1996 33' jupiter 31 open center console - sample survey report

8/10/2019 1996 33' Jupiter 31 Open Center Console - Sample Survey Report

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Suenos Azules Marine Surveying and Consulting

Surveyed for :Brian Moore - 1996 Jupiter 31 Open Report f il e #:14-000100

Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida Page no: 1 of 46

REPORT OF MARINE SURVEYPre-purchase Condition and Value

of the vessel bearing Hull Identification Number MEV00011H596

1996 33' Jupiter 31 Open

PREPARED EXCLUSIVELY FOR:

Brian Moore

15 North Avenue

Lake Worth, Florida 33460

CONDUCTED BY:

Capt. John Banister, SA

onFebruary 5, 2014

Suenos Azules Marine Surveying and Consulting

4521 PGA Boulevard, Suite 461

Palm Beach Gardens, Florida 33418

(561) 255-4139


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SURVEY REPORT TABLE OF CONTENTS

Major Systems Surveyed Page No.

INTRODUCTION 3

DEFINITION OF TERMS 4

GENERAL INFORMATION (SHORT FORM) 5

SURVEY SCOPE & GENERAL INFORMATION 6

EXTERIOR HULL & BOTTOM INSPECTION 9

INTERIOR HULL & STRUCTURAL INSPECTION 15

TOP DECK & SUPERSTRUCTURE 16

FISHING EQUIPMENT 19

HELM & NAVIGATION ELECTRONICS 20

CABIN INTERIOR APPOINTMENTS 24

ELECTRICAL SYSTEMS 25

OUTBOARD PROPULSION SYSTEM 27

STEERING SYSTEM 31

TANKAGE 31

SAFETY EQUIPMENT 33

AUXILIARY EQUIPMENT 36

SEA TRIAL 38

INSPECTION RECOMMENDATIONS SUMMARY 40

CONDITION AND VALUE REPORT SUMMARY 45

APPRAISAL VALUE CERTIFICATION SUMMARY 46


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INTRODUCTION

REPORT INTRODUCTION COMMENTS:

At the request of Mr. Brian Moore, the prospective buyer of a 1996 Jupiter 31 Open, I agreed to conduct a

pre-purchase and valuation survey. I arrived at the vessel's location on February 5, 2014 at 9:25 AM andmet with the current owner of the vessel, Mr. Dan Smith (who in this survey will be referred to as "the

vessel's current owner"). The vessel was on its trailer at Mr. Smith's home located at 38 SW 10th Avenue

in Palm City, Florida. The survey was conducted from 9:30 AM - 5:15 PM.

The weather on the day of the survey was warm, sunny, and dry with partly cloudy skies. Moisture

readings were taken of the vessel with a calibrated Model GRP 33 Marine Moisture Meter. Thermal

images were taken with a calibrated "Flir" brand "E50" model infrared thermal imaging camera.

DC power was made available during the survey. There were no AC electrical systems sighted on this

vessel. A sea trial was performed as part of this survey. The vessel's papers were on board showing that

Mr. Smith was the owner of the vessel. Mr. Smith was present during the survey.

During a vessel's survey the mandatory standards promulgated by the United States Coast Guard (USCG),

under the authority of title 46 United States Code (USC), Title 33, and Title 46, Code of Federal

Regulations (CFR), and the voluntary standards and recommended practices developed by the American

Boat and Yacht Council (ABYC), and the National Fire Protection Association (NFPA) have been used as

guidelines in the conduct of this survey. Findings in the summary pages of this survey reflect conditions

observed at the time of survey.


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DEFINITION OF TERMS

The following terms and words have the following meanings as used in this report of survey:

APPEARED - Indicates that a very close inspection of the particular system, component, or item was not

possible due to constraints imposed upon the surveyor (e.g. no power available, inability to remove panels,

or requirements not to conduct destructive tests).

FIT FOR INTENDED SERVICE - Service for which is intended by Survey Purchaser (present or

prospective owner).

ADEQUATE - Sufficient for a specific requirement.

POWERED UP - Power was applied only. This does not refer to the operation of any system or component

unless specifically indicated.

EXCELLENT CONDITION - New or like new.

GOOD CONDITION - Nearly new, with only minor cosmetic or structural discrepancies noted.

AVERAGE CONDITION - Denotes that the system, component, or item is functional as is with minor

repairs.

POOR CONDITION - Unusable as is. Requires the replacement of a system for the component or item to

be considered functional.

USE OF * - Use of * in the body of this report will indicate that a footnote may be listed at the bottom of

the page or a finding will be listed in the "Findings and Recommendations" section pertaining to the *

items or the use of the text colors red, green, andblue.


