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STANDARD
PRE-PURCHASE SURVEY
| Client:
Removed for privacy |
Date
of report: August 31st 2006 |
| Address:
Removed
for privacy |
|
| Las
Vegas, NV 89121 |
Our
file #: Removed for privacy |
This
inspection was performed upon the request of the client listed
above on August 28th 2006 while the vessel was hauled and afloat
at Shelter Island Boat Yard, 2330 Shelter Island Drive, San
Diego, California and attended.
VESSEL
DESCRIPTION
| Builder:
Beneteau |
Doc.
#: Removed for privacy |
| Model/type:
445 |
HIN:
Removed for privacy |
| Year:
1994 (model year) |
Engine
# & MFG.: (1) Yanmar |
| Length:
44’ * |
Name:
Removed for privacy |
| Draft:
5’ 9” * |
Hailing
Port: Sausalito, CA |
| Beam:
14’ * |
Displacement:
22,500 lb. * |
| Weight:
25,000 lbs. (travel lift’s scale) |
**
sister ship’s listing specifications |
HULL & STRUCTURE
Keel
& bottom: Molded fiberglass, unknown core, bolt on external
ballast, fin keel with bulb and winglets, black anti-fouling
paint, ballast weight unknown
Topsides
& transom: Molded fiberglass, unknown core, transom stern,
white with blue boot stripe, red and blue accent stripes
Decks
& superstructure: Molded fiberglass construction, unknown
core, white, molded pattern nonskid deck surface
Deck
hardware: Stainless steel bow and stern rails, stainless steel
stanchions, double life lines, cleats, wood grab rails, stern
rail seats
Longitudinals/stringers:
Fiberglass hull liner
Athwartships/bulkheads/frames:
Fiberglass hull liner, plywood bulkheads
Layout/interior
components: Aft cockpit, center companionway to saloon, engine
below companionway with access from both sides and aft, cabins
on both sides aft with heads forward and second doors from heads
to saloon, saloon has navigation station to starboard aft and
galley to port, cabin forward with two doors.
Bilge:
Dry, dirty in sump area
Comments: The vessel was inspected while hauled and afloat.
The hull bottom and keel were visually inspected and randomly
sounded. The hull bottom and keel are in satisfactory –
good structural condition. There are rust spots visible on the
keel. There is impact damage visible on the leading edge of
the rudder and the rudder coring is apparently wet. The age
of the anti-fouling paint is unknown; it exhibits satisfactory
– marginal coverage. There is a crack in the fiberglass
hull liner visible on the inboard side of the starboard saloon,
below the sole boards. There is very little access to the hull
bottom about the keel bolts. There is a second crack in the
hull liner in approximately the same plane, to starboard. There
is a very minor audible difference noticed when percussion testing
the hull bottom just aft of the keel. The limitation of this
survey due to inaccessible laminates and non-destructive testing
methods was discussed with the client. The hull sides and transom
were visually inspected and randomly sounded as possible while
the vessel was hauled. Overall the hull sides and transom appear
to be in satisfactory – good structural condition and
satisfactory – marginal cosmetic condition. The hull sides
are oxidized and the stripes are worn. The vessel has a slight
list to port. The deck and superstructure were visually inspected,
randomly sounded and randomly tested with a moisture meter.
There are miscellaneous small gelcoat stress cracks on the deck.
The deck and superstructure are in satisfactory structural and
cosmetic condition. The deck hardware including safety rails,
mooring devices and hatches was visually inspected and the hatches
were opened and closed. The deck hardware appears satisfactory.
The two port bow rail stanchion bases are cracked, most of the
other stanchion bases exhibit corrosion. The starboard anchor
roller is a “pivoting” device; the aft roller is
thin and is either worn or designed much smaller. There is corrosion
on the windlass at the bracket for the “chain wiper”.
There is standing water in the transom lockers. The structural
reinforcements including the fiberglass hull liner and bulkheads
were visually inspected and appear to be in “as-built”
condition. There are cracks in the liner as listed above. The
interior cabin spaces are generally clean, neat and orderly.
The vessel has been used in charter; the cosmetics of the vessel
reflect the charter usage, though the wear is relatively light.
