65′ Little Harbor sailboat


Client: Removed for privacy
Date of report: July 23, 2016
Our file #: 16 – 28822

This inspection was performed upon the request of the client listed above on July 20, 2016 while the vessel was hauled at XXX San Diego, California and while afloat in XXX, San Diego, California and the client and both brokers attended.


Builder: Little Harbor
Doc. #: Removed for privacy
Model/type: Little Harbor 63 / ketch
HIN: Removed for privacy
Year: 1987*
Engine: Yanmar
Length: 65′ 10″
Name: Removed for privacy
Draft: 6’ 7” centerboard up
6’ 11” actual
12’ 6” center board down
Hailing Port: Removed for privacy
Beam: 17′ 3″ *

Displacement: 65,000 lbs. *
* Sailboatdata.com


Keel & bottom: Molded fiberglass construction, blue anti-fouling paint, Airex core*, 27,000 lb. ballast **, hydraulic centerboard (fiberglass with unknown core)
Topsides & transom: Molded fiberglass construction, unknown core, transom stern, dark blue hull with two white boot stripes, rub rail
Decks & superstructure: Molded fiberglass construction, unknown core, teak planks, white, beige nonskid paint particle surfaces elsewhere, unknown hull to deck joint with vertical bolts visible forward
Deck hardware: Stainless steel bow and stern rails, stainless steel stanchions with double lifelines, port, starboard and stern boarding gates, teak toe rails, forward and aft cockpit dodgers, main cockpit bimini tops, eleven deck hatches, bow, two center and stern cleat sets with hawse holes, aft and center cockpit companionways, wood grab rails
Longitudinals/stringers: Fiberglass reinforcements, unknown core
Athwartships/bulkheads/frames: Plywood bulkheads

Layout/interior components: Aft small cockpit, center main cockpit, companionways from
both cockpits forward. Aft cabin has outboard berths aft, ensuite head to starboard
forward, vanity to port forward and door to passageway to port forward. Engine is below
center cockpit with generator aft, engine room has four side accesses. Navigation
station to port forward in aft cabin passageway. Saloon has sofa to port and dinette to
starboard with galley to starboard aft. Forward of saloon are split cabins. Cabins have
bunk berths with heads forward. Forward of port head is cabin / work space with v-berth.
Bilge: Holding minimal water


Comments: The vessel was inspected while hauled and afloat. The hull bottom and
keel were visually inspected and randomly sounded. The hull bottom and keel are in
satisfactory structural condition. We noted approximately one hundred 1” to 3” diameter
blisters. None were probed but based on our experience and percussion testing they
originate within the laminate. There is corrosion on the bow thruster. The center board
will not fully retract into the keel; it is unclear if it is designed to do so. There is a hole
forward of the rudder, apparently for a kelp block; there is no kelp block in the hole. 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 vessel was
reportedly painted completely in 2012 though no documentation was reviewed. There is
no visible HIN. There are miscellaneous scrapes including the port hull side aft, on the
bow and there is a nick on the starboard side aft just forward of the third (from aft)
stanchion. There are rust stains coming from the transom fittings. The starboard
transom discharge fitting is damaged. There is a rectangular “paint patch” on the
starboard upper transom corner. The deck and superstructure were visually inspected
and randomly sounded. The deck and superstructure are in good structural and
satisfactory cosmetic condition. There is discoloration of the nonskid bout the center
cockpit. There is miscellaneous minor white paint damage including damage at the bow
and to starboard of the cockpit. 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 good condition. The bright work is
not well finished. There are no supports on the lazarette hatch. The bow rail is bent and
the port side stanchion base is loose and has external caulking. There is evidence of
leaks through the deck in several locations. Some of the deck hardware is “sticky”
including the starboard saloon deck hatch. 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 moderate fluid.
There is internal ballast in the center aft bilge. There is a fiberglass “cube” in the
starboard aft cabin bilge though its purpose is unknown. The interior cabin spaces are
neat, clean and orderly. The interior of the vessel is in satisfactory – good cosmetic
condition. There is water damage below the port lights in the aft cabin. There is minimal
water damage below miscellaneous port lights forward. There is water damage
overhead and inboard of the port aft berth. There is water damage to the wood on the
interior / aft side below the aft companionway steps. A locker outboard in the aft shower
has a panel removed exposing a high moisture area, mould and mildew. We could not
lock the aft head door. There is water damage below the chain plate to port in the aft
cabin. There are water stains below the forward chain plates and to a lesser extent
below the starboard aft chain plate. We could not lift the port forward sole hatch in the
aft cabin. There is water damage and “goo” below the fixed porthole aft of the chart table.