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GENERAL INFORMATION (SHORT FORM)

FILE NUMBER: 14-000100

SURVEY PREPARED FOR: Mr. Brian Moore

_________________________________________________________________________________

NAME OF VESSEL: N/A

TYPE OF SURVEY: Pre-purchase and valuation survey

OVERALL VESSEL RATING: AVERAGE CONDITIONESTIMATED MARKET VALUE: $53,050.00 (hull only: $38,500.00, outboards: $12,100.00, trailer $2,450.00)

ESTIMATED REPLACEMENT COST: $139,000.00 (hull only)

YEAR/MAKE/MODEL OF VESSEL: 1996 Jupiter 31 Open

BUILDER: Jupiter Marine International, Palmetto, Florida

YEAR BUILT: 1996

MAKE OF VESSEL: Jupiter

MODEL OF VESSEL: 31 Open

HULL IDENTIFICATION NUMBER: MEV00011H596

OFFICIAL NUMBER: N/A

HAILING PORT: N/A

STATE VALIDATION STICKER: 1500002

STATE REGISTRATION NUMBER: FL 0000 NN

OWNER NAME: Don Cooper

OWNER'S ADDRESS: 38 SW 10th Avenue, Palm City, Florida 34990

PLACE OF SURVEY: 38 SW 10th Avenue, Palm City, Florida 34990

DATE/TIME OF SURVEY: February 5, 2014 from 9:30 am to 5:15 pm

HULL MATERIAL: Fiberglass

HULL TYPE: Deep vee

LENGTH OVER ALL: 33'2"

BEAM: 9'6"

DEPTH: 2'4"DRAFT: 2'4"

DISPLACEMENT: 7,490 lbs.

PROPULSION SYSTEM: Two Suzuki six cylinder, four stroke, 250 horsepower engines

FUEL TYPE: Gasoline

FUEL CAPACITY: 260 Gallons

AC POWER: N/A

DC POWER: 12 Volts

FRESH WATER CAPACITY: 60 Gallons

HOLDING TANK: N/A Gallons

INTENDED USE: Recreation

INTENDED CRUISING AREA: Inland and coastal waters


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SURVEY SCOPE & GENERAL INFORMATION

SCOPE OF SURVEY

Report file no: 14-000100.

Inspection date(s): February 5, 2014.

Date of written report: February 6, 2011.

Conducted by: Capt. John Banister, SA.

Requested by: Brian Moore.Purpose of survey: To assess the overall condition and value of the vessel for pre-purchase decision

making.

Intended use: Recreational.

Vessel surveyed at: 38 SW 10th Avenue, Palm City, Florida 34990.

Weather conditions: Sunny, warm, and dry with partly cloudy skies. Light winds.

How survey conducted: The vessel was surveyed both while afloat and while hauled out of the water.

Sea trail: A sea trial was performed as part of this survey. The results are included in the Sea

Trail section.

Electrical systems checked: DC power was used to check the DC electrical systems. There were no AC

electrical systems sighted on board this vessel.

Moisture checks: A calibrated Electrophysics marine moisture meter, Model GRP33 was used for

moisture readings referenced in this report.Surveyor's qualifications: The surveyor is a member of SAMS

(Society of Accredited Marine

Surveyors), ABYC (American Boat and

Yacht Council), IAMI (International

Association of Marine Investigators), and

the NFPA (National Fire and Protection

Association). The surveyor is also ABYC

Standards Accredited, a USPAP (Uniform

Standards of Professional Appraisal

Practice) Certified Appraiser, a ITC

(Infrared Training Center) Certified Level

II Infrared Thermographer, and a USCGLicensed Master Captain.

SURVEY REQUESTED BY

Client name: Brian Moore.

Street address: 15 North Avenue.

City/State/Zip: Lake Worth, Florida 33460.

Cellular phone: (561) 555-1000.

VESSEL INFORMATION

Vessel Yr/Make/Model: 1996 Jupiter 31 Open.


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Hull ID number

verification:

MEV00011H596.State registration no.:

FL 0000 NN.


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State validation sticker:

15000002.Manufacturer/Builder: Jupiter Marine International, Palmetto, Florida.

Vessel description: The 1996 Jupiter 31 Open center console is a recreational sport fishing power boat.

The vessel was made of fiberglass on a deep vee hull design and was powered by

two Suzuki 250 horsepower, four stroke, outboard engines. The vessel also

included three deck recessed live wells, magnetic compass, VHF radio, a Garmin

navigation system, a Furuno depth/fishfinder, Pyle stereo system, a center cabin

space in the console with a porta-potti install option, aluminum T-top, stainless

steel rod holders, outriggers, raw water and fresh water wash down pumps, padded

vinyl seat cushions, and plenty of locker spaces for gear storage. This vessel also

comes with a triple axle bunker type aluminum trailer.

VESSEL SPECIFICATIONSType: Fiberglass.

Length overall (L.O.A.): 33'2"

Length on deck: 31'0"

Beam: 9'6"

Draft: 2'4"

Displacement: 7,490 pounds.

SURVEY STANDARDS

Standards followed: This survey was completed using as reference the federal regulations and

amendments issued and enforced by the United States Coast Guard under the

authority of Title 33 and Title 46 of the United States Code of Federal Regulations

(CFR's). In addition the American Boat and Yacht Council (ABYC) and theNational Fire Protection Association (NFPA-302) voluntary standards were used

as reference during the survey. These ABYC and NFPA voluntary standard

practices are generally followed by most vessel manufacturers today.

SURVEY INSPECTION COMMENTS

Comments: All systems and components inspected and described herein are considered

serviceable and/or functional except as indicated in the survey report and

recommendations section. Electronic devices and instruments were checked for

power up only, not for functionality. If a component is not identified in this


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report, it was not inspected.

"Priority I Recommendations" are related to Safety and Regulatory findings and

are listed inRED in the report.

