|Client: Removed for privacy||Date of report: September 23, 2021|
|Current owner: Removed for privacy||Our file #: 21 – 20243web|
This inspection was performed upon the request of the client listed above on September 21, 2021 while the vessel was hauled and afloat at The Boatyard, Marina del Rey, CA and XXX (owner), XXX (client) XXX (broker) and Kells Christian (surveyor) attended.
Scope of Services
The vessel was examined by surveyor and/or surveyor’s agents from all accessible areas of the interior without removal of secured panels, destructive testing or disassembly. The hull bottom laminate, plating and/or planking was examined by percussion sounding and visual inspection only. No moisture content readings were taken, and no destructive testing was performed. The surveyor may have used a moisture meter if/when they deemed it useful or if specifically requested by client. Exterior hardware was visually examined for damage and drive components were tested by sight only. The inspection of engines, generators, machinery and related mechanical systems is not within the scope of this survey. Only a brief cursory inspection of the machinery was conducted, and no opinion of their overall condition was formed. Client shall retain the services of a qualified mechanic, engine surveyor or other expert to inspect such engine, generators, machinery and related mechanical systems. Tankage was inspected from visible surfaces only and no opinion was rendered as to their overall condition. On sailing vessels, the rig was not inspected aloft, nor were sails inspected unless they were visible during a sea trial. Client shall retain the services of a qualified rig surveyor or other expert to inspect sails, rigging and equipment. The electrical system was visually inspected where accessible, and electronic and electrical components powered only with permission of or in the presence of the vessel’s owner or agent. No in-depth testing or examination of the electrical system or electric schematic was conducted. Specifications were taken from published sources, measurements if made, should be considered approximate. The recommendations are based on federal and state regulations, industry standards, and/or surveyor’s own personal experience. The market value is based on research of available new/used comparable vessels, with consideration of geographic area where the vessel is located and reported sale prices where available. The surveyor will refer to and may reference CFRs, NFPA and ABYC recommendations (and/or other services) as the surveyor deems reasonable but not all regulations and recommendations will be applied nor should this report be relied upon as full compliance with the aforementioned entities. Every vessel inspection is different, and limitations may alter the scope of this survey, some limitations will be implied in the text of the report and some will be explicitly detailed. A Marine Survey Agreement which is reviewed and signed by the client details the terms governing this marine survey.
|Builder: Outremer Yachting||Doc. #: Removed for privacy|
|Model/type: Outremer 45 / catamaran||HIN: Removed for privacy|
|Year: 2015||Engine: Two Volvo Penta|
|Length: 48’ 6”||Name: Removed for privacy|
|Draft: 4.1’ / 6.6’ *||Hailing port: Redondo Beach, CA|
|Beam: 23.3’ *
* manufacturer’s specifications
|Weight: 21,400lb. (travel lift’s scale)
Displacement: 8.7/11.1 t *
HULL & STRUCTURE
|Keel & bottom: Molded fiberglass construction, reportedly single skin below waterline, unknown core, dagger boards, black anti-fouling paint|
|Topsides & transom: Molded fiberglass construction, unknown core, white gelcoat finish|
|Decks & superstructure: Molded fiberglass construction, unknown core, white gelcoat, nonskid particle deck surface, fiberglass toe rails|
|Deck hardware: Exterior bridge hardtop (reportedly carbon fiber), sliding bridge deck doors, aluminum forward cross member, center forward deck beam, double trampoline, stainless steel stanchions with double fiber lifelines, twelve deck hatches, bowsprit, four sets of cleats|
|Longitudinals/stringers: Fiberglass longitudinals|
|Athwartships/bulkheads/frames: Composite bulkheads, two main bulkheads reportedly have carbon fiber, unknown core|
|Layout/interior components: Catamaran with engine access aft and through aft berths on both sides, interior and exterior bridge decks with dinettes, port exterior helm, galley to starboard aft in interior bridge deck with navigation station forward, starboard hull has cabin with berth aft and head forward, port hull has cabins forward and aft with inboard head amidships|
