48′ Pocta DeFever



Client: Removed for Privacy Date of Report: June 3, 2021
Current owner: Removed Our file #: 21 – 20034


This inspection was performed upon the request of the client listed above on April 6, 2021 while the vessel was afloat and the location of the inspection was removed for privacy and those in attendance were removed for privacy.


Builder:        Pocta (China) Official #:        Removed for privacy
Model/type:  Pocta DeFever HIN:                Removed for privacy
Year:            2009 Engines:         Two John Deere
Length:        48’ 6” Name:             Removed for privacy
Draft:           unknown Hailing port:    Gibraltar
Beam:          16’ 6” Weight:           unknown
Displacement: unknown


Keel & bottom: Molded fiberglass construction, unknown core, bulbous bow, black anti-fouling paint, not inspected.
Topsides & transom: Molded fiberglass construction, unknown core, white with blue boot an accent stripe, rub rail
Decks & superstructure: Molded fiberglass construction, unknown core, white, beige pattern non-skid deck surface, two blue stripes about flybridge
Deck hardware: Integral anchor rollers, stainless steel bow rail, flybridge hard top, aft deck hard top, set of stern cleats with chocks, three aft deck boarding gates, two sets of hull side horn cleats, set of bow horn cleats, fiberglass bulwarks, foredeck hatch
Longitudinals/stringers: Fiberglass encased stringers, hardwood coring (reported)
Athwartships/bulkheads/frames: Plywood bulkheads
Layout/interior components: Flybridge, aft deck trawler, transom ladder to aft deck, steps to starboard of center from aft deck to flybridge, helm forward on flybridge with seating on both sides and boat deck to port aft, side decks forward from aft deck to foredeck, door to starboard from aft deck to salon, side doors from side decks to pilothouse (forward salon), aft cabin access via steps to starboard of center has aft berth, ensuite head to port forward and utility room to starboard forward.  Galley on main deck to port aft, salon/pilothouse forward with starboard forward helm, engines below salon with entry via door to port forward, down and forward from salon is cabin with v-berth forward and ensuite head to starboard
Bilge: Holding minimal water, clean
Comments: The vessel was inspected while afloat. The hull bottom was not inspected. The hull sides and transom were visually inspected and randomly sounded, as possible from the dock.  The hull sides and transom are in good structural and satisfactory – good cosmetic condition.  The current owner reports that the blue hull stripes have been painted recently.  The HIN on the transom is difficult to read.  There is a color difference visible about the transom shower and an audible difference was noted in this area when percussion testing.  There are numerous anomalies about the cap rail, including a dull appearance of the finish near the base of the flybridge supports.  There were various anomalies on the cap rail.  There is a 12 inch long “patch” in the starboard accent stripe, just forward of the pilot house door.  There is a paint line around the starboard hull side engine room vent.  There are stress cracks in a scupper drain just aft of the starboard pilothouse door.  There is miscellaneous cosmetic damage about the flybridge including localized paint work on the console.  The flybridge hard stop supports sounded “soft” when percussion testing, the sound was homogenous on both supports.  The deck and superstructure were visually inspected and randomly sounded.  There is no hailing port displayed on the transom.  The deck and superstructure are in good structural and satisfactory cosmetic condition.  The deck hardware including safety rails, mooring devices and hatches was visually inspected and most hatches and port lights were opened and closed.  Overall, the deck hardware is in good condition.  The port anchor roller is slightly stiff.  The flybridge upholstery is aged.  The flybridge seat locker hatches’ struts are weak, one support has been replaced.  The structural reinforcements including the stringers and bulkheads were visually inspected and randomly sounded.  The structural reinforcements appear to be in “as-built” condition.  The bilge is holding minimal water.  The interior cabin spaces are neat, clean and orderly.  The interior of the vessel is in good cosmetic condition.  There was light brown “dust” forward on top of the starboard locker in the aft cabin.  Many personal effects remain aboard the vessel, all lockers and storage spaces were not all emptied.  This limited the inspection.  There is expansion foam in the bilge in many locations.  The foam is stained to port forward of the aft berth.  There is paint stored in the step locker for the forward berth and there were paint fumes noticed when the locker hatch opened.  This survey is not a mould inspection.  The condition of the coring, in the hull, deck, and elsewhere as applicable, is beyond the scope of this inspection.

