|Client: Removed for Privacy||Date of Report: June 3, 2021|
|Current owner: Removed||Our file #: 21 – 20027|
This inspection was performed upon the request of an alternate client on March 8, 2021 while the vessel was hauled at removed for privacy. The prior client, current owners, and a broker attended.
|Builder: Symbol Yacht Co. (Taiwan)||Doc. #: Removed for privacy|
|Model/type: Symbol 52 PH||HIN – Removed for privacy|
|Year: 2001 (model year)||Engines: Two Volvo Penta|
|Length: 55′ 6″||Name: Removed for privacy|
|Draft: 4′ 4″||Hailing port: San Diego, CA|
|Beam: 15′ 7″*||Generator: None|
|Weight: 55,000 lb. (travel lift’s scale)|
|Dry Weight: 48,000 lb.|
HULL & STRUCTURE
|Keel & bottom: Molded fiberglass construction, unknown core, two lifting strakes per side, double hard chines, black anti-fouling paint|
|Topsides & transom: Molded fiberglass construction, unknown core, white gelcoat, black and gold boot stripes, upper rub rail, swim platform rub rail|
|Decks & superstructure: Molded fiberglass construction, unknown core, white, molded nonskid deck surface|
|Deck hardware: Stainless steel bow rail, integral anchor roller, pilothouse hardtop hatch, set of bow, side and stern cleats, fiberglass toe rail (raised forward)|
|Longitudinals/stringers: Fiberglass encased stringers, unknown core|
|Athwartships/bulkheads/frames: Plywood bulkheads|
|Layout/interior components: Flybridge, cockpit, pilothouse motor vessel, steps on both sides forward from cockpit to side decks, adder to starboard from cockpit to flybridge, flybridge has helm forward with seating to port aft and boat deck aft, engine room below saloon with access via cockpit and galley sole hatches, salon has sofa to starboard, galley to port forward, steps to starboard forward lead up to pilothouse, helm forward in pilothouse with dinette to port aft, starboard wing door, steps to starboard forward lead down to cabin landing, aft is owner’s cabin with center aft island berth and head to starboard, head to port in landing, cabin forward with berth forward and second door to head|
|Bilge: Holding minimal water, mostly clean|
|Comments: The vessel was inspected while hauled and afloat. The hull bottom was visually inspected and randomly sounded. The hull bottom is in satisfactory – good structural condition. The anti-fouling paint is thin. The current owner believes the bottom was painted three years ago, and said it had to be repainted twice. There are small blisters on the bottom and a visible concentration on the transom. The blisters are generally less than ½” in diameter and originate beneath the gelcoat. There are paint blisters and paint failure on the metal rudders. The hull sides and transom were visually inspected and randomly sounded. The hull sides and transom are in satisfactory condition. The vessel has an unusual condition of gelcoat variations on both hull sides, above the rub rail on both sides forward and along the edge of the pilothouse hardtop. There are 10” circular color differences on the hulls sides aft of amidships and an anomaly on the starboard side below the circle. There are gelcoat cracks on port hull side at the swim platform. The deck and superstructure were visually inspected and randomly sounded. The deck and superstructure are in good structural and satisfactory – good cosmetic condition. There are cracks on the gunnels on both sides forward, including on the top of the gunnel (raised toe rail) and the radius between gunnel and the deck; it is more significant to starboard. There are cracks in the black areas around the windows externally. 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 aft flybridge access hatch is crazed and is partially blocked by the tender. The aft flybridge stanchions are loose; they are modified to allow launching of the tender. The flybridge enclosure is aged and weathered. The window tracks and frames exhibit age related corrosion and salt crystals. There was a water leak from the starboard saloon window behind the sofa. 