Veneer is failing behind the cushions in the saloon. There are salt crystals
accumulated and water damage in the locker near the forward end of the port upper
bunk. We did not see the documentation number. 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 engine: Yanmar 4LHA-DTP, 147 kw @ 3,300 rpms
Engine application: Diesel, four cylinders, inboard, turbocharged
Serial Number: XXX
Transmissions: Velvet Drive, no visible tag
External/peripherals: Suitable application, satisfactory installation, PTO on front of
Engine controls: Push / pull cables, single lever control, one helm station
Exhaust systems: Wet system, flexible hoses, fiberglass water lift muffler, engine room
loop, transom loop with fiberglass fitting, transom discharges
Propulsion gear/shaft logs: Hundested variable pitch propeller (ALB3320), 6.5 CM
diameter stainless steel propeller shaft, bronze strut, Tides Marine dripless shaft seal
Steering system/rudder ports: Hydraulic system, two actuators, rudder stops, fiberglass
encased skeg hung rudder (unknown core), bronze packing gland
Ventilation: Engine room blower
Generator: 12 KW Northern Lights, model PX-G302, serial number GT7842
External / peripherals: Suitable application, satisfactory installation, soft enclosure,
10,476 hours on hour meter
Through hulls & components: Bronze through hulls, bronze seacocks
Location of through hulls as visible in travel lift slings: Port – bow thruster, one and one
transducer forward, two and one transducer amidships, two aft, Starboard – five aft (two
with screens), four aft of amidships, three with screens and ground plate amidships,
three and one transducer forward
Seawater systems: Reinforced hoses, double clamped connections

Bilge pumps: Rule 3700 electric / automatic aft of engine, Jabsco (waste) pump in
engine room, unknown make and model pump by center board


Comments:  The engine and transmission were visually inspected and tested during a
sea trial. The client had the engine and transmission 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 engine and
transmission appear satisfactory. There is surface corrosion on the engine and motor
mounts. There is no audible engine alarm. The engine hour meter is illegible. The
engine was started cold and started quickly. Exhaust smoke opacity was normal. We
did not perform a wide open throttle test; the propulsion system includes a variable pitch
propeller. The engine’s oil filter has a date 4-10-2012. The engine controls functioned
normally. The exhaust system is properly arranged and installed. There is a water leak
at the engine’s exhaust tube to hose connection leaking onto the transmission. There
are stains and water accumulated below the exhaust discharge fittings on the interior of
the transom. The propulsion components including the propeller, propeller shaft, strut
and shaft seal were visually inspected. The propeller shaft was manipulated in the strut
and observed while underway. Overall the propulsion components are in satisfactory –
good condition. The steering system was visually inspected and test operated. The
steering system functioned normally. There is a pin through the top of the rudder post
which is loose though its purpose is unknown. The engine room blower was energized.
The generator was visually inspected, test operated and loaded. The generator
functioned normally. The soft cover for the generator was partially removed and we did
not reinstall it. The through hulls were visually inspected and the valves were
manipulated. The through hulls are in satisfactory condition. We could not move
several through hull valves including a drain through hull to starboard aft of the engine
and the cockpit drain through hulls. There are two plugged through hulls to starboard aft
of the engine. The seawater systems were visually inspected and most components
were tested. Overall, the seawater systems are satisfactory. One electric bilge pump
was energized with its float switch. The second bilge pump, aft of the engine, is only
energized manually. We did not test the function of the bilge pump near the
centerboard. The purpose of the various bilge pump switches in the heads is unknown.
The generator’s hour meter was foggy when functioning. The thruster’s pto coupling
(forward of the engine) failed and the thruster stopped functioning. The vessel
maintenance provider stated that the bow thruster assembly was found heavily corroded
and was cleaned and painted in the recent past.