"Priority II Recommendations" are related to Maintenance and Standards

findings and are listed in GREENin the report.

"Other Recommendations" are findings that are relatively minor in nature and

are listed inBLUEin the report.

It is the nature of marine vessels that deterioration, wear, and accidents do

occur and as such this report therefore represents the condition of the vessel onlyat the time the survey was conducted.

EXTERIOR HULL & BOTTOM INSPECTION

HULL EXTERIOR

Construction material:

Fiberglass, with a white gel coat surface.

Stem:

Solid, no cracks on external inspection. Moisture readings were relatively dry (less

than 14%)Note: Moisture readings of 14% or less are considered dry forfiberglass.

Stem thru hull fittings: A stainless steel bow eye for trailering was well secured through the stem.

Side thru hull fittings: Stainless steel mushroom type thru hull fittings were sighted on the vessel's

topsides. All thru hull fittings appeared to be well secured to the vessel.


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Rub rail: The rub rail appeared to be made of a black rubber like material and surrounded the

vessel at the hull to deck joint. The rub rail was reinforced with a chemical bonding

compound and stainless steel fasteners. No loose areas or damage was sighted on

the rub rail.

Transom: Shear transom with an attached "Armstrong" brand aluminum painted outboard

platform. Appeared secure. Backing hardware sighted for the platform.

Boarding ladder: The boarding ladder was not sighted on the vessel at the time of survey, however it

appeared the boarding ladder was a stainless steel and plastic single pole type

ladder as the mounting bracket was sighted on the port side of the outboardplatform.

Hull cosmetics: Hull cosmetics were in good condition with only minor nicks and scratches sighted.

Moisture/Delamination:

All moisture meter readings on side hull near the water line and surrounding thru

hull fittings were relatively dry with normal comparative moisture meter readings

(less than 14%).


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Thermal images:

Thermal images of the hull exterior topsides showed no thermal anomalies that

were consistent with delamination, hidden fiberglass damage or blistering.

Condition summary: Average condition.

Findings: Recommendations:

No boarding ladder was not sighted on board at the time

of survey nor was there a means to re-board the vessel

from the water line.

Consider installing a boarding ladder that can be

deployed from the water as a means to re-board the

vessel as recommended by ABYC H-41.

HULL BOTTOM

Bottom paint:

Anti-fouling bottom paint was sighted on the hull bottom. The anti-fouling paint

was in average condition and was faded in many of the areas.

Stress cracks: No stress cracks were sighted in the hull when inspected.

Osmotic blistering: The bottom of the hull was sounded with a phenolic hammer. No evidence ofblisters or delamination were sighted on the hull bottom during the bottom

inspection.

Blister comments: Blisters (delamination) are an unknown factor on all boats and if not currently

present, there is no guarantee that they will not appear in the future. Blisters have

a tendency to dry out over winter or during dry storage unless severe or large.

Blisters (if any) best appear after the vessel has been in water for an entire season

or for a long period of time. In addition, the symptomatic evidence of blistering can

be obscured by bottom coatings, a dry storage period during which blisters


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spontaneously depressurize, bottom laminate sanding, and other conditions or

actions. Recommend full inspection for blisters immediately after haul-out and

power wash each time the vessel is hauled out of the water. The Surveyor has no

firsthand knowledge of the history of the bottom maintenance, blistering, repairs or

prophylactic coatings on this vessel.


All moisture meter readings were relatively dry (less than 14%) on the unpainted

areas of the hull bottom.Note: Moisture readings can not be taken over

anti-fouling paint as anti-fouling paint contains metal composites that read high on

the moisture meter.

Grounding damage:

Some signs of previous grounding (or from trailering) was sighted on the forward

keel. Only some gel coat was missing. No trapped water was sighted under the gel

coat along the keel when tested.Strainers/Scoops/Screens: All bronze raw water intake strainers were well secured to the hull bottom. Clear of

debris and sea growth.

Transducers: Transducers for speed and depth were adequately sealed and bonded to the hull. No

working externally mounted transducers were sighted on the transom.

Thru hull fittings: Mushroom type bronze fittings for all below water line sea cock locations. Well

secured to the hull bottom. All fittings appeared clear of debris and sea growth.

External drain plugs: Transom mounted bronze drain plug fitting. In good condition. No leaks sighted.


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Thermal images:

All of the thermal images for the hull bottom were normal. No thermal anomalies

were sighted that were consistent with hull damage, previous major fiberglass

repair or delamination.



The anti-fouling paint was faded and should be

repainted to insure its effectiveness against bottom

growth. Some fastener holes were sighted on the port

and starboard side near the trim tabs on the transom

below the water line (no water or trapped moisture was

sighted in or around these holes when tested)

Have a qualified marine technician repaint the vessel

bottom with proper anti-fouling paint if the vessel is

going to be in the water for a long period of time. Have

a qualified marine technician properly fill the

unprotected fastener holes to prevent water from

seeping into them.

TRIM TABS, STABILIZERS, AND THRUSTER SYSTEMS


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Trim tabs:

The 12 volt "Trim Master" brand trim tabs on this vessel were sighted on the port

and starboard sides of the transom below the waterline. The trim tabs were double

ram, stainless steel 12 volt / hydraulic trim tabs. Both trim tabs were secure and

worked properly when tested.