There is movement of caulking at the overhead to mast cabinet
seam, in the forward cabin. I did not access and inspect the
mast step; the client reports it was accessed with the rigger
and exhibited minor surface corrosion.
Summary:
Satisfactory
MACHINE SYSTEMS
Main
engine: One Yanmar model 4JH2E, 50-hp @ 3600-rpms
Engine
application: Diesel, inboard, 4-cylinders, freshwater cooled,
4,365-hours on meter
Serial
Number: 06663
Transmissions:
Kanzaki model KBW20, ratio 2.62, serial number 7137
External/peripherals:
Suitable application, satisfactory installation, plastic remote
coolant reservoir, engine driven refrigeration compressor
Engine
controls: Push/pull cables, single lever control, engine kill
cable with knob at helm
Exhaust systems: Wet system, flexible hoses, metal muffler,
starboard aft discharge
Propulsion
gear/shaft logs: Three blade bronze RH propeller, 1 3/8”
(or metric equivalent) stainless steel propeller shaft, Volvo
dripless shaft seal, stern tube with bearing
Steering
system/rudder ports: Wheel steering on console, cable/quadrant
system, fiberglass encased (unknown core) spade type rudder,
large fiberglass support structure (internally in vessel) to
unknown type seal
Ventilation:
Engine room blower
Generators:
None
Through
hulls & components: Bronze through hulls, bronze valves,
not bonded
Location
of through hulls as visible in travel lift slings: Port –
five aft of amidships, two forward of amidships, one transducer
forward, Starboard – four aft of amidships
Seawater
systems: Reinforced hoses, single clamped connections
Bilge
pumps: Manual pump to starboard aft in cockpit, electric pump
below saloon bench seat, electric/automatic submersible pump
in saloon
Comments:
The engine and transmission were visually inspected and the
vessel was operated about the boat yard. This survey is not
a mechanical survey; please consult with a qualified technician
for greater detail as to the condition of the machine systems.
The vessel was not taken on a sea trial during the survey. A
cold start was not witnessed; no wide open throttle test (under
load or no load) was performed. The external surfaces and peripheral
components of the engine and transmission appear satisfactory.
There is corrosion on and below the cooler, located to port
aft on the engine. There is corrosion on and below the sea water
pump located to port forward on the engine. There is red fluid
in the bilge below the engine. I did not observe the engine
operating. The engine appeared to start and run normally and
the transmission shifted normally. The exhaust system was visually
inspected and appears properly arranged and installed. The propulsion
components including the propeller, propeller shaft, propeller
shaft seal and external components of the shaft tube/bearing
were visually inspected. The propeller was percussion tested
and the propeller shaft was manipulated. Overall, the propulsion
components appear satisfactory. The propeller exhibits pink
discoloration and rough edges (galvanic corrosion). The steering
system was visually inspected and tested. The rudder was visually
inspected and percussion tested. The rudder exhibits problems
as listed under hull and comments above. The steering system
appears satisfactory. The steering cable is somewhat loose.
The delivery captain reports that the friction control on the
steering wheel is inoperative. The delivery captain reports
that the autopilot is not properly functional. The engine room
blower was not energized. The through hulls and related components
were visually inspected, scratched and tapped externally and
I attempted to move most of the valves. Overall, the through
hulls appear satisfactory. There is corrosion on the main engine’s
raw water through hull and valve assembly. There is corrosion
on the starboard head through hull and valve assembly. A large
through hull valve located in the starboard head was stiff and
it was not moved. There are through hulls in both heads that
have two valves attached in line to a through hull. The manual
bilge pump was not tested. The electric bilge pumps were energized;
the diaphragm pump was energized with a toggle switch and the
submersible pump was energized with the float switch. There
was no water in the bilge to test their function. The transom
shower fitting does not function correctly.