Summary: Satisfactory


Fuel: Fiberglass tank in passageway bilge and below dinette, 200 gallons each
Fill & vent: Two deck fill fittings to port amidships and one to starboard amidships,
flexible hoses – mostly inaccessible
Feed & return: Flexible fuel grade hoses, manifold to port of engine, electric fuel pump,
Racor filters (two for engine) with vacuum gauges
Water: Deck fill fittings one per side forward of amidships, two fiberglass tanks in saloon bilge, 320 gallon capacity *

Holding: Deck fitting to starboard forward and starboard aft, plastic tank in aft bilge,
fiberglass tank in starboard cabin bilge, 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. We are unsure which of the tanks function as water and which
function as waste due to limited accessibility and no labels. A plastic tank in the aft
cabin bilge is apparently an additional holding tank. It has a small capacity. No tank
diagram was inspected and plumbing was not traced. The condition and age of the fuel
(and water) and the integrity of the tanks (fuel, water, holding) and hoses is beyond the
scope of this survey. Please consider filling all tanks for a simple, practical test of their
integrity. The water pressure system functioned normally. There is a water leak to
starboard in the saloon above the icemaker. It is reported that the leak stops when the
water pressure pump is turned off. There is a water pressure accumulator tank but it did
not delay the pumping action and its function is questionable. A spigot on the bow was
seized and the wash down system was not tested. There are two water manifolds by the
water heater in the aft bilge that is not secure. Accuracy of tank level gauges is beyond
the scope of this survey.

Summary: Good



AC system: One 50A / 125 / 250V and one 50A /125V shore power inlets to port aft of
cockpit, 110 volt system
DC system: Two Powerstride 4D 12 volt wet cell batteries in aft bilge, two battery
switches by aft battery charger, four 8D 12 volt sealed batteries below dinette table, nine
battery switches to port of companionway, four 8D 12 volt sealed batteries in port saloon
bilge, three 12 volt sealed batteries below port saloon bench seat, 12 & 24 volt system
Wiring: Multi-strand wires
Circuit protection: G.F.C.I. outlet, sub panels at chart table with DC circuit breakers, two
DC voltmeters and DC ammeter, distribution panel in passageway includes main AC
circuit breakers, branch AC & DC circuit breakers, AC source selector switch, two AC
and two DC ammeters, one AC and two DC voltmeters, Hz meter

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. There are several circuit breakers labeled “spare” and their purpose is
unknown. The two lower refrigeration thermostats are seized. The galley refrigeration
unit did not get very cold and the passageway refrigeration unit did not get cold. There
is an engine running refrigeration timer that is apparently no longer in use. There is
corrosion on electrical components to port forward near the overhead in the engine
room. One engine room light is inoperative. There are switches for a bilge pump and a
fuel pump in the engine room that are unlabeled. The oil change pump did not energize.
We are unsure what circuit breaker controls the pump but attempted to energize it using the circuit breaker labeled “transfer pump”. The 50 amp / 125 volt shore power inlet is
missing the threads. The 50 amp / 250 volt shore power cord has no locking ring. There
is no boat speed on the Hydra Two instruments and the starboard forward transducer
paddlewheel is missing. The depth displayed on the fathometer is inoperative. We did
not attempt to energize any of the monitors including the cockpit monitor, saloon TV or
two navigation station monitors. The wind speed was inaccurate. The starboard main
and the mizzen spreader lights are inoperative. The foredeck light is inoperative. A light
in the aft shower is inoperative. Several of the lamps including the lamps in the aft cabin
and in the saloon are inoperative. There was no power to the water temperature gauge.
We were unable to illuminate the interior or exterior courtesy lights. There was no power
to the microwave. The circuit breaker labeled “air con 2” tripped three times. There was
no power to several of the AC outlets including the outlet by the dinette and the outlet by
the port saloon sofa. The aft air conditioner functioned intermittently. A fan in the
starboard cabin and a fan in the port cabin did not energize. We could not illuminate any
of the rope lights. An overhead light in the port head is inoperative. There are
discolored large black cables behind the electrical distribution panel and the cables feel
like welding cable. There was no power to an outlet in the port head. It is unclear what
the inverter powers. The clothes washer is reportedly inoperative. There is a battery
charger forward, we did not see forward batteries, there may be batteries in the locker
below the starboard side of the forward cabin berth/work shelf, it was not dug out.

