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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