|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 good structural condition. The current owner reports that the hull bottom was painted in November or December of 2018 at The Boatyard, Marina del Rey. The hull sides and transom were visually inspected and randomly sounded. The hull sides and transom are in good structural and satisfactory cosmetic condition. The hull sides are oxidized. There are color differences on both hull sides below the stanchions, reportedly where the fenders are installed. There is a 6” rectangular color difference below the name on starboard aft hull side. There is a repair on the starboard bow near the deck; it is approximately 10” x 2”. There is a small unrepaired ding on the starboard bow at the waterline. The last three digits of the HIN do not follow US format. The deck and superstructure were visually inspected and randomly sounded. The deck and superstructure are in satisfactory – good structural and cosmetic condition. There is minor coatings failure at the helm console. 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 condition. The port transom handrail has a small dent. The plastic engine room vents are damaged and pieces are missing. Caulking for the windows on the cabin sides is failing, more significantly to port. There is corrosion on the martingale (bow fixture on the forward crossmember). The structural reinforcements including the longitudinals and bulkheads were visually inspected and randomly sounded. The structural reinforcements appear to be in “as-built” condition. The bilge is dry; there are minor stains in the bilge. The interior cabin spaces are neat, clean and orderly. The interior of the vessel is in satisfactory – good cosmetic condition. This survey is not a mold inspection. The condition of the coring, in the hull, deck and elsewhere as applicable is beyond the scope of this inspection.|
|Main engine: Two Volvo Penta D2-40F, 39.6 h.p. per engine (listing), hours per meters: port – 79 and starboard – 83|
|Engine application: Diesel, four cylinders, sail drives|
|Serial numbers: S – 5102034145C, P – 51020343682|
|Transmissions: Volvo Penta sail drives, model 3841245, ratio 2.19, port serial number 512 20237608, starboard serial number 512 20243603|
|External/peripherals: Suitable application, satisfactory installation|
|Engine controls: Push / pull cables, single lever controls, single station|
|Exhaust systems: Wet system, flexible hoses, plastic water lift mufflers, aft hull side discharges|
|Propulsion gear: Sail drives, three blade feathering stainless steel propellers (unknown brand, model or size)|
|Steering system/rudder ports: Cable / quadrant system, tie bar, fiberglass rudder tubes, unknown type seals, single helm station|
|Through hulls & components: Bronze through hulls, plastic valves, not bonded
Location of through hulls as visible: See chart
|Seawater systems: Reinforced hoses, mostly double clamped connections|
|Bilge pumps: Two Whale Orca Auto 1300 submersible per engine room, one manual pump per side on aft bridge deck, Whale 1300 in both hulls amidships|
|Comments: The engines and transmissions were visually inspected and tested during a sea trial. The 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 transmissions / sail drives appear satisfactory. There is corrosion below the port sail drive’s through hull valve and on the shift bracket. There is minimal corrosion below the starboard engine aft. One filter is dated 8/10/19. There is trace water aft of the port engine. The hours on the meters are reportedly accurate for the new engines and the hours were recorded prior to the sea trial and survey. The current owner reported that the engines were replaced in late 2018 as part of a new Volvo recall. The sail drives were not replaced. There are no engine oil, temperature or voltmeters. During the seatrial, the starboard engine’s overheat alarm sounded and displayed visually on the digital display on the tachometer. We noted a reduction in waterflow at that time. Wide open throttle was tested very briefly and registered 2,750 rpm on both tachometers. The engine controls functioned normally. The port engine control is more stiff than the starboard engine. The exhaust system is properly arranged and installed. The sail drives and propellers were visually inspected and the propellers were manipulated. The sail drives appear satisfactory externally; there is minor corrosion about the water inlets. The starboard propeller exhibits significant corrosion and pitting. Both propellers exhibit play when manipulated, between the blades and the hub, more significantly to starboard. Both propellers exhibit play when lifted, between the propellers and the shafts. 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. There is corrosion on and about several of the through hulls in the bilge, including waste discharges, refrigeration and the head inlets. There are salt crystals on a valve, in a hose that connects to the port head supply hose (T fitting) and the valve is not secure. The starboard head inlet has a T fitting which is loose on the through hull, uses a PVC valve and has a hose for an unknown purpose. The refrigeration through hull has a hose connected for an unknown purpose. The seawater systems were visually inspected and most components were tested. Overall, the seawater systems are in satisfactory condition. The electric bilge pumps were energized with toggle switches; the automatic functions were not tested. The manual bilge pumps were manipulated but not tested for function.|
|Fuel: Plastic tank in locker to port of windlass, 88 gallon capacity (listing)|
|Fill & vent: Deck fill fitting to port forward of windshield, labeled “diesel”, fill hoses not inspected|
|Feed & return: Marine fuel hose (labeled CE, not labeled USCG), Racor filters