Summary: Satisfactory


Portable fire extinguishers: Two dry chemical in aft cabin – 2008 and 2012, two foam
and dry (tag illegible) chemical 2000 at helm, dry chemical in galley – 1999, dry chemical
in saloon – 2000, dry chemical in starboard cabin – 1999, dry chemical in port cabin –
1992, three dry chemical units forward – various dates
Fixed fire system: Halex 1301 for up to 500 cubic feet – October 2014 tag date
Flotation devices: Two horseshoe buoys
Horn/distress flares: Flares aboard (expired), air horn
Navigational/anchor lights: Separate side lights, masthead / steaming light, stern light,
tri-color light
Anchor & ground tackle: Stern anchor in lazarette (Navy type – size not seen), 80 KG
Bruce and 60 lb. CQR anchor on bow, chain rode
Other equipment: Six person life raft (tag date 2008), 406 MHz EPIRB with 2014 battery
date, 406 MHz EPIRB with 2020 battery and hydrostatic release – 2016

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 automatic switch for the fixed extinguishing system in the engine
room is not properly secured. Personal flotation devices are limited. Distress signal
flares are aboard however their expiration dates have passed. A suitable sound signaling device is aboard.

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. The entire length of the anchor rode
was not inspected and should be inspected prior to use. The anchor shackle is not
moused. There is no secondary means of securing the primary anchor to the bow. We
could not energize the alarm panel. An apparent high water float switch aft of the engine
did not energize an alarm. The emergency tiller has a fitting in the lazarette and there is
no apparent way to lock it on to the rudder and there is no handle. The hatches in the
forward cabins and heads cannot be used as escape hatches due to the installation of
the tender. There is an EPIRB equipped with a hydrostatic release in the saloon but the
release is ineffective as the EPIRB cannot “see the sky”.

Summary: Satisfactory


Tanks: Two tanks in dedicated locker to starboard aft
Devices: Reducing regulator, electric solenoid valve, pressure gauge, galley range, Yvalve
and portable bbq

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 alarm. The vessel is not equipped with a
smoke alarm. We could not use the igniting function on the galley range. We did not
connect or test the propane grill.

Summary: Satisfactory



Mast & rig type: Two aluminum masts, keel stepped, ketch rig
Standing rigging: Solid rod rigging (mostly), main mast has forestay, inner forestay, two
lower, one discontinuous upper and one jumper shroud per side, two insulated
backstays, running back stays, mizzen mast has three shrouds per side
Hardware: Navtec hydraulic backstay tensioner with two actuators, boom vang and
centerboard, hydraulic genoa furler in mast main and mizzen furlers, spinnaker pole,
aluminum booms, two sets of main spreaders, one set of mizzen spreaders
Winches: Three Barient # 22, two Barient 32 and two Barient 36 electric winches, two
Barient 28+ winches, two Barient # 27, Barient # 24, Hood spinnaker pole winch
Sails: Roller furling jib, main & mizzen, spinnaker (not opened)

Comments: The masts and associated rigging were visually inspected from the deck
level only. The masts are original. The age of the rigging is unknown. The client
intends to have a rig survey performed, please refer to the rig survey 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. There was
difficulty in furling the main sail but this was apparently solved by tightening the halyard.
There was difficulty furling the mizzen sail, the difficulty remained. The main sail
appears dirty. The spinnaker was not inspected or flown. The condition of the sails is
beyond the scope of this survey. There is blistering of the paint on the masts and
associated hardware.