Summary:
Satisfactory
TANKAGE
Fuel:
200-liter metal tank below port aft berth
Fill
& vent: Flexible hoses
Feed
& return: Flexible hoses, Racor fuel/water separator filters
Water:
Fiberglass tanks in saloon bilge and below forward berth, apparently
three tanks, unknown capacity, manifold below saloon sole
Holding:
Small plastic tank below starboard saloon bench seat
Comments:
The fuel system including the tank, fill, vent, feed and return
lines was visually inspected as installed. Where visible the
fuel system components appear satisfactory. The condition and
age of the fuel (and water) and the integrity of the tanks (fuel,
water and holding) is beyond the scope of this survey. Please
consider filling all tanks for a simple, practical test of their
integrity. The water pressure system was inoperative. There
is a water leak near one of the water pressure pumps. The galley
foot pump is inoperative. An emergency fuel shutoff device apparently
has been disconnected from the valve at the tank.
Summary:
Satisfactory
ELECTRICAL SYSTEMS
AC
system: Hard wired cable, 110-volt system
DC
system: Three 12-volt sealed batteries below port aft berth,
battery switches on berth, 12-volt wet cell battery below starboard
berth, 12-volt system
Wiring:
Multi-strand wires
Circuit
protection: Two main distribution panels - AC & DC to starboard
aft in saloon, main and branch AC circuit breakers, branch DC
circuit breakers
Comments:
The electrical system including the shore power cord, batteries,
wiring, circuitry components and circuit protection equipment
was visually inspected and most components were tested. Overall,
the installation of the electrical system appears satisfactory.
The condition of the batteries is beyond the scope of this survey.
There is an electric wire hanging from the top of the mast and
running to the aft deck. There is a video display screen at
the main helm, it reportedly requires a computer to feed it
useful data; there is no computer currently aboard the vessel.
The fuel gauge is inoperative. The paddlewheel transducer is
broken. There are two electric freshwater pressure pumps, neither
function. There are disconnected wires near the electric water
pumps. There was no apparent circuit protection for the DC refrigerator;
the DC compressor was energized with all DC circuit breakers
off. The engine room blower was not energized. One circuit breaker
is unlabeled. The AC circuit breakers are not labeled in English.
Summary:
Satisfactory
SAFETY AND LIFE SAVING
Portable
fire extinguishers: Three dry chemical units (US), several others
Fixed
fire system: None
Flotation
devices: Horseshoe buoy, two type III, numerous “unapproved”
PFDs
Horn/distress
flares: Flares aboard (expired), mouth horn
Navigational/anchor
lights: Combination bow light, masthead steaming light, stern
light, all around/anchor light
Anchor
& ground tackle: 35 lb. CQR anchor, mostly chain (some line)
rode, second CQR anchor and “Navy” type anchor in
lazarette
Other
equipment: MOB pole, 8-person Zodiac life raft (not current),
emergency tiller handle, radar reflector
Comments:
Safety equipment for fire fighting protection appears marginal.
None of the American extinguishers have been inspected and tagged
in the past year, per N.F.P.A. recommendations. There are several
“unapproved” type (foreign) fire extinguishers aboard.
Flotation devices are minimal. There are numerous unapproved
personal flotation devices aboard. I did not test the mouth
operated horn. Distress signal flares are aboard however their
certification dates have expired. The navigational and anchor
lights appear properly arranged and installed. The bow light’s
lens is faded and the light is difficult to see. The stern light
is broken. The ground tackle including the anchors and rode
was visually inspected as installed and appears satisfactory.
The entire length of the anchor rode was not inspected at the
time of the survey and should be inspected prior to use. No
secondary means of securing the bow anchor is in use. The windlass
is inoperative.
Summary:
Satisfactory – Marginal
LP GAS SYSTEMS
Tanks:
Two tanks in dedicated vented locker to port aft in cockpit
Devices:
Galley range, valve by range
Comments:
The LP gas system including the tank, tank locker and galley
range was visually inspected and the galley range was visually
inspected and tested. The installation of the LP gas system
is satisfactory – marginal. The installation is basic
and does not include a visible reducing regulator, electric
solenoid valve or pressure gauge. The vessel is not equipped
with a propane detector. The vessel is not equipped with a carbon
monoxide alarm. The propane system is equipped with an “in-line”
shutoff valve in the galley.