 Summary: Satisfactory – Good



Main engines: Two John Deere 4.5L, model 4045TFM75, 133 hp (99.18 kw), hours per meters port 5249 starboard 5253
Engine application: Diesel, four cylinders, turbo charged
Serial numbers: Port – CD4045G134558, Starboard, CD4045G134559
Transmissions: ZF220, ratio 2.478, starboard serial no. 20100564, port serial no. 20100563
External/peripherals: Suitable application, satisfactory installation
Engine controls: Push/pull cables, single lever controls on flybridge, double lever controls at lower station
Exhaust systems: Wet system, flexible hoses, fiberglass water lift mufflers, transom discharges
Propulsion gear/shaft logs: PYI dripless shaft seals, flexible couplers, below waterline components not inspected
Steering system/rudder ports: Hydraulic system, single actuator, bronze packing glands, tie bar, rudders not seen, flybridge and lower stations
Ventilation: Engine room blowers
Generator: Westerbeke model 6.0BTDA (50Hz) or 8.0BTDA (60Hz), gen. ser. no. 54631, eng. ser. no. 161277-HE, hours per meter 983
Through hulls & components: Bronze through hulls, bronze ball valves, not bonded.

Location of through hulls as visible: Port –Transducer port forward in engine room, waste discharge in aft head, starboard seachest with six valves forward in engine room, three forward in engine room (one plugged)

Seawater systems: Reinforced hoses, single and double clamped connections
Bilge pumps: Rule 200 submersible/automatic, one forward in engine room, one below aft shower, one below steps to forward cabin
Comments: The engines and transmissions were visually inspected and tested during a sea trial.  The client had the engines and transmissions inspected by a mechanic, please refer to the mechanical survey report for greater detail as to the condition of the machine systems.  The external surfaces appear good. The port transmission oil cooler is “dripping” on to the transmission.  There are stains on and below a zinc anode fitting. The port flybridge digital engine instrument is inoperative.  The engine controls functioned normally.  The engine RPMs were difficult to synchronize.  The system is unusual with single levers at the flybridge station and double levers at the lower station. The engine controls functioned normally.  The engines were started cold and started quickly.  Wide open throttle was approximately 2430 per the tachometers and top speed was approximately 10 knots in one direction in San Diego Bay.  The exhaust system is properly arranged and installed.  The propulsion components below the waterline were not inspected.  The propeller shafts were visually inspected underway at the shaft seals.   The steering system was visually inspected and test operated.  The steering system functioned normally.  There is surface corrosion on the starboard rudder.  The engine room blowers were energized.  The generator was visually inspected, test operated and loaded.  The generator functioned normally.  The generator was warm upon arrival and no cold start was witnessed. 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 in satisfactory condition.  The through hulls at the sea chest and elsewhere are not labeled.  There are many types of components and fittings used at sea water hose connections, some do not appear appropriate.  The electric bilge pumps were energized.  The two aft bilge pumps were energized with their float switches and the forward bilge pump was energized with a manual switch.  The forward bilge pump was not tested in the automatic mode and is difficult to access.  An alarm sounded when the forward bilge pump was energized, we did not hear the alarm when the aft two bilge pumps were energized. The electric bilge pumps were energized manually.  The fluid level in the stabilizer’s reservoir is low.

Summary: Satisfactory – Good


Fuel: Four ¼” black iron tanks, two 375 gallon tanks outboard aft in engine room, a 910 liter tank to port forward in engine room, and one 1500 liter/330 gallon tank aft of engine room.
Fill & vent: Three portside deck fill fittings (aft, aft of amidships, and amidships) and one starboard (aft of amidships) labeled “diesel”
Feed & return: Yellow painted copper tubes, flexible hoses to engines, Racor filters with vacuum gauges, manifold aft in engine room

Water: Deck fill fitting to starboard amidships labeled “water”

Holding: Deck fitting to starboard forward of amidships labeled “waste”, fiberglass tank in forward cabin bilge

Comments: The fuel system including the tanks, fill, vent, feed and return lines was visually inspected as installed.  Where visible the fuel system components are in 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.  The flexible fuel hoses at the engines are stiff, they are not labeled per US convention.  There is a clear hose used in the fuel system at the aft tank.  Please consider filling all tanks for a simple, practical test of their integrity.  The water pressure system functioned normally.