Summary: Satisfactory


Water pressure pump with pressure accumulator tank, galley and
refrigerator drain pump, oil change pump, sump collector box and pump, 25 h.p.
Yamaha four stroke outboard engine with model F25MSHD and serial # 65W S1020625
TV / telephone inlet, two aft deck water fixtures, various canvas covers, aft deck shower,
SEA antenna tuner, engine instrumentation includes tachometer, oil pressure,
temperature, exhaust temperature, propeller pitch and voltage, B & G Hydra 2 unit, four
deck vents, retractable bow thruster, Simrad AP22 autopilot, Ritchie compass, Argonaut
cockpit monitor, two B & G Hydra 2 units, B & G wind direction and magnified wind,
cockpit courtesy lights, rigid hulled inflatable tender with HIN – EMD12230L405, two
main and one mizzen spreader lights, four deck prisms, two anchor rollers, bow spigot,
Maxwell 3500 two direction windlass, zinc anode on propeller shaft, twelve opening port
lights, interior courtesy lights, Cruis Air air conditioning with controls in aft cabin, saloon
and starboard forward cabin, water heater, waste Y-valve, aft head includes electric
head, sink and shower enclosure, aft cabin vanity, Sentry SM series 12V 60A battery
charger, Simrad AP21 autopilot remote, Thor XQG65-11 soft sine clothes washer,
Newmar Perfect wave inverter / charger, SEA235 HFI SSB digital radio telephone, HP
Laser Jet P1006 printer, satellite TV system, two computers, navigation station, two Dell
monitors, Alpine CDA-9884 stereo, Alpine CD changer, two ICOM Command Mic III
VHF, ICOM IC-M604 VHF, Furuno GPS navigator, Northstar 941X GPS, satellite
telephone, Ray VHF, B & G Hydra 2, Dytek water temperature, generator
instrumentation includes temperature, oil, volts and hours, two refrigeration units, Tank
Tender unit with key, wash down pump with fresh and seawater valves, Panasonic
microwave oven, double galley sink, Broadwater Marine four burner LP gas range,
Raritan icemaker, Sea Recovery SRC600 AQ water maker, Broan trash compactor, HP
TV, dinette, saloon sofa and coffee table, ProMariner Pro Nautic 24-30P battery charger,
Sterling Power 24V-30a battery charger, ship’s clock and barometer, cabin fans, two
forward sump collectors, two forward heads have manual heads, sinks and shower
fixtures, cockpit cushions, electric macerator waste discharge pump, Sentry battery
charger forward



The vessel is a composite fiberglass cruising sailboat equipped with a diesel engine and
a diesel generator. The vessel was designed by Ted Hood and was apparently
constructed in Taiwan (very little history available). The current owner has owned the
vessel since 2002. The current owner reportedly had the vessel painted and a new teak
deck installed in 2012. The engine is reportedly not original, its age is unknown. The
generator was also reportedly replaced but its age is unknown. The vessel was
inspected while afloat, while hauled and during a sea trial. The vessel is basically
structurally and mechanically sound. The vessel was well designed and well built. The
vessel exhibits deferred maintenance and many of its systems and components are