The 12 volt / hydraulic trim tab motor (sighted in the aftlazarette between the batteries) was sighted to be loose

and unsecured.

Have a qualified marine technician secure the trim tab

motor to prevent it from moving inside the lazarette.

ANODES

Outboard engines:

Anodes were sighted under the outboard engine mounting brackets and on each

side of the lower units. All anodes were less than 15% worn and were well secured

to the outboard engines. Bonding wires were sighted for the outboard mounting

brackets and for the outboard engines.

Other notes: Monitor all anodes frequently and replace when they are more than 50% worn.

Anodes are normal replacement items designed to protect the running gear from


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galvanic corrosion. It is recommended to keep spares aboard the vessel.


Bonding wires or bonding system could not be sighted

for all of the underwater running gear and thru hull

fittings.

If desired, have a qualified marine technician further

inspect the bonding system on this vessel. Consider a

more thorough bonding system for this vessel if the

vessel is to remain in the water for a long period of

time. Note:Dissimilar metals and metal alloys have

different electrode potentials when two or more of these

metals exist in the same electrolyte (such as seawater).When this happens a galvanic couple can be created

and depending upon the nobility of the metal, one metal

will become the anode and another metal will become

the cathode and can form electrolysis between the two

electrodes (the anode and the cathode). Once the

galvanic couple is formed between the two metals, the

anode metal will dissolve into the electrolyte. This

electrochemical reaction is called galvanic corrosion

and can occur on a vessel below the waterline between

two metals that are different in nobility or charged at

different levels. Bonding underwater metals together

causes the metals to remain at the same potential andhelps prevent or slows the galvanic corrosion process.

INTERIOR HULL & STRUCTURAL INSPECTION

HULL INTERIOR & STRUCTURAL COMPONENTS

Hull to deck joint:

Overlap (Shoe box type). Elastomeric bonding compound was sighted in the hull to

deck joint and reinforced with stainless steel fasteners. No leaks were sighted in

any part of the hull to deck joint area.

Bilge(s): Bilge spaces were relatively clean and dry where they could be sighted. Minimal

water was sighted in the bilge spaces.NOTE: Whenever you arrive at the vessel, it

is a good practice to check the bilge spaces for higher than normal levels of water.

Also check for anything else that could be causing obstructions in the limber holes

at the bulkheads, frames or at the bilge pumps themselves.Stringers: Hull stiffness provided by FRP (fiber reinforced plastic) cored longitudinal

stringers that ran the length of the vessel. Complete inspection was not possible due

to limited access. Stringers were sighted in the lazrette and under the center console

compartment. Stringers sighted were well glassed in to the hull where sighted.

Stringers were sounded with a phenolic hammer where accessible and appeared

very sound. No soft spots, separations, cracks or splitting was sighted. Limber

holes appeared to be adequately sealed where sighted. Stringers were checked with

a moisture meter where accessible and all readings were relatively dry (less than


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14%). Thermal images were taken along the stringers where they could be

accessed. No thermal anomalies were sighted.

Bulkheads: Athwartships reinforcement was enhanced by structural bulkheads bonded to the

hull with FRP (fiber reinforced plastic). All tabbing appeared serviceable and

sound with no cracks or separations of the tabbing sighted in any of the

compartments where they could be seen. No visual evidence of movement was

sighted in any of the bulkheads.

Stem: Solid stem, no cracks or separations were sighted from inside the vessel.

Inside of transom: Reinforced. Appeared secure with no cracks or separations sighted.Condition summary: Good condition.

ALL THRU HULL FITTINGS

Sea valves:

The raw water intake / discharge seacocks below the water line on this vessel were

bronze ball valve type seacocks. All seacocks tested on board were properly

secured to the hull. No leaks were sighted at any of the seacock locations. Seacocks

were functional but some were very difficult to open and close. All of the seacocks

that could be sighted on this vessel were bonded with green insulated 8 AWG

wiring as recommended by ABYC.



Some seacocks were difficult to open and close. Have a qualified marine technician further inspect these

seacocks. Repair, replace, or renew as necessary. Note:

All seacocks aboard a vessel should be in the closed

position when the vessel is unattended. Seacock valves

can and will corrode if left unattended. It is a good

practice to turn the seacock valves regularly to insure

the valves are working properly. Note: Tapered wooden

plugs tied to sea valves are an inexpensive safety item

and highly recommended under current ABYC

standards.

TOP DECK & SUPERSTRUCTURE

MAIN DECK & FITTINGS


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Deck Surface:

Molded, cored fiberglass deck construction (core not sampled). White gel coat with

a molded in non skid fiberglass surface.


Moisture meter readings were relatively dry in most areas (less than 14%). A soft

spot was sighted on the starboard side aft deck around the T-top base. Thermal

imaging and moisture readings of between 15% - +30% verified the presence of

trapped water in this area. No other delamination or soft spots were discovered.

Anchor/chain locker: Yes, accessed from the aft side of the anchor locker at the bow. Functional hatch

lock.

Windlass: No windlass was installed on this vessel.

Cleats & fairleads: Stainless steel horn cleats were all well secured to the deck and functional with

proper backing hardware where they could be seen.