 Summary: Satisfactory – Good 


AC system: 50AI125V shore power inlet to port forward of pilothouse door, AC source selector switch to port forward in pilot house, 110 + 220 volt system.
DC system: Numax batteries, one 12V 225AH, 1300A sealed type and four 12V 180AH 1100A batteries in engine room, all are sealed, four battery switches in engine room, battery switch at lower helm (windless), battery switch to post in pilot house, 12 volt system
Wiring: Mostly original multi-strand wires
Circuit protection: Distribution panel to port forward in salon includes main and branch AC circuit breakers, DC branch circuit breakers, DC digital volt meter, two AC volt and  ammeters
Comments: The electrical system including the shore power cord, shore power inlet, batteries, wiring, circuitry components and circuit protection equipment was visually inspected and most components were tested.  Overall the electrical system is in satisfactory condition.  The condition and age of the batteries is beyond the scope of this inspection.  At the time of the survey, there was no functional shore power inlet. The current owner reported that the current inlet had been disconnected and a different inlet was scheduled to be installed.  The A/C electrical system was tested with the inverter and generator. The generator is reportedly set to 50Hz, the American system is 60Hz. The owner stated that only the clothes washer/dryer requires 50Hz.  We did not check most of the 50Hz (European style) outlets.  One was checked and it had reverse polarity. Two US style outlets in the utility room had open grounds as did an outlet between the desk and the lower helm station.  There were no GFCI devices.  The exterior outlet to port forward on the aft deck is not designed for its current configuration.  The Coursemaster autopilot is inoperative.  There is no MMSI number in the VHF radios.  The hard top lights on both sides forward of the aft deck are inoperative and the switches do not appear to function on the fixtures.  There are extra bulbs installed in the engine room light fixtures, they are secured with plastic zip ties.  There is an exposed bulb to port aft in the engine room.  Most of the indicator lights on the electrical distribution panel are inoperative, the current owner said they have disconnected them because they are too bright.  The automatic locker lights on both sides in the aft cabin are inoperative.  Battery voltage was low per the ship’s meter.  The refrigeration plate inside the refrigerator was “iced over”.  We did not see the indicator lights on the fin stabilizer controller illuminate, the fin stabilizer were observed moving while underway. One of the engine room cameras is inoperative.  There are soldered wire connections at the electrical distribution panel.

 Satisfactory – Good


Portable fire extinguishers: Dry chemical units (not US approved), one on flybridge, one in engine room, one forward of engine room, one in aft cabin, one in galley
Fixed fire system: None
Flotation devices: Horseshoe buoy with retrieving line, four PFDs reported (not seen)
Horn/distress flares: Airhorn, no flares seen
Navigational/anchor lights: Separate sidelights, masthead/steaming light, stern light, all-around/anchor light
Anchor & ground tackle: 75lb. CQR anchor, chain
Other equipment: Sea-safe KHYF-4-16-1966 4 person life raft with inspection due 05/2023
Comments: Safety equipment for firefighting protection appears satisfactory however  the extinguishers have not been inspected, tagged and maintained per N.F.P.A. recommendations. The fire extinguishers are not USCG approved. We did not see any personal flotation devices except for the horseshoe buoy. There are reportedly four PFDs aboard.  No distress signal flares are aboard.  A suitable sound signaling device is aboard.  No waste and oil placards were seen.  No waste management plan was seen. No navigation rules were seen.  The navigational and anchor lights are properly arranged and installed.  The stern light is inoperative.  We could not tell if the all-around/anchor light illuminated.  The ground tackle including the anchor and rode was visually inspected as installed and appears satisfactory.  We did not see a secondary anchor but the client reported that one was in a storage box.  There is no boarding ladder that can be deployed by an accidental swimmer.  The entire length of the anchor rode was not inspected and should be inspected prior to use.

 Summary: Satisfactory – Good                         


Tanks: Two tanks, connected tank in locker forward on aft deck
Devices: Electric solenoid value, reducing regulator, two inline valves, aft deck bbq and gallery range
Comments: The LP gas system including the tanks, tank locker devices and galley range was visually inspected and the galley range and electric solenoid valve were tested.  Overall, the installation of the LP system is satisfactory.  The vessel is not equipped with a propane or carbon monoxide alarms.  The vessel is not equipped with a smoke alarm.  There is no pressure gauge in the system.  The aft burner would not stay lit.