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 generally clean and dry. There is minor staining in the forward bilge. The interior cabin spaces are neat, clean and orderly. The interior of the vessel is in good cosmetic condition. There is ballast in the lockers behind the saloon sofa. One of the locker latches is seized and corroded (directly below the water leak). A knob for the drawer below the galley refrigerator is damaged and there are minor functional issues with locker and drawer latches. There was significant water on deck at wide open throttle. We did not adjust the trim tabs to determine the effect on water on the deck or boat speed at wide open throttle. The tabs were adjusted prior to wide open throttle for maximum speed. 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.|
|Main engines: Two Volvo Penta TAMD74EDC (TAMD74P), 480 h.p. each *, pilothouse port 2670 engine hours and starboard 2661 hours, flybridge port 860 and starboard 2668 hours (on meters)|
|Engine application: Diesel, six-cylinders, turbocharged, aftercooled|
|Serial numbers: Starboard – 2071131765, port – 2071131766|
|Transmissions: ZF IRM301A.2, ratio 2.551, port serial number 20008372, starboard serial number 20003966|
|External/peripherals: Suitable application, satisfactory installation, soundbox, exhaust gas / water separator|
|Engine controls: Electronic controls, flybridge, pilothouse and cockpit controls|
|Exhaust systems: Wet system, insulated metal risers / mixers at engines, flexible hoses, fiberglass tubes, primary hull bottom discharges aft with pressure relief discharges at transom|
|Propulsion gear/shaft logs: PSS dripless seals, 30 x 35 four blade bronze counter rotating propellers, 2.25” diameter stainless steel propeller shafts, one bronze strut per shaft|
|Steering system/rudder ports: Hynautic hydraulic system, reservoir by steering gear, single actuator with tie bar, Tide Marine (type) dripless seals, stainless steel rudders, flybridge and pilothouse stations|
|Ventilation: Two engine room blowers|
|Generator: 17 kw Onan, model 17MDKAD4539C, serial number B00062440, 2271 hours on meter|
|Through hulls & components: Bronze through hulls, bronze ball valves, bonded
Location of through hulls as visible: See chart
|Seawater systems: Reinforced hoses, mostly double clamped connections|
|Bilge pumps: Rule 3700 submersible automatic forward in engine room, Rule 2000 submersible automatic in lazarette, Rule 2000 submersible auto in owner’s bilge|
|Comments: The engines and transmissions were visually inspected and tested during a sea trial. The prior 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 and peripheral components of the engines and transmissions appear satisfactory. There was a heavy accumulation of salt crystals and corrosion aft on the starboard engine’s aftercooler. There are salt crystals accumulating on the port engine aftercooler, at a sacrificial anode. There is moderate corrosion on several motor mounts. We observed the motor mounts while the owner shifted the vessel from neutral to forward and reverse, we noted no movement. There are corrosion and salt crystals on the transmission oil coolers. There is corrosion on seawater discharge fittings in a system that bypasses engines’ exhaust. There is corrosion inboard forward on the port engine about the seawater pump. The starboard transmission had an active oil leak and the O ring was protruding between the filter and the transmission. The oil accumulated below the transmission. The engines were started cold and started quickly. The tachometers’ readings for the port engine varied significantly from the upper to lower stations. Wide open throttle was 2500 (port) and 2600 (starboard) rpm on the flybridge and 2950 (port) and 2600 (starboard) rpm in the pilothouse. Top speed was 20 knots in one direction in San Diego Bay. The port engine hour meters varied significantly (between flybridge and pilothouse), the cause is beyond the scope of this survey. The engine controls functioned normally. The exhaust system is properly arranged and installed. The propulsion components including the propellers, propeller shafts, struts and shaft seals were visually inspected. The propellers were percussion tested and spun with a fixed object