Center console to deck

joint:

Fastened in with stainless steel fasteners and backing hardware. No stress cracks

were sighted.

Deck hatches: Yes, deck hatches were made of FRP and were well secured, seals were in good

condition.

Windshield: A single molded Lexan glass windshield was sighted on the center console of the

vessel. Appeared secure and in good condition.

Scuppers/deck drain(s): Yes. Drains were clear and drained overboard.

Grab rail(s): Grab rails were sighted around the T-top and the stern of the helm station seating.

All grab rails were secured when tested.

Transom shower: Yes, fresh water transom shower was functional when tested.


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Other deck fittings:

Padded vinyl white seat cushions and aft retractable bench seat for the transom was

sighted in the vessel owner's garage. These seat cushions appeared to be in good

condition. A large maroon boat cover was sighted in the vessel owner's garage. The

covers was in average condition. Some small tears and chaffing sighted on the

forward and aft covers. An off-white console cover was sighted. Two outboard

engine overs were also sighted. The outboard engine covers appeared to be in good

condition.

Thermal images:

Thermal images were taken of the decks. Aside from the starboard aft T-top mount,

no other anomalies were sighted on the decks that were consistent with

delamination or core damage.



A soft spot was sighted on the starboard side aft deck

around the T-top base. Thermal imaging and moisture

readings of between 15% - +30% verified the presence

of trapped water in this area.

Have a qualified marine technician further inspect the

deck area around the starboard aft T-top mount that had

elevated moisture. Repair, replace or renew as

necessary.

BRIDGE DECK / COCKPIT


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Cockpit & Helm seating

Helm seating was a two person padded vinyl bench seat that were fixed to an

aluminum base that was fastened into the deck. The seating area at the helm had an

adequate field of view as recommended by ABYC.

Canvas:

The cockpit area was protected by a off white overhead canvas T-top supported on

an aluminum frame that fastened into the surrounding deck areas. The overhead

T-top canvas covered the entire cockpit and center console area. The canvas

appeared to be in good condition when inspected. Front and side panels were

off-white and eisenglass panels. Were in good condition. Side front panels flared to

connect to the port and starboard gunnels for weather and wind protection for the

cockpit and aft section of the vessel.

Storage: In the T-top base under the helm station. Working door.

Condition summary: Good condition.

FISHING EQUIPMENT

FISHING GEAR

Outriggers:

Two (port and starboard) stainless steel and aluminum manual outriggers were

sighted in the vessel owner's garage. The outriggers were in good condition.

Mounts and outrigger handle controls on the T-top were in good condition.


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Live / bait wells:

There were two working live wells on board this vessel. One was below the aft

deck and the other was on the forward deck. Both live wells were recessed below

the decks with working FRP hatches to protect them. Both of these live wells raw

from a single seacock and 12 volt live well pump sighted under the deck in the

center console compartment. Each live well had an approximate capacity of 40

gallons. The live well water supply was controlled by an in-line "Y" valve that was

installed on the aft bulkhead in the center console compartment. Both filled and

drained when tested during the sea trial. A third live well was sighted in-line with

the aft live well behind the helm seating. The live well was capped off and could

not receive raw water.

Fish box(s)

Two (port and starboard) fish boxes were sighted on the sides of the center console.

On forward fish box was sighted on the forward deck. The fish boxes drainedoverboard and were covered with FRP hatch covers that latched closed.

Rod holders: Stainless steel rod holders in the gunnels on the aft sides of the vessel were sighted.Aluminum "rocket launcher" type rod holders were sighted in the back of the helm

seating and on the aft side of the center console T-top. Fishing rod storage was

sighted on the port and starboard inboard bulwarks of the vessel. All of the rod

holders were well secured and in good condition.

Wash down system: Raw water and fresh water wash down valves and hoses were sighted on the port

and starboard sides of the aft deck. Both powered up when tested.

Cleaning station: A cleaning station was sighted on the aft transom. The cleaning station had a cold

water transom shower, raised cutting board, and sink that drained overboard. In

good condition.


HELM & NAVIGATION ELECTRONICS

NAVIGATION ELECTRONICS

Helm station: Electronics mounted on the cockpit bulkhead and in the covered overhead console.


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Compass:

The magnetic compass at the helm station was a "Ritchie" brand "Powerdamp

Plus" series compass. The compass appeared to be working properly with very little

deviation.

VHF radio(s): The VHF radio on this vessel was a 12 volt "West Marine" brand radio. The unit

powered up when tested and could properly receive and transmit messages.

Autopilot(s): A 12 volt "Simrad" brand "AP11" model autopilot system was sighted on this

vessel at the helm station. The unit did not power up when tested.

Multi-function

instrument(s):

A 12 volt "Garmin" brand "GPSmap 440" model GPS/navigation unit was sighted

in the overhead console at the helm station of this vessel. The unit powered up

when tested.

Fish finder(s):

A 12 volt "Furuno" brand "FCV-582L" model depth/fishfinder was sighted in the

overhead console at the helm station. The unit powered up when tested. The screen

display was faded.Other electronics: One 12 volt digital depth sounder gauge was sighted on the helm station. The unit

did not power up when tested.


