gunnel forward. There are cracks on the aft edge of the helm chair support. A teak trim piece on the transom is loose to starboard. There is after manufacture paint/gelcoat visible internally in both hulls at the bow. There was a patch seen on the interior of the starboard hull bottom amidships. There is a repair to the cross member, the current owner stated that the repair was performed due to damage from a collision with a rock. The starboard cross member mounting flange has a small gap between it and the hull and the cross member itself appears to be slightly bowed. The deck and superstructure were visually inspected and randomly sounded. The deck and superstructure are in satisfactory structural and cosmetic condition. There are stress cracks along the “step” forward of the bridge deck on both sides. The deck hardware including safety rails, mooring devices and hatches was visually inspected and most hatches and the port lights were opened and closed. Overall the deck hardware is in satisfactory – good condition. The starboard hatch forward in the saloon is missing one of its locking latches. There are several repairs to the trampoline. The main sliding companionway hatch is cracked and the small port side sliding hatch is cracked and has a repair on the inboard lower edge. The structural reinforcements including the longitudinals, athwartships, bulkheads and hull liner were visually inspected and randomly sounded. The structural reinforcements appear to be in “as-built” condition. An athwartships reinforcement in the lazarette locker has loose tabbing, the seller has had additional fiberglass tabbing installed. There are cracks in the liner which comprise the steps into the port hull. The cracks are on both sides of the steps (forward and aft). There is a crack behind the starboard dinette seat, leading into the starboard hull. There are many indications of flexing and/or movement in the hulls, particularly to port. The port forward cabin door will not latch; the gap is too large for the latch mechanism to reach the receiver. There is minor movement visible between the bulkhead inboard of the door and the hull. The port head door has a slight gap at the top when almost closed. There is a longitudinal crack visible overhead in the port forward cabin. The bulkhead below the port aft berth is loose on the inboard edge. There is movement visible in the veneer high on the forward bulkhead in the port aft cabin. The entry door into the starboard hull will not shut; it does not fit properly. There are small gaps at the outboard top corners of bulkheads visible forward and aft from the center of the starboard hull. The bilge is holding minimal water; the origin of the water is beyond the scope of this survey. The interior cabin spaces are neat, clean and orderly. The interior of the vessel is in good cosmetic condition. This survey is not a mould inspection. The condition of the coring throughout the vessel is beyond the scope of this inspection.

Summary: Satisfactory


Main engines: Two Volvo-Penta, MD2030, 42 KW

Engine application: Diesel, three cylinders, sail drives, freshwater cooled

Serial Numbers: Not seen

Transmissions: Volvo-Penta sail drive, port 120SF 248-3856828 and serial number 3101100482, starboard serial number 3101100483

External/peripherals: Suitable application, satisfactory installation

Engine controls: Push/pull cables, single lever controls, single helm station

Exhaust systems: Wet system, flexible hoses, metal mufflers, aft hull side discharges

Propulsion gear/shaft logs: 3-blade feathering Volvo-Penta propellers, part # 3584247

Steering system/rudder ports: Hydraulic system, single helm, one actuator per rudder, composite fiberglass spade type rudders, unknown type rudder shaft seals or bearings

Ventilation: Natural

Generator: N/A

Through hulls & components: Bronze through hulls, bronze ball valves, not bonded

Seawater systems: Reinforced hoses, double clamped connections

Bilge pumps: Two manual pumps in cockpit
Comments: The engines and sail drives were visually inspected and tested during a sea trial. This survey is not a mechanical survey; please consult with a qualified technician for greater detail as to the condition of the machine systems. The external surfaces and peripheral components of the engines and sail drives appear satisfactory. There is fluid below the starboard sail drive and the fluid level in the drive is low. There is minimal fluid below the port sail drive. The engine hour meters are inoperative. The current owner reports that the last time the port hour meter displayed it displayed 4210 hours. There is corrosion and staining on and about the flanges for the sail drives. There is oil below both engines, the current owner reportedly dumps his oil into the sumps below the engines. There is water in the bilge of both engine rooms. The engine controls functioned normally. The exhaust system is properly arranged and installed. There are small cracks on the engines’ exhaust hoses. The sail drives and propellers were visually inspected and appear satisfactory. The steering system was visually inspected and test operated. The steering system functioned normally. The through hulls were visually inspected and 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. The electric bilge pumps were energized with their manual switches; the electronic switches were not tested. The manual bilge pumps were manipulated; there was no water in the bilge to test their function. The insulation in the engine room is failing.