adjacent to the blades. The propeller shafts were manipulated in the struts and observed while underway. Overall the propulsion components are in satisfactory – good condition. There was minor runout noted when spinning both propellers with a fixed object adjacent to the blades. The steering system was visually inspected and test operated. The steering system functioned normally. The paint is failing on the rudders. The engine room blowers were energized. The generator was visually inspected, test operated and loaded. The generator functioned normally. There is rust staining in the generator’s drip pan and on the outboard side of the generator soundbox. Two of the generator’s exhaust hoses are cracked. The generator exhaust water discharge through hull valve was stiff, was not moved and there are salt crystals are about the through hull. The through hulls were visually inspected and the valves were manipulated. The through hulls are in satisfactory condition. The waste macerator through hull discharge valve to starboard forward in the engine room was stiff and was not moved. There are several deficiencies with the above waterline through hulls, not all were tested. The seawater systems were visually inspected, and most components were tested. Overall, the seawater systems are satisfactory. There are unused hoses attached to a drain through hull to port in the engine room, one is capped, and one has a loop but no cap. There is an unused and open fitting for the water maker’s briny water discharge. There are salt crystals on the generator’s through hull and sea strainer. A hose attached to the water maker’s seawater intake system is not capped and allows seawater to enter the vessel if the valve is moved to an open position. The current owner stated this a device which allows the water maker’s filter to filter dock water coming aboard the vessel. We attempted to energize the electric bilge pumps, the forward and aft bilge pumps were energized with their float switches. The forward engine room bilge pump did not energize with its float switch. It was modified with a prototype device for detecting oil in the bilge. This device indicated oil was present at the pilothouse control. This device has a pump counter, it moved when the pump was energized with this device’s control switch. There are pressure type float switches by each bilge pump but they were not tested and their function is unknown. The manual bilge pump was not tested.|
|Fuel: Two 300 gallon fiberglass tanks, one per side aft in engine room, sight tubes aft of tanks|
|Fill & vent: One deck fill fitting per side amidships, flexible hoses, USCG type hose (where visible)|
|Feed & return: Copper tubes with yellow sheaths, flexible hoses at engines (not labeled per US convention), valves on tanks and forward in engine room
Water: Two 115 gallon stainless steel tanks, one per side in lazarette, sight level tubes on tanks, one deck fill fitting per side aft of amidships
Holding: Deck fitting to starboard amidships, plastic tank below owner’s cabin, unknown capacity
|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. There is debris in the Racor filter bowls. The second from starboard Racor filter is leaking fuel and fuel is in the bilge below the filter. There are reinforced clear plastic tubes used for fuel sight levels. We did not see the markings on many of the fuel hoses, the flexible fuel hoses on the starboard engine are not labeled per US Convention. There is an absorbent rag near the starboard fuel tank’s fuel level tube valve, it was not moved as it was difficult to access. The water pressure system functioned normally. We could not move the transom shower knob. The windshield washer is inoperative. The waste vacuum generator forward in the engine room cycled several times without the head being flushed. Accuracy of tank level gauges is beyond the scope of this survey.|
|AC system: 50 A / 125 / 250 V shore power cord on electric cable caddy to starboard in cockpit, 30 A / 125 V shore power inlet in starboard transom locker, 110 / 220 volt system|