The 12 volt autopilot system was not working properly

when tested. The screen display on the fishfinder unit

was faded when tested. The digital depth sounder gauge

at the helm station was not functional when tested.


inspect the autopilot system. Repair, replace or renew as

necessary. If desired, have a qualified marine technician

further inspect the fishfinder unit display screen.

Replace or repair as necessary. If desired, have a


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qualified marine technician further inspect the digital

depth sounder gauge. Repair, replace or renew as

necessary.

ENGINE INSTRUMENTS AND CONTROLS

Throttle and shift controls: The throttle and shift controls were "Suzuki" brand Morse like throttle and shift

controls (sighted at the helm station). The unit was functional when tested during

the sea trial. 12 volt engine tilt buttons on the throttles worked properly when

tested.Engine alarm shutdown: Engine alarms worked properly when tested.

Volt:

Port and starboard analog volt gauges were sighted at the helm station. Both gaugesappeared functional when tested during the sea trial.

Hour meter(s): Port and starboard hour gauges were sighted inside the aft bulkhead in the center

console compartment. Appeared functional when tested.

Oil pressure: Port and starboard analog oil pressure gauges were sighted at the helm station.

Both gauges were not functional when tested during the sea trial.

Fuel: Port and starboard and forward analog fuel gauges were sighted at the helm station.

The port and starboard gauges appeared functional when tested. The forward tank

fuel gauge did not appear to be functional when tested. The vessel's current owner

stated the forward tank never has fuel in it and it is never used.

GPH: One 12 volt digital "Floscan" brand fuel management gauge was sighted at the

helm station. The unit did not power up when tested.



Both oil pressure gauges did not power up when tested.

The forward tank fuel gauge did not appear to be

functional when tested. The vessel's current owner

stated the forward tank never has fuel in it and it is

never used. The 12 volt digital "Floscan" brand fuelmanagement gauge sighted at the helm station did not

power up when tested.

Consider having a qualified marine technician further

inspect the non-working oil pressure, Floscan, and

forward fuel tank gauges. Repair or replace as

necessary.

OTHER ELECTRONICS AND CONTROLS


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Antenna(s):

One VHF fiberglass whip antenna, and two small GPS antennas were sighted on

the center console. The fiberglass whip antenna was sighted to have part of the top

broken off. One of the GPS antennas was sighted to be wedged between theoverhead console and the canvas overhead on the starboard side.

Bilge pump switches: Forward and aft bilge switches were sighted at the helm station. The switches were

properly fused protected as recommended by ABYC.

Courtesy lights: 12 volt deck courtesy lights were sighted under the port and starboard gunnels.

Only one port forward courtesy light was functional under the gunnel. The other

three deck courtesy lights were not functional when tested.

Emergency Shutdown: Emergency shutdown with a cut lanyard available at the helm position. Functional

when tested.

High water alarm: None sighted.

Other: 12 volt forward, aft spreader, and overhead T-top fluorescent lights were functional

when tested.Condition summary: Average condition.


One of the GPS antennas was sighted to be wedged

between the overhead console and the canvas overhead

on the starboard side. Emergency shut down lanyard

was cut at the clip insert near the kill switch. Only one

port forward courtesy light was functional under the

gunnel. The other three deck courtesy lights were not

functional when tested. No working high water alarms

were installed on this vessel.

Have a qualified marine technician properly mount the

wedged GPS antenna on the T-top to prevent movement

while underway and for better reception. Have a

qualified marine technician repair or replace the cut

emergency shutdown lanyard at the helm station so both

engines cut off if pulled as recommended by ABYC

A-33. Consider having a qualified marine technician

replace or repair the non-working 12 volt courtesy lights

under the gunnels. Consider having a qualified marine

technician install a working float switch to include anaudible alarm as recommended by ABYC H-22.Note:

Since 2005, ABYC H-22 has recommended use of a high

water bilge alarm for all vessels with accommodation

spaces. Recommend compliance with ABYC on this

vessel.


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CABIN INTERIOR APPOINTMENTS

CENTER CONSOLE INTERIOR

Description:

FRP center console interior housed the head area and locker spaces for helm station

components, wiring, and hoses. The area was clean and functional. The toilet was

take out but sighted in the vessel's owner's garage. The toilet appeared to be a raw

water toilet with a 12 volt flushing motor. Not tested due to no power.

Bulkheads: FRP bulkheads and overhead. In good condition.

Doors: FRP door with working latch on the port side of the console. Functional when

tested.

Water intrusion signs: None sighted.

Light fixtures: One 12 volt light was sighted on the port aft bulkhead in the center console. The

light did not power up when tested.

Condition: Average condition.

Other notes: One working FRP sink was sighted in the center console interior.


The 12 volt bulkhead light in the center console interior

was not functional when tested.

If desired, have a qualified marine technician repair or

replace the non-working 12 volt light in the center

console interior.

ENTERTAINMENT ELECTRONICS


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Stereo(s):

A 12 volt "Pyle" brand "PLMR87WB" model AM/FM/MP3 stereo system with

auxiliary functions was sighted in the overhead console. The unit was wired into

two "JL Audio" brand 6.5 inch speakers that were sighted in the port and starboard

sides of the center console near the deck and two "Kicker" brand 8 x 12 inch

speakers sighted on the port and starboard sides of the overhead console. The

stereo powered up when tested. Only one starboard side "JL Audio" speakerpowered up when tested. The remaining three speakers did not power up when

tested.