Summary: Satisfactory


Fuel: Two plastic tanks below bridge deck aft (68 liters each), two plastic forward tanks (90 liters)

Fill & vent: Two fill fittings on cockpit seat

Feed & return: Flexible hoses, Baldwin filters

Water: Deck fill fittings on both sides forward, tanks in both hulls forward (not accessed)

Holding: None

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. There is moisture on top of the starboard forward fuel tank, about the fittings. The condition and age of the fuel (and water) and the integrity of the tanks (fuel, water and holding) is beyond the scope of this survey. Please consider filling all tanks for a simple, practical test of their integrity. The water pressure system functioned normally. The transom shower did not function properly. Accuracy of tank level gauges is beyond the scope of this survey. There is no holding tank aboard.

Summary: Satisfactory – Good


AC system: One 16A/220V (50 Hz) inlet to starboard on transom, 220 volt system

DC system: West Marine Sea Gel 73 12 volt battery in port engine room, second battery in starboard engine room, 12 volt system, battery switches in engine rooms, battery switch in locker in starboard hull, eight West Marine Deep Cycle 97 12 volt batteries below saloon bench seat

Wiring: Multi-strand wires

Circuit protection: Main AC circuit beaker in starboard engine room, distribution panel to starboard in bridge deck saloon has DC switches, circuit breakers in locker in starboard hull amidships

Comments: The electrical system including the shore power inlet, batteries, wiring, circuitry components and circuit protection equipment was visually inspected and most components were tested. The AC electrical system is not a U.S. style 60 hertz system, it is a 50 hertz system. The AC electrical system was not tested. Overall the electrical system is in satisfactory condition. The condition of the batteries is beyond the scope of this inspection. The MLR GPS screen is difficult to read. There was no display on the voltmeter. It was difficult to read the ammeter.

Summary: Satisfactory


Portable fire extinguishers: Three dry chemical units (not U.S.)

Fixed fire system: None

Flotation devices: Four adult PFDs

Horn/distress flares: Flares aboard (expired), mouth operated horn

Navigational/anchor lights: Combination bow light, masthead/steaming light, stern light, all around/anchor light

Anchor & ground tackle: Delta anchor, chain and line rode, Fortress FX-16 anchor

Other equipment: Plastimo Trans Ocean 4 life raft (no current tag), 406 MHz EPIRB with current battery 2014, inverted hull escape hatches, orange located square (bottom of bridge deck)

Comments: Safety equipment for fire fighting protection appears satisfactory – marginal. One extinguisher is heavily corroded (lazarette) and none of the extinguishers are U.S. approved units. Personal flotation devices appear suitable for near coastal use, they also may not be approved in the U.S. No current distress signal flares are aboard. A suitable sound signaling device is aboard. The navigational and anchor lights are properly arranged, installed and functional. The anchor light is damaged; a new light is aboard pending installation. 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 EPIRB battery is current. There is no current certification on the life raft.

Summary: Satisfactory – Good


Tanks: One tank in forward deck locker

Devices: None at tank, galley range

Comments: The LP gas system including the tanks and galley range was visually inspected and the galley range was tested. Overall, the installation of the LP system is satisfactory – marginal. The vessel is not equipped with a propane or carbon monoxide alarm. The system is not equipped with a pressure gauge or electric solenoid valve. The propane tanks are not equipped with OPD valves. The igniter function on the range is inoperative.

Summary: Satisfactory – Marginal


Mast & rig type: Carbon fiber deck stepped mast, multi-hull rig, aluminum boom

Standing rigging: Multi-strand stainless steel wires, swage end fittings, two forestays, two backstays, two sets of side and one forward jumper shrouds

Hardware: Eight locking cam cleats, jumper strut, Profurl roller furling head sail assembly, roller furling screacher assembly

Winches: Two # 40 ST in cockpit, two # 46 ST in cockpit, one # 28 ST and one # 40 ST on mast, Anderson winches

Sails: Main, roller furling head sail, roller furling screacher, main sail has full battens and three reef points