|DC system: Two battery switches forward in engine room, four U6L16HC 6 volt wet cell batteries per side in secure and covered wooden boxes to starboard and port in engine room, two Powerstride PSH 8DX AGM 12 V (1300 CCA) batteries aft of port engine in secured covered fiberglass boxes, one battery switch per side aft in engine room, two Powerstride PSH27DPM (750 CCA) 12 volt wet cell batteries aft of starboard engine, two Leooch LP 12-200 12V AGM 4D batteries in forward bilge (May 2004), 12 and 24 volt system|
|Wiring: Mostly original multi-strand wires|
|Circuit protection: Main AC circuit breakers to starboard in engine room and lazarette, distribution panel to starboard pilothouse includes main and branch AC circuit breakers, branch DC circuit breakers, one DC and two AC ammeters, one AC and one DC voltmeter, main AC circuit breakers at pilothouse panel|
|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. An AC outlet forward in the engine room is not secure. The starboard aft engine room light is inoperative. Wing nuts are used on the starboard engine room batteries. Several lights are inoperative including a starboard cockpit courtesy light, a light overhead in the cabin landing and the spotlight (power up and energizes but does not move). The flybridge refrigerator latch is damaged. The blowers visible behind the decks to starboard in the saloon are rusty. The Bose stereo faceplate is missing. The port engine controls had a battery symbol illuminated, the current owner reports this is related shore power connection.|
SAFETY AND LIFE SAVING
|Portable fire extinguishers: Type A size II type B:C size I (2017 tag) in lazarette, type B:C size I (2017) in cockpit, on flybridge, in saloon, in pilothouse, in owner’s cabin and in forward cabin|
|Fixed fire system: Fireboy model CG2-700-FE241, tag date April 2019|
|Flotation devices: Three adult type II, one child type II, two type IV cushions, two adult type III, two inflatable|
|Horn/distress flares: Electric horn, numerous flares (all expired)|
|Navigational/anchor lights: Separate side lights, stern light, masthead / steaming light, all-around / anchor light|
|Anchor & ground tackle: 73 lb. Rocna anchor, chain and line rode|
|Other equipment: Emergency wood dowel plugs, emergency tiller handle, ship’s bell, two CO alarms, smoke alarm|
|Comments: Safety equipment for firefighting protection appears satisfactory however the extinguishers have not been inspected, tagged and maintained per N.F.P.A. recommendations. Personal flotation devices are suitable for near coastal use. Current distress signal flares are not aboard. A suitable sound signaling device is aboard. The CO alarm sounded when tested. Waste and oil placards were seen. No navigation rules were seen. The navigational and anchor lights are properly arranged, installed and functional. The ground tackle including the anchor and rode was visually inspected as installed and appears satisfactory. There is no secondary anchor or rode aboard. The entire length of the anchor rode was not inspected and should be inspected prior to use.|
|Internal sea strainers, oil placard, Magna Sine MS4024, galvanic propeller shaft wipers, FCI Max-Q water maker, engine room camera, Promatic 35-3 battery charger, intercom trim tabs, swim platform, transom door, two boarding ladders, cockpit shackle, transom shower, transom fresh and seawater fixtures, water pressure inlet, Caliber XRS-124 primary fresh water pressure pump, Flojet 4325-343 secondary water pressure pump, Flojet 4325-343 seawater pressure pump, side power bow thruster, stern camera, Zodiac YL34ODL RIB with HIN XDC640ASG900 equipped with 25 h.p. Yamaha four-stroke outboard engine model F25STLRZ and serial number 65WL404717, 1000 lb. Brower System davit, arch lights and boot deck floodlights, Jenn-Air electric grill, U-Line flybridge refrigerator with icemaker, two Pompanette pedestal flybridge helm chairs, flybridge bench seats, flybridge bimini top and full enclosure, Aqua Meter compass, Jensen stereo MCD 5110, Horizon Matrix AIS / GPS vhf, Simrad AP 24 autopilot, Simrad NSS9evo2 multifunction device with plotter / radar / sounder / AIS, flybridge engine instrumentation includes