Stereo power amplifier(s): One 12 volt "JL Audio" brand stereo amplifier was sighted in the port locker in the

center console compartment mounted on the bulkhead.

Findings: Recommendations:Three of the four speakers on board did not power up

when tested.


inspect the non-working speakers. Repair or replace as

necessary.

ELECTRICAL SYSTEMS

D.C. ELECTRICAL SYSTEMS

D.C. Voltage system: 12 volt system.


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Primary batteries:

The primary batteries on board this vessel were three 12 volt "Optima" brand,

AGM (absorbed glass mat) batteries (model number 24M, blue top series). The

batteries were sighted in the transom locker space. The batteries were deep cycle

marine batteries and were rated at 800 CCA (cold cranking amps). The batteries

were charged between 11.33 - 12.65 volts when tested with a multimeter. The

batteries were wired in a parallel circuit and were designated for port engine start,

starboard engine start, and house battery use. The batteries were strapped in but not

secure properly to the vessel. The batteries were wired with proper gauged battery

cable.

Battery selector switch: Three "Cole Hersee" brand rotary battery switches were sighted above the battery

banks. All switches were functional when tested.Note: Recommend alternating useof battery one, two, and three when using the vessel. Only use the battery switch

"All" or "Both" position if all of the batteries are low or when charging with the

onboard battery charger or the outboard engine's alternators.

Battery monitor: Yes, port and starboard volt gauges at the helm station. Both functional.

Charging system: The vessel's batteries could be charged via the outboard engine alternators. The

vessel's alternators charged all of the batteries during the sea trial.

Distribution panel:

The power distribution panel was at the helm station via toggle type switches. All

appeared functional when tested.

Breaker(s)/fuse(s): All DC circuits were adequately protected by fused circuits.

Connectors: Proper ring, spade, snap (bullet type) or blade type crimp on connectors sighted for


27/46



wiring connections as recommended by ABYC E-11.

D.C. wiring: All wiring runs were properly secured every 18 inches per ABYC E-11

recommendations.

DC Electrical ground: The DC electrical system was properly tied in to the vessel's electrical ground

system using the outboard engines as the common ground.

Other notes:

No thermal anomalies were sighted when checking the DC and AC wiring that

were consistent with overheating wiring, short circuits or arcing in the wiring

where it could be sighted. All fused circuits remained on during the survey without

shutting off or failing to remain powered.Note: For 12 volt systems, a fully

charged battery reads 12.7 volts, 75% charged battery reads 12.4 volts, 50%

charged battery reads 12.2 volts, 25% charged battery reads 12.0 volts, and adischarged battery reads 11.9 volts or less. Check battery condition and charge

frequently.



Battery terminals were not protected withnon-conductive boot covers. Batteries were not properly

secure to the vessel. The starboard side battery

discharged quickly once the vessel's outboard engines

were shut down (drained to under 12.0 volts within two

hours after the sea trial).

Have a qualified marine technician installnon-conductive battery boot covers over the terminals to

prevent accidental arcing of the terminals as

recommended by ABYC E-10. Have a qualified marine

technician properly secure the batteries to their tray.

NOTE: All batteries should be properly secure to their

locations and can not be moved more than one inch in

any direction as recommended by ABYC E-10. Have aqualified marine technician further inspect the starboard

battery to determine its existing life. Repair, replace or

renew as necessary.

OUTBOARD PROPULSION SYSTEM


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OUTBOARD ENGINE(S)

No./Type/Cylinders

Two "Suzuki" brand, "V" configured six cylinder, four stroke, 250 horsepower

outboard engines powered this vessel (model numbers: Port engine: DF 250,

Starboard engine: DF 250Z). Both engines powered up when tested. No unusual

engine smoke or gear noise was heard during the sea trial. The engine's propellers

were counter rotating from one another. Based on the outboard engine serial

numbers, both engines were manufactured in 2004.

Serial no(s):

Port engine: 25001F-420090, Starboard engine: 25001Z-420030.

Engine(s) hours:

Port engine: 1,825.5 hours, Starboard engine: 1,974.4 hours.

Hoses and clamps: Good condition, no cracks sighted.

Cooling system(s): Raw water intakes through the lower outboard units circulated through the engine

and combined with the engine exhaust and routed through the outboard propellers.

Raw water intakes were clear of debris and sea growth.

Oil level and condition: Relatively clean and full on both dipsticks. No foreign debris or water sighted in


29/46



the engine oil.

Fuel supply lines: Black flex hoses. All appeared to be in good condition. No leaks sighted.

Engine mounts and beds: Outboard engine mounting brackets appeared to be well secured to the reinforced

transom.

Engine ground cable: Outboard engines were properly grounded together with a proper size conductor

cable.

Tilt/trim/trailer function: Powered up and appeared functional when tested. No leaks or damage was sighted

in the hydraulic motors or hoses on the engine mounting brackets for outboard

engine tilts and trim.Anti-cavitation plate(s): Sound, no cracks or separations sighted.

Lube oil condition:

Lower unit lube oil on both outboard engines were in average condition when

checked. No signs of metal cuttings were sighted in the lower unit lube oil when

checked on both units. Some slight water emulsification was sighted in the

starboard lower unit when inspected.