Summary: Satisfactory – Good


Fiberglass swim platform, boarding ladder, transom shower, flybridge hardtop and boat deck lights, flybridge pedestal helm chair and bench seats, flybridge windscreen, Ritchie compass, flybridge engine instrumentation includes tachometers, oil pressure, temperature, volts and load, two electronic engine instruments, Raymarine E80 multi-function device with plotter / AIS / radar, geonav TC110 autopilot, Course Master CM85i  autopilot, Interphase forward looking sonar, Naiad Multisea II stabilizers, intercom,  Uniden UM380 vhf, six solar panels, solar charge timer, Siemen iSensoric clothes washer / dryer, tender davit with electric winch, tender cocks, Ally Craft aluminum tender model 310 Rover with HIN ALY19638K707 equipped with a 6 h.p. Mercury outboard engine model 1006201EJ and serial no. 0N311597, aft deck sink, water pressure inlet,  Lofrans Falkon two direction electric windless with wireless remote control, flybridge and pilothouse control, foredeck sea and freshwater bow spigots, foredeck locker, aft table locker, three windless shield wipers, Seaward 5-1950 water heater, engine room camera, internal sea strainers, oil change pump, air compressor, generator mounted instrumentation includes temperature, oil pressure, volts and hour meter, aft tank fuel gauge, sump collector box and pump, fuel transfer pump, two engine room cameras, Victron Energy 12V 40A battery charger, 12V 300VA 120A inverter / charger and 3600 watt isolation transformer and MPPT 100I30 solar charge controller, Village Marine Tec water maker, galvanic isolator, raw water pressure pump, utility room, Webasto HVAC with control in aft cabin and galley, aft head includes electric head, sink, fan and shower enclosure, waste Y valves, refrigeration unit, galley sink with fresh and raw water spigots, Listo microwave, Princess three burner LP gas range, desk, dinette, National  geographic weather station, Uniden UM380 vhf, Raymarine E120 multi-functional device with plotter / radar / AIS / camera / sonar, Raymarine speed, Interphase forward looking sonar controller, geonav gsc / 110 autopilot, lower helm engine instrumentation includes tachometer, oil psi, temperature, volts and load, two digital engine instruments, two AC ammeters, three windshield wipers with wash, Course Master CM85i autopilot, Plastimo compass, courtesy lights, automatic locker lights, forward head includes electric head, sink, shower and blower, forward sump collector and pump



The vessel is a composite fiberglass motor vessel built in Suzhou, China.  The current owner reports purchasing the vessel new and taking delivery in Hong Kong.  The vessel has been cruised extensively.  The machine systems are original.  The current owner disclosed no known problems with the vessel or no significant event in the vessel’s history, such as submersions, collisions, fires, etc.  The client stated that the vessel was recently hauled and the bottom was painted in Ensenada, Mexico.  The vessel was inspected while afloat and underway.  The vessel was not hauled.  The vessel is structurally and mechanically sound.  The vessel is actively and well maintained.  Upon completion of the recommendations the vessel should be suitable for use as a coastal cruising vessel, limited primarily by its fuel capacity.


Overall Summary: Satisfactory – Good

Standard form key:     We use subsection and overall ratings to summarize conditions found, based upon their appearance.  Ratings include: Not examined, Not applicable, Faulty, Marginal, Satisfactory, Good, Excellent.








Removed for privacy

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.  The most relevant data found while researching the value is included below.  We primarily use market value analysis methodology for determination of value.


Explanation of value opinion: The value is based on the soldboats.com reported sale prices and the yachtworld.com listing prices.  The most comparable vessel is the 2008 46 DeFever that sold for $395,000, however the boat is an upgrade to this boat.  This boat has high engine hours.  The comparable vessels reflect the Covid-19 induced demand and value spike.


Length ft Boat Year Sold Date Sold Price Listed Price Boat Location
56 DeFever 56 Pilothouse 2007 5-Jun-20 495,000 549,000 Charleston, SC, USA
49 DeFever Pilothouse 2004 24-Sep-18 345,000 399,000 Charleston, SC, USA
48 DeFever 48 Tri-cabinTrawler 2002 9-Apr-17 300,000 299,500 Fort Lauderdale, FL, USA
49 DeFever 49′ Cockpit Motor Yacht 2001 2-Dec-16 347,000 350,000 Belvedere, CA, USA
47 Sea Ray 47 Sedan Bridge 2008 25-Mar-21 350,000 389,000 League City, TX, USA
47 Sea Ray 470 Sedan Bridge 2008 25-Mar-21 350,000 399,000 League City, TX, USA
47 Silverton 45 Convertible 2009 13-Mar-21 100,000 235,000 Willemstad, Netherlands Antilles
46 Dyna 51 2008 8-Mar-21 281,300 281,300 Aberdeen Typhoon Shelter, Hong Kong
45 Beneteau Antares 13.80 2008 5-Mar-21 194,832 212,669 St. Helier, Jersey
43 Cranchi Mediterranee 43 HT 2008 7-Mar-21 250,000 265,000 Marina Del Rey, CA, USA
47 Azimut 47 2010 3-Mar-21 356,859 469,864 Zadar, Croatia
44 Nord West 420 Flybridge 2010 28-Feb-21 618,624 618,624 Vindön, Sweden
43 North Pacific 43 Pilothouse 2009 30-Sep-20 335,000 349,000 Saint Clair Shores, MI, USA
47 Great Harbour GH47 Trawler 2008 30-Sep-20 265,000 299,000 Saint Augustine, FL, USA
47 Mainship 45 Trawler 2008 16-Jun-20 290,000 295,000 Palmetto, FL, USA
46 DeFever Pilothouse 2008 26-May-20 395,000 399,000 Anacortes, WA, USA