tachometer with hour meters, temperature, oil, psi, and volts, rudder angle indicator, Shark (type) line cutters, sacrificial anodes on propeller shafts, transom trim tabs and bow thruster, spotlight, three windshield wipers, waste placard, coffee table, salon sofa, Marine Air HVAC system with controls in salon, pilothouse, owner’s cabin and forward cabin, sliding salon windows, Bose stereo, LG DVD, internal and exterior courtesy lights, GE trash compactor, galley sink, Kitchen Aid conventional microwave oven, GE four burner, electric stove, Hotpoint HPS15 BTHMRBB refrigerator / freezer, galley refrigerator, vent fan and control, pilothouse dinette, ship’s clock and barometer, Tank Watch 4 holding tank level monitor, Volvo Penta electronic engine instrument, Voyager video monitor, Saturn compass, two Simrad NSS12 evo2 multifunction device, Simrad AP28 autopilot, Horizon Spectrum vhf, Interphase probe fathometer, Icom IC -M34 handheld vhf, bow fresh and seawater washdowns, GE space maker laundry clothes washer / dryer, opening port lights, sink and shower fixture, sump collector and pump, cedar lined lockers with automatic lights, guest head includes vacu-flush head, sink and shower enclosure, Guest Charge Pro 2620 battery charger forward, digital DC voltmeter forward|
The vessel is a composite fiberglass flybridge, cockpit, pilothouse motor vessel equipped with two diesel engines and a diesel generator. The vessel was built in Kaohsiung, Taiwan. The current owners purchased the vessel four years ago in Anacortes, Washington. They stated the engines, transmissions and generator are original. They disclosed the spotlight and one light bulb in a closet are inoperative. They stated no knowledge of any significant events in the vessel’s history, such as submersion, collisions, fires, etc. The vessel was inspected while in its slip, underway, and while hauled. The vessel is basically structurally sound. The vessel exhibits active maintenance, the machine systems exhibit moderate deferred maintenance. Upon completion of the recommendations on this survey (and the mechanical survey) the vessel should be suitable for its intended purpose as a coastal 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
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 of the vessel is based on the comparable sale prices from soldboats.com and asking prices from yachtworld.com included below. Many of the sold vessels are less valuable than this vessel but are included to show the range. Most of the prices listed are adjusted for the Covid-19 demand and value spike. The best comparable vessel is the Symbol 57 $380,000. Though the vessel is two years older, it is bigger, has stabilizers, stern thruster, and its engines have greater horsepower.
|Length ft||Boat||Year||Sold Date||Sold Price||Listed Price||Boat Location|
|57||Symbol Pilothouse||1999||20-Jul-20||380,000||399,000||Anacortes, WA, USA|
|47||Symbol 45||2003||16-Sep-20||300,000||339,000||Cocoa, FL, USA|
|66||Symbol 66 Pilothouse Yacht||2001||8-Jan-21||555,000||649,000||Seattle, WA, USA|
|51||Carver 506 Motor Yacht||2000||22-Feb-21||275,000||299,000||San Diego, CA, USA|
|53||Carver 530 Voyager Pilothouse||2002||12-Feb-21||250,000||298,900||Cape Coral, FL, USA|
|54||Sea Ray 540 Sundancer||2001||10-Feb-21||240,000||239,000||Fort Lauderdale, FL, USA|
|50||Cruisers Yachts 5000 Sedan||2002||10-Feb-21||276,500||299,000||USA|
|53||Navigator 53 Classic||2000||5-Feb-21||283,000||299,000||Newport Beach, CA, USA|
|54||Offshore Pilothouse Motoryacht||2002||5-Feb-21||585,000||585,000||Sarasota, FL, USA|
|53||Navigator 53 pilothouse||2000||21-Jan-21||320,000||349,900||Seattle, WA, USA|
|51||Carver 506 Motor Yacht||2002||4-Jan-21||260,000||295,900||Dolton, IL, USA|
|53||Carver 530 Voyager Pilothouse||2001||16-Dec-20||283,000||295,000||Tracys Landing, MD, USA|
|53||Navigator 5300||2000||14-Dec-20||250,000||259,625||Virginia Beach, VA, USA|
|53||Carver 530 Voyager Pilothouse||2000||24-Nov-20||285,000||299,900||Vancouver, BC, Canada|
|51||Sealine T51||2001||6-Nov-20||265,000||285,000||Chester, MD, USA|
|53||Carver 53 Voyager||2001||20-Nov-20||285,000||299,900||Prospect, KY, USA|