Water: Deck fill fitting to starboard forward of windlass, labeled “water”, plastic tank in locker to starboard of windlass, 118 gallon capacity (listing)
Holding: One deck fitting on each side of deck forward of mast, labeled “waste”, two plastic tanks (reported not seen), 20 gallon capacity (only one tank on listing)
|Comments: The fuel system including the tank, fill, vent, feed and return lines was visually inspected as installed. Where visible the fuel system components are in good 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 fuel hoses are labeled “fuel”; they are not labeled per US convention. 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 is a stain below a fitting on the water heater. The starboard waste Y valve is marked “backwards”. The starboard head was not drawing water. The port head pump leaks water. There is water on top of the water tank. A small portable plastic diesel tank is not secured; it is on top of the primary diesel tank. The diesel heater is reportedly inoperative and was not tested.|
|AC system: 30A / 125V / 60Hz and 16A / 230V / 50Hz shore power inlets to port aft, 120 / 230 volt system|
|DC system: One West Marine AGM79 12 volt battery in both engine rooms, four battery switches in starboard engine room, five battery switches in port engine room, four West Marine AGM105 12 volt batteries (plus one battery not inspected) forward below interior bridge deck bench seat, battery switch by chart table, 12 volt system|
|Wiring: Mostly original multi-strand wires|
|Circuit protection: Four 50 and 60 Hz AC circuit breakers in port engine room, AC branch circuit breakers below chart table, DC overcurrent protection located at several boxes (not inspected)|
|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 – good condition. The condition and age of the batteries is beyond the scope of this inspection. The vessel has 50 and 60 Hz AC electrical systems and the 50 Hz system was not tested. The engine room battery terminals are not covered. One starboard engine room battery cable has exposed conductors near the terminals. The port engine room light functioned intermittently. The AC electrical outlets exhibited problems including reverse polarity and an open ground, with both shore power and the inverter. The vessel was unplugged during our test and we did not specifically note which outlets had which deficiency with shore power versus inverter power. The Mastervolt panel at the chart table is inoperative. The multifunction device exhibits depth but has no sounder feature. The DC branch circuit breakers are reportedly in groups in several places throughout the vessel; they were not inspected or tested. We could not release the ratchet strap on one battery on the starboard side of the battery bank below the interior bridge deck bench seat and this battery was not inspected. The battery charger to port below the interior bridge deck bench seat is not secure. The starboard refrigerator’s light is inoperative.|
SAFETY AND LIFE SAVING
|Portable fire extinguishers: European units, one on exterior bridge deck locker, one in starboard hull, one at navigation station, one in galley|
|Fixed fire system: None|
|Flotation devices: European wearable type – several in a bag|
|Horn/distress flares: Nine flares expired 2019 (not USCG approved), canister air horn|
|Navigational/anchor lights: Combination bow light, stern light, masthead / steaming light, all-around light not seen|
|Anchor & ground tackle: 25 kg Rocna anchor, chain rode|
|Other equipment: Pull out emergency boarding ladder, hull bottom jack lines, two hull bottom escape hatches, navigation rules, smoke signals (expired), fire blanket, EPIRB (1/2021 battery expiry) with expired hydrostatic release|
|Comments: The portable fire extinguishers are European units and do not comply with US federal regulations. Only a few of the personal flotation devices were inspected, they are also European and do not comply with US regulations. Distress signal flares have expired and they are also European style and do not comply with US regulations. A suitable sound signaling device is aboard, it was not tested. We saw no CO or smoke alarms. We saw no waste or oil placards or waste management plan. Navigation rules were seen. The navigational and anchor lights are properly arranged, installed and functional. We could not determine if the vessel is equipped with an all-around / anchor light (or other lights on top of the mast) or if it/they functioned. The ground tackle including the anchor and rode was visually inspected as installed and appears satisfactory. There is no spare anchor or rode aboard. The entire length of the anchor rode was not inspected and should be inspected prior to use.|
|Summary: Satisfactory – Marginal|
LP GAS SYSTEMS
Tanks: One tank in starboard exterior bridge deck locker
Devices: Pressure reducing regulator, pressure gauge, stove and oven
Comments: The LP gas system including the tank locker devices and galley range was visually inspected and the galley stove and oven were tested. Overall, the installation of the LP system is satisfactory; however it does not include an electric solenoid valve or a propane alarm. There is a portable LP grill and a propane canister for it stored in the galley.