Sea Ray 43 Sundancer

US$413,362 *

47 ft / 2009

Vancouver, British Columbia, Canada

Fraser Yacht Sales Ltd.

Request Info


Meridian 441 Sedan

US$519,900 *

47 ft / 2009


Madco – SAD Groupe


Meridian 441 Sedan

US$585,000 *

47 ft / 2009

Kapolei, Hawaii, United States

Honolulu Yacht Brokerage International LLC


Azimut 47 Flybridge

US$475,000 *

47 ft / 2009

Bal Harbour, Florida, United States

Denison Yachting – Miami

Live Video TourRequest Info

Price Drop: US$10,000 (Mar 23)


Sea Ray 470 Sundancer

US$359,000 *

47 ft / 2009

Jensen Beach, Florida, United States

Bradford Marine Yacht Sales

Request Info


Ferretti Yachts 470

US$490,000 *

47 ft / 2009

Sunny Isles Beach, Florida, United States

Yacht Guru of America



Cruisers Yachts 460 Express

US$317,952 *

47 ft / 2009

Toronto, Ontario, Canada

Crawford Yachts

Live Video Tour


Cranchi Mediterranee 43 HT

US$190,000 *

45 ft / 2009

Cancun, Mexico

SMA Yachts


Cranchi Mediterranee 43 HT

US$310,000 *

45 ft / 2009

Cancun, Mexico



Silverton 45 Convertible

US$329,900 *

45 ft / 2009

Dolton, Illinois, United States

Sale Pending

Elite Yachts Chicago


Formula 45 Yacht

US$389,900 *

45 ft / 2009

Lindenhurst, New York, United States

Sale Pending

Seaside 3 Marina



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. Maintain fire extinguishers per NFPA conditions and assure the fire extinguishers are USCG approved.
  2. Bring aboard all legally required carriage items including suitable flotation devices, required, approved, and current distress signal flares, oil and waste placards, waste management plan, and a current copy of navigation rules.
  3. Assure that the stern light is properly functional.
  4. Assure that the all-around/anchor light is functional or address appropriately.
  5. Provide a reboarding device for an accidental swimmer.
  6. Upgrade the propane system to include a pressure gauge and provide propane, carbon monoxide, and smoke alarms, particularly in conjunction with a propane cooking system.
  7. Assure that all fuel hoses are suitable for continued use or replace the hoses. We suggest placing the stiff flexible hoses at the engines and the clear hose attached to the aft tank with hose designated per US convention (USCG type A1).
  8. As the vessel has both 50Hz and 60Hz electrical components, the shore power system was currently disconnected and not tested and there are stated intentions to add several electrical components to the vessel upon purchase, we strongly encourage consultation with a qualified marine electrician to develop a safe method of using all components and to assure the shore power system is returned to proper function.
  9. Provide and install MMSI numbers into both VHF radios so they can be used in the distress mode.
  10. Properly install the outlet on the aft deck, there are European and US type outlets in a fixture that is not designed for this application.
  11. Properly cover the exposed light bulb to port aft in the engine room, modify the engine room light fixtures per the electrician as they are currently modified with additional bulbs secured with plastic zip ties.
  12. Assure that all outlets which remain in use have proper polarity including both 110 and 220 outlets, the two outlets in the utility room and the outlet between the desk and lower helm station.
  13. Battery voltage was low upon arrival, assure that the batteries and charging system are suitable for continued use or as appropriately.
  14. Determine the significance of the “iced over” condition of the cooling plate in the refrigeration unit and address as necessary.
  15. We did not see the indicator light on the fin stabilizer controller illuminate, assure the system is properly functional or repair as necessary.
  16. There are many types of sea water hose connections and fittings, make sure they are all suitable for this application or modify as necessary
  17. The port transmission oil cooler is apparently dripping on to the transmission, service the cooler appropriately. Remove stains to allow detection of any future weeps or leaks.
  18. Service will replace the port engine’s flybridge digital display, it is inoperative.
  19. Test and prove the high water alarm functional from all sending units, only the forward high water alarm was tested and it was tested with a manual switch vs. the automatic switch.
  20. Modify the HIN on the transom so it is legible.
  21. Display the name and hailing port on the transom per federal regulations. The vessel is going to be US documented.
  22. Install suitable GFCI protection for all outlets potentially exposed to water. Comply with ABYC recommendations.