|53||Carver 53 Voyager||2000||4-Nov-20||335,000||349,000||San Diego, CA, USA|
|53||Carver 530 Voyager Pilothouse||2000||16-Oct-20||330,000||339,000||Discovery Bay, CA, USA|
|53||Carver 530 Voyager Pilothouse||2002||16-Oct-20||283,000||299,000||Port Clinton, OH, USA|
|55||Azimut Flybridge Motor||2002||10-Oct-20||287,500||369,000||Northport, NY, USA|
|53||Carver 53 Voyager||2000||27-Aug-20||325,000||349,000||San Digeo, CA, USA|
|51||Carver 506 Motor Yacht||2000||19-Sep-20||245,000||264,000||Stockton, CA, USA|
|53||Navigator 53||2000||23-Sep-20||255,000||269,000||Oxnard, CA, USA|
|52||Azimut 52 fly||2001||6-Oct-20||246,083||267,482||Bruinisse, Netherlands|
|53||Navigator Classic||2000||6-Aug-20||289,000||289,900||San Diego, CA, USA|
|54||Azimut 55 Fly||2001||31-Jul-20||297,202||350,699||El Masnou – Barcelona, Spain|
|53||Princess V55||2002||6-Jul-20||196,153||196,153||Montpellier, France|
|55||Compass 55 Pilot house||2001||27-Jun-20||312,000||349,000||San Diego, CA, USA|
|53||Carver 530 Voyager||2000||16-Jun-20||285,000||324,000||San Diego, CA, USA|
|55||Novatec Islander 55||2002||15-May-20||300,000||329,900||Merritt Island, FL, USA|
|52||Harbor Master 520 Pilothouse Motor Yacht||2001||26-Apr-20||175,000||194,900||Louisville, KY, USA|
|54||Sea Ray 540 Cockpit Motor Yacht||2001||5-Feb-20||285,000||309,000||Seattle, WA, USA|
|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.|
- Maintain the fixed and portable fire extinguishers per NFPA recommendations. Extinguishers should be inspected and tagged annually and inspected by a qualified technician or replaced every six years.
- Provide federally required, current and approved distress signal flares.
- Assure the vessel has all legally required carriage items including a current copy of navigation rules and a waste management plan.
- Provide a secondary anchor and rode for use in two anchor situations or emergencies.
- Properly secure the loose AC electrical outlet forward in the engine room.
- Service and prove the starboard aft engine room light properly functional.
- Replace wing nuts used on starboard engine room batteries. Assure all battery terminals are secured with steel nuts and lock washers. Comply with ABYC recommendations.
- Clean the fuel filter bowls and fuel as necessary. There is debris in the bowls.
- Eliminate the fuel leak from the second from starboard Racor fuel filter. Remove fuel below the filter to allow detection of any future or additional weeps or leaks.
- The fuel sight tubes are not fuel grade, either replace with fuel grade hoses and glass tubes or keep valves closed except when sighting fuel level.
- Determine the significance of the absorbent rag below the starboard fuel tank and address deficiencies.
- The age and condition of the flexible fuel hoses is beyond the scope of this survey, either replace them or assure the hoses are suitable for continued use. The hoses on the starboard engine are not labeled per US convention and are likely original.
- Service and prove the forward engine room bilge pump functional in the automatic mode, determine the function of the oil alert / bilge counter device and incorporate it as possible.
- There are several areas of corrosion and salt crystals on external engine components including transmission oil coolers, aftercoolers, motor mounts, seawater pumps, and at the water bypass fittings and valves. Address these conditions and any damage which may have occurred as a result of these conditions. Consult with the mechanical surveyor and assure the engines have all maintenance addressed. Clean surfaces on and below corroded components to allow detection of future weeps or leaks.
- Several through hull valves were stiff and were not moved and several have salt crystals / corrosion. Service and prove all through hull valves functional. The generator’s through hull and sea strainer, the generator’s exhaust water discharge and the waste macerator discharge through hulls should be serviced.
- Eliminate the fluid leak at the starboard transmission oil filter. Remove fluid below the transmission to allow detection of weeps or leaks.