Summary:
Satisfactory – Marginal
SAILING
SYSTEMS
Mast
& rig type: One aluminum keel stepped mast, sloop rig, aluminum
boom, two sets swept back aluminum spreaders
Standing
rigging: Multi-strand stainless steel wires, swage end fittings,
forestay, two backstays, one discontinuous upper, two lower
and one jumper shroud per side
Hardware:
Profurl roller furling head sail assembly, Z spar boom vang,
two Lewmar # 54 self tailing winches, Lewmar # 40 self tailing
winch, Lewmar # 40 winch
Sails:
Roller furling main, roller furling jib, spinnaker
Comments:
The mast and associated rigging was visually inspected from
the deck level only. The client had a rig survey performed,
please refer to that report for greater detail as to the condition
of the sailing system. The sails were not opened and inspected.
The vessel was not taken on a sea trial and sailed during the
survey. The age of the standing and running rigging is unknown.
The running rigging exhibits “weathering”. The connection
between the boom and the mast is made with a bolt, the hole
through the fitting on the mast appears to have been damaged
and the bolt is inappropriately sized (too small and threads
exposed). There is a cracked shiv at the base of the mast. The
client reports that the jib exhibits small tears. It was reported
that the main sail was not used during the sea trial as it was
stuck in the mast.
Satisfactory:
Satisfactory
ACCESSORIES
Navigational
& operational electronics: Multi-purpose display, Raymarine
ST60 tridata, Autohelm ST7000 autopilot, Raymarine ST60 wind,
ICOM IC-M56 VHF
General
equipment: Foredeck floodlight, windex, radar arch, stern anchor
roller, stern rail seats, cockpit bimini top, outboard engine
– no visible identification information except OP978044,
Lofrans Tigres electric windlass, double anchor rollers on bow,
mast base safety rail, deck vent, sail locker forward with deck
hatch, Plastimo compass, folding cockpit table, head (toilet)
plunger, portable BBQ grill, Water Tender 9.4 plastic tender
with HIN-LLT2535OK304, boarding ladder, hinged aft cockpit seat/walk
through transom, transom shower, engine instruments include
tachometer and hour meter with indicator lights and audible
alarm, fuel level gauge, solar panels, line cutter on propeller
shaft, cabin fans, Tecpro 12V 25-amp battery charger, Xpower
inverter 1000, inflatable tender, Audiovox TV, two manual heads,
two shower sump pumps, Plastimo ship’s clock and barometer,
Alpine CDM-9821 stereo, Sangean ATS818ACS receiver, Garmin GPS
II plus, DC voltmeter, DC ammeter, chart table, Raritan water
heater, two water pressure pumps with accumulator tank, DC refrigeration
compression, Eno 2-burner LP gas range, Emerson TV/DVD
SUMMARY
The
vessel is a fiberglass performance cruising sailboat equipped
with a diesel engine. The vessel was apparently manufactured
in France and was reportedly used as a charter vessel. The listing
broker reports it was in charter service in Tahiti. No disclosure
statement was available regarding any known problems with the
vessel or any significant events in the vessel’s history,
such as submersions, collisions, fires etc… The vessel
appears basically structurally and mechanically sound. The vessel
is in satisfactory – marginal condition but is in better
condition than most ex-charter vessels. The vessel should be
suitable for its intended purpose as a near coastal cruising
vessel upon completion of the recommendations.
Overall
Summary: Satisfactory
VALUES
ACTUAL
CASH VALUE |
NEW
REPLACEMENT VALUE |
INVESTMENT |
$110,000 |
$375,000 |
N/A |
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.
RECOMMENDATIONS
1.
Replace the cracked and corroded stanchion bases.
2. Properly address the corrosion about the bracket for the
chain wiper on the windlass.
3. Dry the rudder, laminate to seal the rudder. The condition
of metal components within the rudder is beyond the scope of
this survey.
4. Repair the cracks visible in the hull liner below the sole
to starboard in the saloon. Consider performing further inspections
to attempt to determine the cause and any possible further damage,
which exists as a result of this cause; address appropriately.
5. Monitor the mast and cabin top while under sail, particularly
in heavy weather conditions. There is slight movement of the
sealant about the mast cabinet overhead in the forward cabin.
Address appropriately.
6. Have the propeller inspected by a qualified technician, service
or replace as necessary. Properly secure the zinc anode to the
propeller to reduce further galvanic corrosion.