Mast & rig type: Axxon carbon fiber rotating mast, deck stepped, catamaran sloop rig
Standing rigging: Fiber upper shrouds, solid rod jumper shrouds
Hardware: Lazy jacks, stack pack, aluminum boom, one set of composite (apparently) spreaders, facnor LX 200 roller furling headsail assembly, swiveling mast step
Winches: Five Lewmar 50, one Lewmar 50 electric
Sails: Mainsail, roller furling jib
Comments: The mast and associated rigging were visually inspected from the deck level only. The mast and associated rigging is likely original. The survey is not a rig survey, please consult with a qualified technician for greater detail as to the condition of the sailing system. The vessel was taken on a sea trial and sailed during the survey. Overall the sailing system is in satisfactory condition, however much of the running rigging was stiff and functioned as if it has not been used much recently. The condition of the sails is beyond the scope of this survey but they appear good.
Two Sterling 12V 130 amp digital alternator to battery charger devices, Flojet R2840-100 freshwater pressure pump with pressure accumulator tank, iso temp Basic 40 water heater with heat exchanger, internal sea strainer, PurPower Survivor 80 E-2 water maker, carbon fiber transom davits, two Volvo tachometers with digital hour meter/displays, four B&G small multi-function devices, two B&G autopilot controls, two Plastimo contest compasses, antenna post, TV antenna, two galvanic isolator, isotherm DC freezer (aft deck), exterior and interior bridge deck dinettes and cushions, helm chair and two pedestal deck chairs, LG TV, Webasto diesel heater, starboard head includes shower enclosure, manual head and sink, two waste Y valves, waste tank level gauge, shower sump pump, safe, LG TV, Mastervolt panel, navigation station, B&G Zeus ZW12 multifunction device with plotter / radar / AIS, B&G 50 vhf, Fusion MS-AV650 stereo, fuel and water tank level gauges, Mastervolt Mass 12/2000 sine wave inverter, Mastervolt 12/100-3 battery charger, West Marine 110 amp engine start, eno LP gas stove, galley sink, isotherm CF63F refrigerator, bbq grill, airlux two burner LP gas stove, Whirlpool microwave oven, isotherm MODCR130, refrigerator, port head includes manual head, shower and sink, port waste tank level gauge, bo’suns chair, foredeck floodlight
The vessel is a composite fiberglass Catamaran sailing vessel equipped with two diesel engines and sail drives. The vessel was built in La Grande Motte, France to a Barreau/Neuman design. The current owner purchased the vessel new and took delivery at the factory. He stated that the vessel was sailed to Fort Lauderdale, FL and came to the West Coast of the United States in 2016. Since arrival the vessel has mainly been used to and from Catalina. The current owner reports that the engines were replaced in late 2018 and he installed the external freezer. He stated that most of the other components are original. He disclosed that the water maker is pickled and later he disclosed that the diesel heater was never connected or functional. The current owner disclosed no knowledge of any significant events in the vessel’s history such as submersions, collisions, fires, etc. He was unsure of the cause of the damage to the starboard bow. The vessel was inspected while afloat, underway offshore Los Angeles and while hauled. The vessel is basically structurally sound. The vessel is mostly stock with very little additions. The vessel is suitable for its intended purpose as a coastal cruising vessel and potentially as a blue water cruising vessel.