- Replace the cracked exhaust hoses for the generator.
- Address rust on the outboard side of the generator’s soundbox, eliminate the source, repair if/as necessary, clean and paint to allow detection of future weeps or leaks.
- Clean the stains in the bilge between the starboard engine and the generator, monitor for future staining and address the cause.
- Cap the water hose connected to the water maker’s seawater intake system to eliminate the ability to flood the bilge by moving a valve.
- Determine the significance in the disparity between the port engine’s flybridge and pilothouse tachometers and hour meters and address appropriately. Document the hours for future reference and maintenance purposes.
- The aft safety stanchions on the flybridge are loose, modify to provide a more secure safety rail.
- The anti-fouling paint is thin, repaint the hull bottom.
- There are color differences (and prior repairs) on both hull sides, above the rub rail and on the pilothouse hardtop, a paint job will be required to eliminate these conditions and they may affect the value upon resale.
- Eliminate the water leak, apparently from a window, behind the saloon sofa. Repair damage from the leak.
- Properly secure the ballast in the storage space behind the saloon sofa.
- Address the disparity between the vessel’s HIN and the number recorded on the Certificate of Documentation.
- There are cracks about the gunnel and the windshield. Address this condition, including the underlying cause(s) as applicable.
- Service the various inoperative lights, including one starboard cockpit courtesy light, spotlight and overhead light in the cabin landing.
- Address the damaged flybridge refrigerator latch.
- Determine the significance of the corrosion on the two blowers behind the desk to starboard forward in the saloon and repair or replace as necessary.
- The Bose stereo faceplate is missing and the audio visual and entertainment components were not tested. Address deficiencies as desired.
- Determine why the port engine’s battery symbol illuminated on the engine’s controls and address appropriately. The current owner reports that it is related to shore power being connected.
- The waste vacuum generator forward in the engine room cycled (without the toilet being flushed) a few times during the survey, address appropriately.
- Free up and prove the transom shower knob functional, it was seized and was not moved.
- Determine the function of the pressure switches by each bilge pump, for reference and to utilize them appropriately. Prove the high water alarm properly functional.
- There are several issues with plumbing in the engine room, address to eliminate any liability. They include an unused hose with a cap and an unused hose with a loop connected to a discharge manifold outboard of the port engine and an unused fitting in the briny water discharge from the water maker. Address appropriately.
- There is an exhaust water bypass system for seawater from the engine to bypass the exhaust system. This was likely installed to control the volume of water in the exhaust system. Determine the necessity and function and either utilize or eliminate liability.
- There are several above waterline through hulls which exhibit deficiencies and all above waterline through hulls and valves were not tested. Service all above waterline through hull valves including the HVAC and adjacent valves to port forward in the engine room.
- The aft flybridge access hatch is crazed and partially blocked by the tender, address as desired.
- The flybridge enclosure is aged and approaching the end of its service life, replace or remove the enclosure particularly if it limits visibility.
- Address the blisters on the hull bottom. The blisters are not structurally significant at this time.
- Address the blistering and paint failure on the rudders as desired.
- Repair the cracks in the port hull side aft near the swim platform.
- There was significant water splashing on the deck and up to the flybridge with trim tabs deployed at wide open throttle. This is an unusual operating speed and we did not modify trim tab position to assess speed and water on the deck with different tab positions. Address as desired.
- The windows’ hardware exhibits normal corrosion, weathering and salt crystals, address as desired.
- There is damage to knobs including below the galley refrigerator at a drawer and various lockers and drawers, address as desired.
- Clean the staining from the forward bilge space and elsewhere as applicable.
- The following components were not tested or inspected: waste discharge pump, sump pump, bow thruster, emergency tiller handle, tender, outboard engine, clothes washer (dryer was energized), intercom, seawater pump and fixtures, water pressure inlet, shore power inlet, tv / phone inlet, highwater alarm, 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