  1. There is a color difference resulting from an apparent repair near the transom shower and an audible difference in this area, address as desired or as necessary.
  2. There are numerous small cosmetic anomalies about the vessel including the cap rail, starboard accent stripe, and flybridge console.   Address as desired.
  3. The flybridge hard top supports sound “soft” with percussion testing, but the sounds were fairly homogenous throughout both hard tops and the sound may be an indication of the way they were made.  Either determine the cause of the audible differences  or monitor and address any problems.
  4. The flybridge upholstery is aged, address appropriately and consider provide covers to reduce future sun and weather damage.
  5. The flybridge seat locker hatch’s struts are weak, replace them as necessary.
  6. Determine the significance of the “dust” forward on top of the top of the starboard locker in the cabin and address appropriately.
  7. Much of the bilge is filled with expanding foam, the purpose is unknown (maybe insulation), this limits accessibility.
  8. Many of the lockers and storage compartments had personal affects, tools and spare parts and were not inspected. We encourage removing stored items in inspecting areas and addressing deficiencies.
  9. Remove the paint from the locker below the step onto the forward berth to eliminate the hazard associated with paint fumes.
  10. The stabilizer’s reservoir is low on fluid, refill and eliminate any fluid leaks in the system.
  11. We encourage labeling all through hulls, including the through hulls on and near the sea chest.
  12. The generator was warm upon arrival, we encourage witnessing a cold start addressing any deficiencies revealed
  13.  Address corrosion and salt crystals on the starboard rudder port appropriately.
  14. The engine RMPs were difficult to synchronize, address as desired or as necessary.
  15. The Coursemaster auto pilot is inoperative, address as desired.
  16. The lights on the hardtop forward of the aft deck (on both sides) were inoperative and the switches are inoperative, address appropriately.
  17. The indicator lights on the electrical distribution panel were inoperative, address as desired.
  18. Lights in the lockers on both sides in the aft cabin did not illuminate address as desired.
  19. Only one of the engine room camera is functional, service and prove the other camera’s function as desired.
  20.  Service and prove the aft burner on the stove functional, it would not stay lit
  21. The following components were not tested or inspected: waste discharge pump, tender, outboard engine, davit (briefly energized), air compressor, fuel and oil pumps, water maker, intercom, clothes washer/dryer, all functions of entertainment devices, and all functions of navigational electronics (power up and basic functions were tested).



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.  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.


I/we certify that, to the best of my/our knowledge and belief:


The statements of fact contained in this report are true and correct. The reported analyses, opinions, and conclusions are limited only by the reported assumptions and limiting conditions, and are my/our personal, unbiased professional analyses, opinions, and conclusions. I/we have no present or prospective interest in the vessel that is the subject of this report, and I/we have no personal interest or bias with respect to the parties involved.  My/our compensation is not contingent upon the reporting of a predetermined value or direction in value that favors the cause of the client, the amount of the value estimate, the attainment of a stipulated result, or the occurrence of a subsequent event.  I/we have made a personal inspection of the vessel that is the subject of this report.  This report should be considered as an entire document.  No single section is meant to be used except as part of the whole.  This report is submitted without prejudice and for the benefit of whom it may concern.  This report does not constitute a warranty, either expressed, or implied, nor does it warrant the future condition of the vessel. It is a statement of the condition of the vessel at the time of survey only.   The submitting of this report creates no liability on the part of Christian & Company or the individual surveyor.

Christian & Company, Marine Surveyors, Inc.

By:  Mr. Kells Christian, Surveyor  S.A.M.S. – A.M.S. # 301