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.
ACTUAL CASH VALUE
|NEW REPLACEMENT VALUE||INVESTMENT|
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 list prices below. The owner’s asking price (also below) is in line with the asking prices of comparable boats. The Outremer line is limited in production, compared to the catamarans commonly used in charter and several of the listings include those vessels, which are less valuable, thus there are fewer comps. The best comp is the 2015 vessel that sold in Annapolis in August 2020 for $700,000. That vessel is comparably equipped and has HVAC, but the market has continued to rise due to the Covid-19 induced demand.
|Length ft||Boat||Year||Sold Date||Sold Price||Listed Price||Boat Location|
|48||Outremer 45||2019||1-Sep-21||915,000||950,000||Annapolis, MD, USA|
|48||Outremer 45||2020||27-Jul-21||1,145,060||1,161,502||La Grande-Motte, Hérault, France|
|48||Outremer 45||2020||20-Jul-21||933,664||927,792||La Grande-Motte, Hérault, France|
|47||Outremer 4X||2016||1-Jul-21||863,199||880,815||La Grande-Motte, Hérault, France|
|45||Outremer 45||2001||18-Jun-21||256,024||280,686||Lanzarote, Spain|
|48||Outremer 45||2019||22-Dec-20||822,094||844,408||La Grande-Motte, Hérault, France|
|48||Outremer 45||2016||2-Sep-20||715,222||715,222||La Grande-Motte, Hérault, France|
|45||Outremer 45||2015||7-Aug-20||700,000||750,000||Annapolis, MD, USA|
Outremer outremer 45
$739,000 Los Angeles, California
1 of 5 images
Presented For Sale By:
Torrance, CA, 90505
This boat, for sale by owner on boats.com
Below from yachtworld.com
|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.|
- Provide all legally required carriage items including federally approved extinguishers, personal flotation devices and distress signal flares. Also required are oil and garbage placards and a waste management plan.
- Provide a secondary anchor and rode for use in two anchor situations or emergencies.
- Maintain the EPIRB per the manufacturer’s recommendations, the battery and the hydrostatic release have expired.
- The last three digits of the HIN does not follow US format, address as necessary.
- We encourage installation of smoke, carbon monoxide and propane alarms, particularly in conjunction with the propane system and in compliance with ABYC recommendations.
- We encourage the installation of an electric solenoid valve in the propane system to allow the flow to be shut off from the galley and to comply with ABYC and NFPA recommendations.
- Remove the small propane canister from the galley cabinet, store propane in the propane locker and secure the portable bottles.
- A filter on the starboard engine was dated 8/10/19, assure the engines and sail drives are maintained appropriately.
- There are various problems with the propellers, including corrosion and pitting on the starboard propeller, play between the propeller blades and the hubs and play between the propellers and the propeller shafts. Have these components inspected by a qualified technician and repair or replace as necessary.
- The starboard engine overheated and alarmed during the sea trial, assure that the condition causing the overheating is eliminated and that there was no damage or address appropriately.
- The starboard head was not drawing water, address it and prove it properly functional.
- Properly secure the small portable plastic diesel tank. This is apparently for the diesel heater and the diesel heater is inoperative. Either prove the diesel heater functional and utilize the heater or eliminate liabilities such as the fuel supply to the heater.
- There is corrosion on several through hulls in the bilge, remove corrosion, inspect, service or replace components as necessary. Through hulls with corrosion include: port sail drive, both waste discharge through hulls, refrigeration cooling through hull and both head inlets.
- There are salt crystals on a valve that junctions with the port head seawater supply and the valve is unsecured. Eliminate the source of the salt crystals, remove the salt crystals to allow detection of any future weeps or leaks and secure the valve. Assure that all the components use materials designed and intended for this application including barbed hose connections and suitable material, replace if/as necessary.
- Cover the batteries in the engine to prevent accidental short circuiting. Comply with ABYC recommendations.
- Service and prove the port engine room light reliably functional, it functioned intermittently.