Overall Summary: Satisfactory – Good



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

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


1. Display the hull identification number per federal regulations.
2. The bow rail is bent and the port side stanchion is loose and has caulk on top of
the base. Service to assure the bow rail is properly secure and the stanchion
base connections are secure and watertight.
3. Either repair the blisters on the hull bottom or monitor and repair as necessary.
Several are approaching the size that we would recommend to repair.
4. Monitor the corrosion on the bow thruster and address appropriately.
5. Assure the centerboard fully retracts or retracts as far as designed.
6. Address the water damage in various places, eliminate the leaks and repair
damage as necessary. Water damage was noted below port lights, more
significantly in the aft cabin, overhead outboard above the port aft berth, on the
aft side of the wood below the companionway steps, in the locker at the forward
end of the port upper bunk, below the fixed port light aft of the chart table, in the
aft shower locker and below all chain plates, most significantly to port in the aft
7. Service the engine and generator. The oil filter on the engine has a date 4-10-
8. Address the corrosion on the engine and motor mounts, eliminate the leaks and
paint to allow detection of any future weeps or leaks.
9. Free up and prove all through hull valves properly functional as several were not
moved including the aft cockpit drain through hulls, one to starboard aft of the
engine and at least two forward.
10. Address the staining and water on the interior of the transom near the exhaust
discharge fittings and staining on the exterior transom below these fittings.
Address the source and eliminate any leaks.
11. Determine the purpose of the loose pin at the top of the rudder post and
eliminate any liabilities.
12. Service and prove the engine hour meter properly functional. Determine the
current engine hours.
13. We strongly encourage the installation of a properly functional audible engine
14. Eliminate the water leak at the engine’s exhaust hose to tube connection above
the transmission. Remove water and stains below to allow detection of any
future weeps or leaks.

15. Repair the coupler which failed for the bow thruster at the PTO forward of the
engine. Assure the bow thruster is properly functional.
16. Determine the purpose of the bilge pump switches in all heads. It there are
pumps associated with the switches, assure they are properly functional.
Consider removing the switches if they are not in use.
17. Determine why the water pump activates when a faucet is turned on with no
influence from the pressure accumulator tank and service appropriately.
18. Determine the source of the water leak above the icemaker to starboard in the
saloon. Eliminate the leak and repair damage associated with the leak as
19. Secure the two loose water manifolds near the water heater in the bilge.
20. Assure the installation of the plastic tank in the aft bilge is suitable and complies
with A.B.Y.C. (or similar) recommendations.
21. Assure that all circuit breakers labeled “spare” are actually unused or label circuit
breakers properly.
22. Service the refrigeration system as it is not properly functional. The refrigeration
system in the galley did not get very cold and the refrigeration unit in the
passageway did not get cold. The two lower thermostats are seized.
23. Address corrosion on the electrical components up high to port forward in the
engine room, eliminate the cause of the corrosion and repair or replace
components as necessary.
24. Service and prove the inoperative engine room light.
25. Properly label the bilge and fuel pumps that are in the engine room,
26. Replace the 50 amp / 120 volt shore power inlet that is missing its threads.
27. Provide and install a locking ring for the shore power cord.
28. There are numerous problems with the electronics. The client stated that his
intention to replace all electronics. Replacing electronics will address the various
problems which include: no boat speed on the B & G Hydra Two instruments,
inaccurate depth, inaccurate wind speed, missing paddlewheel transducer and
inoperative water temperature gauge, and unknown function(s) of the cockpit
monitor, television and two navigation station monitors.
29. Determine how to illuminate the courtesy lights and prove them properly
30. Service and prove the microwave properly functional.
31. The “Air Con 2” circuit breaker tripped three times during the survey. Service
and prove the saloon air conditioner properly functional and eliminate the cause
of the tripping circuit breaker.
32. Assure that all AC electrical outlets have power to them and that all outlets
potentially exposed to water are protected with G.F.C.I. devices.
33. Several outlets had no power including an outlet by the dinette, an outlet by the
saloon sofa and an outlet in the port head.
34. Service and prove the aft cabin air conditioner properly functional as it appeared
to function intermittently. As a result of problems with two of the three air
conditioning units we encourage servicing the forward unit as necessary.
35. Determine the significance of the discoloration on the large black cables behind
the electrical panel, address or replace as necessary. The cables appear to be
welding cable that is disallowed by A.B.Y.C. recommendations.
36. Properly secure the automatic switch