Comments: The mast and associated rigging were visually inspected from the deck level only. The mast and the shrouds are reportedly original. The cross member stay, forestay and backstays were reportedly renewed in January 2007. The current owner has modified the screacher system with the installation of fixed stays to the bow sprit. This survey is not a rig inspection; a rig inspection is available upon request. The limitations of the survey with respect to the sailing system were discussed with the client. The vessel was taken on a sea trial and sailed during the survey. The condition of the sails is beyond the scope of this survey, they appear satisfactory and are reportedly a few years old, though heavily used. There are scrapes visible on the mast about hardware near the deck and a scrape and repair near the bottom of the jumper shrouds. There is corrosion and a small hole on the port side of the aluminum mast step. There is corrosion internally on the fasteners for the whisker stay connection to the port hull side. The roller furling jib was furled on the foredeck; it is led to the cockpit, but the current owner prefers to furl it forward. The screacher must be furled forward, it was not opened.

Summary: Satisfactory


General equipment: Bottom side jack lines, four (50 watt) solar panels, transom tender davits, eight (68 watt) solar panels on hard top, Caribe model MWPL-10 rigid hulled inflatable with HIN VE-EMD10027D808 equipped with a 5 hp Yamaha outboard engine model SCMH with serial number 6E3KS1049894, boarding ladder, hard top, engine instrumentation includes two tachometers with hour meters, Plastimo Olympic 135 compass, starboard aft fuel tank level gauge, lazy jacks and main sail boom mounted bag, foredeck floodlights, Lewmar electric windlass, passerelle, forward storage lockers with deck hatch access on both hulls forward, pivoting anchor roller, internal sea strainers, Par Max 2.9 water pressure pump with accumulator tank, three electric pumps in port and starboard engine rooms, transom shower, second water pressure pump and accumulator tank, SBC advanced plus battery charger, engine room lights, custom engine air filters, Simrad speed, wind and depth instruments, Simrad AP16 autopilot, Shipmate RS8300 VHF, Furuno 16 mile radar, B & G pilot autopilot, Simrad IS12 data, MLR FX412 GPS, Xantrex Link 20 electric meter weather station, Blue Sky energy solar boost 50 regulator, Pioneer stereo/CD, bridge deck dinette, Eberspacher diesel boiler type heater, double galley sink, four burner LP gas range, DC Frigoboat refrigeration, opening port lights, Spectra water maker, port head has manual head and sink, portable plastic head, chart light, audible engine alarms


The vessel is a composite fiberglass catamaran manufactured in France. The vessel is equipped with two diesel engines and sail drives. The vessel has a carbon fiber mast. The current owner reports he is the second owner and that he purchased the vessel in France. He has sailed the vessel extensively including from France to Brazil twice, through the Panama Canal, to Chile and Peru, extensively about the Caribbean and about Central America. The current owner stated that there have been at least two collisions, one collision was between a rock and the cross member; the repair was performed in Nicaragua. The second collision was between the port hull forward and a dagger board; the repair was performed in Trinidad. The current owner disclosed no knowledge of any existing problems with the vessel. The vessel appears basically structurally sound though it does exhibit damage typical of a heavily used vessel. The vessel appears suitable for its intended purpose as an offshore cruising vessel.

Overall Summary: Satisfactory



The actual cash value is the value that our research approximates the selling price of this vessel should be, at the time and place of our inspection. Consideration is given to vessel’s condition, geographic location, published listings and guides, comparable sales and listings, and market conditions. The new replacement value is the cost of this or a similar, new vessel, comparably equipped. The investment is the reported investment including purchase price and significant upgrades. No values include maintenance costs, storage or tax.

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


1. Maintain the life raft per the manufacturer’s recommendations.
2. Provide federally required, approved and current distress signal flares.
3. Provide all legally required carriage items including suitable fire extinguishers, personal flotation devices, trash and oil placards etc…
4. Replace the all around/anchor light fixture and prove it properly functional.
5. As there are a significant number of areas which exhibit what appears to be minor structural damage, address each localized area as necessary and consider researching for global implications further. Localized damage includes:

• Port hull bottom inboard edge 3’ forward of the sail drive
• Bottom of both rudders
• Port transom lower edge
• Cut outs about sail drives
• Blisters on starboard hull bottom forward of dagger board (and elsewhere as applicable)
• Hundreds of small bumps above waterline on both hulls with concentration on starboard hull outboard forward of amidships
• Two circular stress cracks about compression dings to starboard hull interior forward
• Various patches visible on inboard side of hulls, particularly to port
• Compression dings with resin on port hull outboard aft
• Distress crack aft of starboard whisker stay chain plate
• Patch and cracks on port hull side above of forward port light
• Patches on starboard hull side aft, rectangular and oval
• Stress cracks along gunnel forward and aft and a group of large circular stress cracks on starboard hull side aft
• Repairs on starboard gunnel
• Stress cracks on both sides forward at “step” to foredeck area
• Crack at aft edge of helm seat support
• Cracks on both sides of the step down into the port hull internally
• A crack behind the starboard dinette seat
• A longitudinal crack overhead in the port forward cabin
• Repair area on the port hull forward
• Repair/painted areas on both hulls interior forward
• Repair in starboard hull bottom visible amidships below sole
• As there are various indications of movement and shifting in the vessel, address the individual items and consider assessment of the implications globally. The items noted include small gaps in the bulkheads fore and aft from amidships in the starboard hull; gaps are between bulkheads and the outboard upper corners of the deck.
• Starboard entry door will not shut
• Movement visible near top of forward bulkhead in port aft cabin
• Loose bulkhead below port aft berth
• Gap in port head door
• Port forward cabin door will not latch and gap between door threshold and hull on upper inboard corner

6. Service the “play” in both rudder posts as necessary.
7. Determine if boots are required for the sail drives and install them if necessary.
8. Monitor the repair in the cross member, consider further inspections by qualified machinists as necessary. The strength of the repair is beyond the scope of this survey.
9. Service and prove the engines’ hour meters properly functional.
10. Determine if there are any leaks in the sail drives, service to eliminate any leaks. Clean fluid from below the sail drives to allow detection of any future leaks.
11. Determine the source of the water in both engine rooms’ bilge, eliminate any leaks and remove water to allow detection of any future leaks.
12. Address any weeps or leaks at the sail drive flange seals, clean corrosion from the flanges and paint to allow detection of any future leaks and to prevent further corrosion.
13. Clean the oil from below both engines; service to eliminate any leaks.
14. Modify the electrical system as necessary; it is not compatible with electricity in the United States.
15. Service the GPS screen which is barely legible or replace the GPS.
16. Service and prove the voltmeter properly functional.
17. Allow the ammeter to be read or replace the ammeter.
18. Service to eliminate any weeps at the fuel tanks; there is moisture visible about fittings on the forward tanks; more significantly to starboard.
19. Provide and install holding tank or holding tanks as necessary.
20. Determine the significance of the corrosion indicated by a small hole in the port side of the mast step and address appropriately.
21. Monitor the athwartships reinforcement in the bridge deck lazarette locker; it has loose tabbing and new tabbing, address as necessary.
22. Modify and upgrade the propane system to comply with A.B.Y.C. and N.F.P.A. recommendations. We strongly encourage the installation of a pressure gauge, an electric solenoid valve, propane alarm and carbon monoxide alarm. The tanks will require replacement with tanks fitted with OPD valves.


1. Service and prove the igniter function on the galley range.
2. Address the damage to the companionway including the crack and patch on the inboard lower edge of the port side and the crack on the large sliding portion.
3. Repair or replace the latch for the starboard saloon hatch; a locking mechanism is missing.
4. Assure that the roller furler mechanisms are properly functional and run as desired; the jib was furled forward during the sea trial and the screacher must be furled forward.
5. Address corrosion on the interior of the hull at the fasteners for the port whisker stay chain plate; service to eliminate any weeps; clean corrosion to allow detection of any future weeps or leaks.
6. Consider careful inspection of the scrapes on the carbon fiber mast including about hardware near the deck and at the bottom of the jumper shrouds and address appropriately.
7. Service and prove the transom shower properly functional.
8. The engine room insulation is failing; remove and replace as desired.
9. Monitor the engines’ exhaust hoses; they exhibit external cracks. Replace as needed.
10. The following components were not tested or inspected: stereo, screacher and its roller furling mechanism, water maker, all functions of electronics.

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

Christian & Company, Marine Surveyors, Inc.

________________________________ March 4th 2011____
By: Mr. Kells Christian, Surveyor Date
S.A.M.S. – A.M.S. # 301