- There was either reversed polarity or an open ground at all of the AC electrical outlets that were tested. Assure that the outlets and the electrical system are properly wired to American standards with both the shore power and inverter. Assure the vessel has suitable GFCI or ELCI protection per ABYC recommendations.
- The Mastervolt controller at the chart table is inoperative, service or replace it and prove it properly functional (the current owner ordered one of these units during the survey).
- Properly secure the unsecured battery charger to port below the interior bridge deck dinette seat.
- Service and prove the light in the starboard refrigerator properly functional, it did not illuminate.
- We did not and could not release a ratchet strap on a battery to starboard of the battery bank below the interior bridge deck dinette seat, modify so that this device can be released, inspect the battery and cables and address any deficiencies.
- We did not inspect any of the DC overcurrent protection devices, they are reportedly located in several different locations, inspect and maintain these components as a matter of normal maintenance.
- The multi-function device has no sounder. It does have a fathometer, upgrade if / as desired.
- One of the battery cables on the starboard engine room battery has exposed conductors at the terminals, improve the installation of the terminal ends so they cover the conductors and comply with ABYC recommendations.
- There is trace water aft of the port engine, determine the source, eliminate the source and remove the water to allow detection of any future weeps or leaks.
- There is corrosion at and about the port sail drive’s through hull fitting, eliminate any existing cause, address corrosion, clean and paint as appropriate to allow detection of any future weeps or leaks.
- There is minor corrosion of the sail drive housings at the water inlets, address appropriately.
- There are no engine instruments for oil pressure, temperature or volts, consider upgrading.
- The engines turned to 2,750 rpms at wide open throttle, however the wide open throttle test was only performed momentarily and the current owner decreased the rpms. Assure that the engines turn to the designed wide open throttle specifications and address any deviation and assure they can run at that speed with no issues.
- There are stains below plumbing fittings on the water heater, eliminate the source, remove stains to allow detection of any future weeps or leaks.
- The starboard waste Y valve is marked “backwards”, address appropriately.
- The port head pump leaks at the valve seal, eliminate the leak as desired or as necessary.
- There is water on top of the water tank, eliminate the cause and remove the water to allow detection of any future weeps or leaks.
- We did not inspect all of the fuel hoses and the hoses that were seen are not labeled per US convention. Monitor hoses and address deficiencies as desired or as necessary.
- The port engine controls felt more stiff than the starboard side, either address or monitor and address as necessary.
- There is corrosion on the port sail drive control cable bracket, eliminate any source, repair if / as necessary, clean and paint to allow detection of any future weeps or leaks.
- There is corrosion below the starboard engine aft, including about the sail drive sealing ring, address appropriately.
- Determine the function of the various seawater hoses which have unknown functions including the hose connected to the refrigeration through hull and the two hoses “junctioned” into the head supplies, eliminate any liabilities associated with these components after their usage is determined and remote components are inspected.
- The port transom grab rail has a small dent, address as desired.
- The plastic vent covers for both engine rooms inboard aft on both hull sides are damaged, address as desired. These vents will help prevent water entry into the engine rooms.
- There are color differences on the hull sides below the stanchions, apparently and reportedly due to fenders, the hull sides are oxidized, address these conditions as desired, they appear to be cosmetic in nature.
- There is a 6” rectangular color difference on the starboard hull side aft below the name, the cause is unknown, this appears to be cosmetic, address as desired.
- There is a “rough” repair up high on the starboard bow and an unrepaired small gouge through the gelcoat on the starboard bow below the waterline, address these conditions as necessary or as desired.
- There is minor coatings failure about the helm, address as desired.
- There is age related damage (apparently) to the sealant and bedding material on the cabin side windows, address appropriately.
- There is corrosion on the martingale bow stay fixture, address appropriately.
- We did not see or test the all-around / anchor light or any other light fixtures on top of the mast, inspect, prove them properly functional or address deficiencies.
- The running rigging and related hardware was “stiff”, service and prove it properly functional.
- The following components were not tested or inspected: water maker, through hull camera, 50 Hz electrical system, small spigot in the port head (reportedly for water maker), anchor light, automatic functions of the bilge pumps, televisions and all functions of entertainment devices, 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