37. Service and prove the vessel’s alarm panel properly functional along with all
related systems and components including the high water alarm.
38. Assure a properly functional emergency tiller handle is aboard. There is a rudder
head fitting that does not have a means to properly secure it to the rudder and
there is no handle.
39. Provide and install a means to secure the primary anchor to the bow.
40. The deck hatches in the forward cabins and forward heads cannot be used as
escape hatches with the current configuration of the tender, address
appropriately. At a minimum, remove the tender when people are sleeping in the
cabins to allow the hatches to be used as fire escapes.
41. Locate the EPIRB with the hydrostatic release so that it can “see the sky”.
42. Provide and install a safety retaining wire in the anchor shackle.
43. We strongly encourage the installation of a propane alarm, carbon monoxide
alarm and smoke alarm.
44. Assure that the main and mizzen roller furling mechanisms are properly
functional as both experienced difficulties during the sea trial.
45. Definitively determine the age and condition of the standing rigging and address /
replace as necessary.
46. Display the documentation number per federal regulations.
47. Determine what the inverter powers and prove it properly functional. The outlet
on the inverter was the only check for inverter output.

1. Address the failing bright work finish as desired.
2. Provide and install a support for the lazarette hatch.
3. There is internal ballast on the centerline aft, research and determine why this
ballast was added. Assure that is necessary in the vessel’s current state and
remove if possible. Stability is beyond the scope of this survey and consult with
a qualified expert if / as necessary.
4. Address the cosmetic discoloration of the paint on deck and miscellaneous
scratches on the deck and hull sides as desired. Discoloration was noted about
the cockpit, damage was noted on the white paint on the deck in several
locations including the cockpit and forward, a rectangular patch on the starboard
upper corner of the transom, scrapes and scratches were noted on the port hull
side aft and, on the bow and a nick was noted on the starboard side just forward
of the third from aft life rail stanchion.
5. Replace the kelp block which is apparently missing from a small hole forward of
the rudder or otherwise fill the hole to eliminate any potential liability.
6. Service as a result of rust stains on the exterior of the transom discharge fittings
and replace the starboard fitting which exhibits damage.
7. Service as a result of the foggy condition in the generator’s hour meter when the
generator was running.
8. Service and prove the bow spigot functional as the valve was seized and the
system was not tested.
9. Service and prove the starboard main mast, mizzen and foredeck lights

10. Service and prove the various inoperative lights in the cabin including the aft
shower light, lamps in the aft cabin and in the saloon, rope lights, the overhead
light in the port head and overhead lights in the forward cabin.
11. Service and prove the inoperative fans in the port and starboard cabins as
12. Address the blistered paint on the mast and associated components as
13. Service and prove the igniter function on the galley range functional as desired.
14. Test and prove the bbq and assure that all LP systems and components comply
with N.F.P.A. and A.B.Y.C. recommendations and assure that the drain system is
properly functional.
15. The main sail is dirty and the condition of the sails is beyond the scope of this
survey. The main sail should be cleaned and the sails should be serviced before
offshore use.
16. Lift the sole hatch to port forward in the aft cabin, inspect below the hatch and
eliminate any liabilities.
17. Determine the purpose of the fiberglass “cube” in the starboard aft cabin bilge to
increase an understanding of the vessel and address any liabilities.
18. Address the veneer which is failing behind the cushions in the saloon.
19. Service the various deck hardware issues, including the sticky hatch support in
the starboard saloon deck hatch.
20. The clothes washer / dryer are reportedly inoperative. Eliminate any liabilities
associated with it if a new unit is not installed.
21. The following components were not tested or inspected: bilge pump by the
centerboard, all entertainment devices, all satellite devices, wash down system,
water maker, we did not fully dig out all storage spaces including the starboard
berth in the forward cabin, HF transceiver (power up only), computer system,
Command Mic VHFs, spinnaker, inflatable tender, autopilot remote, TV /
telephone inlet, 50 amp / 125V shore power inlet, BBQ grill, fuel transfer system,
sump pumps, outboard engine and all functions of navigational electronics.

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

Christian & Company, Marine Surveyors, Inc.

________________________________ July 23, 2016
By: Mr. Kells Christian, Surveyor Date
S.A.M.S. – A.M.S. # 301