7. Service to eliminate the cause of the corrosion to port aft
on the engine, apparently from the cooler, clean corrosion to
allow detection of any future leaks.
8. Service to eliminate the apparent leaks at the engine’s
seawater pump. Clean corrosion to allow detection of any future
leaks.
9. Determine the source of the red fluid below the engine, service
to eliminate any leaks and remove the red fluid to allow detection
of any future leaks.
10. Service the through hulls, which exhibit corrosion and possible
weeping, disassemble, inspect, service or replace as necessary.
11. Free-up the seized through hull valve in the starboard head
or replace the through hull valve.
12. Modify the through hull and valve assemblies in both heads,
which currently have two valves attached directly to the through
hulls, assure through hull and valve installation is in compliance
with applicable A.B.Y.C. recommendations.
13. Tighten the steering cable.
14. Assure that the loose antenna cable hanging from the mast
running to the aft deck does not present any hazard to the safe
operation of the boat, particularly to the main sail. Modify
if/as necessary.
15. Service and prove the fuel gauge properly functional.
16. Replace the paddlewheel transducer and prove the knotmeter
properly functional.
17. Service and prove the autopilot properly functional.
18. Service the water pressure system aboard the vessel and
prove it properly functional, test and prove all components
including the zincs and the transom shower.
19. Assure that the disconnected wires near the water pumps
are de-energized, reuse the wires if appropriate or remove the
wires.
20. Service to eliminate the water leak at the port water pressure
pump.
21. Assure there is proper over current protection for the DC
refrigeration compressor.
22. Label the AC circuit breakers in English.
23. Properly label the unlabeled DC circuit breaker.
24. Address the apparent damage at the connection between the
boom and the mast, replace or repair the fitting mounted on
the mast and assure that the pin is of proper type and size.
Assure that the three holes for this fitting are the same size.
25. Replace the cracked shiv at the mast base.
26. Address and modify if/as necessary the main sail’s
roller furler system. The main sail was reportedly stuck in
the mast during the sea trial.
27. Upgrade the propane system and assure compliance with A.B.Y.C.
and N.F.P.A. recommendations. This upgrade should include the
installation of a pressure gauge, reducing regulator and an
electric solenoid valve in the tank locker. Remove the inline
manual valve in the propane system located in the galley locker.
28. I strongly encourage the installation of a propane alarm
aboard the vessel.
29. Certify the portable fire extinguishers per N.F.P.A. recommendations.
30. Provide U.S.C.G. required and approved personal flotation
devices. Discard the unapproved PFDs.
31. Provide U.S.C.G. required, approved and current distress
signal flares.
32. Service and prove the stern light properly functional.
33. Assure that the bow light has suitable visibility, modify
if/as necessary.
34. Provide a secondary means to secure the bow anchor and use
this secondary means to secure the anchor to the bow.
35. Service and prove the windlass properly functional.
36. Certify the life raft per the manufacturer’s recommendations.
NOTES
1.
Upgrade the vessel cosmetically as desired, the exterior of
the hull is oxidized and the stripes are worn.
2. Service the starboard anchor roller if/as necessary, the
aft roller appears worn.
3. Eliminate the spots of rust on the keel, address appropriately
and recoat to prevent further corrosion.
4. Service to eliminate water accumulating in the transom lockers.
5. Monitor the hull just aft of the keel as minimal audible
differences were apparent, address if/as necessary.
6. Modify to eliminate the slight list to port if/as desired.
7. Repair or replace the transom shower's fitting which did
not function properly.
8. The captain whom delivered the vessel stated that the steering
wheel lock is not functional, repair and prove.
9. Assure that the large electronic display on the console is
functional, address appropriately.
10. Assure that the engine room blower is properly functional.
11. Clean the reported light corrosion from the mast step, inspect
and service if/as necessary.
12. Repair the small tears reported on the jib.
13. Service and prove the galley foot water pump properly functional.
14. Service and prove the emergency fuel shutoff system properly
functional, the handle is located near the battery switches
in the port cabin.
15. The following components were not tested or inspected: sails,
autopilot, solar panels, inflatable tender, outboard engine,
engine driven refrigeration, and inverter.
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.
________________________________
__________________
By: Mr. Kells Christian, Surveyor Date