Upper housing(s): Sound, no damage sighted. Only minor chips and scratches.

Lower housing(s): Sound, no damage sighted. Only minor chips and scratches.

Skeg condition: Good condition. No chipped or damaged areas sighted. Only some normal missing

paint on both skegs.

Prop(s): Three bladed stainless steel propellers were in good condition with no cracks,

corrosion or bent, nicked or chipped blades. Propeller nuts secure. The propellers

spun in a counter rotating direction of one another on the port and starboard

outboard engines. The propeller size on both propellers were: 3X18X23L.


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Compression test results:

On the date of survey I conducted a compression test of the outboard engines. The

following are the results:

Port Engine:

Cylinder 1: 148 psi

Cylinder 2: 153 psi

Cylinder 3: 148 psi

Cylinder 4: 150 psi

Cylinder 5: 152 psi

Cylinder 6: 151 psi

Starboard Engine:

Cylinder 1: 161 psi

Cylinder 2: 160 psi

Cylinder 3: 155 psi

Cylinder 4: 138 psi*

Cylinder 5: 150 psi

Cylinder 6: 152 psi

NOTE: These compression readings were within acceptable levels for these

engines except for cylinder number four on the starboard engine which was at 138psi. In compression checks, there should not be a difference in compression

readings more than 10% psi on each cylinder on each engine.

* Cylinder number four on the starboard engine was initially tested at 128 psi. On

the second attempt the cylinder well was sprayed with lubricant and re-tested. The

second test gave a final reading of 138 psi.

Other notes: NOTE:


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It is good practice when buying a used vessel that all fluids (outboard engines

and lower units) be changed and the raw water cooling impellers also be

changed.

As stated in the work agreement, It is understood that the attending surveyor is

not an engine / transmission surveyor. As such, I recommend that all gasoline

outboard engines and lower units be disassembled and visually inspected by a

qualified engine surveyor / mechanic to determine the internal condition of the

outboard engines, lower unit gears, and pumps, etc.

Disassembling engine components and parts for inspection is outside the scope ofa pre-purchase marine survey.



Cylinder number four on the starboard engine was

sighted to have more than 10% lower compression

compared to the other cylinders on that engine.

Starboard lower unit lube had some slight water

emulsification sighted in it when checked after the sea

trial.


powerhead and cylinder number four on the starboard

engine. Repair or replace if necessary. Have a qualified

marine technician further inspect the starboard lower

unit for causes of leaks. Repair, replace or renew as

necessary. Have a qualified marine technician give a

thorough 100 service on both of these outboard engines.

This includes changing and replacing all fluids and

filters, thoroughly inspecting all hydraulic and electricalsystems, and running a computer diagnostic on the

outboard engines to search for error codes recorded bythe engine's CPU, actual hours on the outboard engines,

and to insure the outboard engines are in good working

condition.

STEERING SYSTEM

STEERING SYSTEM

Type:

The steering system on board this vessel was a manual hydraulic steering system

with a single hydraulic ram arm (sighted just forward of the outboard engines). The

outboards connected by a stainless steel tie bar that connected the two outboards

together. The steering system worked properly when tested and turned both waysequally. No leaks were sighted in the hydraulic lines or ram seals when tested.

Mounting(s): Secure.


TANKAGE


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FUEL TANK(S)

No & Location: Two fuel tanks were below the aft deck on the port and starboard sides below the

aft deck sole and a center tank under the main deck sole. The tanks could not be

sighted due to limited access. Inspection could only be made via access panels

along the port and starboard fuel fill hoses under the gunnels. No leaks were

detected when inspected.

Tank type & capacity: Aluminum. The tanks' total rated capacity was 260 gallons.

Manufacturer' s label(s): The USCG required label was not sighted on the fuel tanks due to limited access.Fuel supply hoses: USCG A1 flex hoses were sighted from the fuel tanks to the outboard engines. All

hoses where they could be sighted appeared to be in good condition.Note: Most

fuel hose manufacturers now recommend fuel hoses be replaced every five years.

This is more important with the introduction of ethanol into gasoline as hoses can

and do deteriorate from the inside. The date of manufacture is imprinted on all

USCG approved fuel hoses. Consider replacing all flexible fuel hoses every five

years as a part of routine maintenance.

Vent line/location: On the port and starboard sides of the vessel via stainless steel fittings.

Fill line(s) located:

Two port and starboard chrome plated fuel fittings were sighted on the gunnels of

the vessel outboard of the center console. The fill hoses were USCG type A2 fill

hoses and was properly double clamped and grounded. No leaks were sighted in the

hose or around the clamps where they could be seen.

Inspection/cleaning access: No, proper access could not be made to the tanks. Access plates were caulked and

sealed in on the aft deck.Tank(s) condition: Visually good where it could be sighted. No strong odor of gas or fuel found in the

bilges when inspected.


The fuel tanks, fill hoses, and grounding wires could notbe fully inspected due to limited access. Access to the

fuel fitting clamps, ground wires, and hoses requires

disassembling the fuel fill fittings and aft deck for

inspection.

Have a qualified marine technician further inspect thefuel tanks and fuel deck fittings to insure safe use of the

vessel and to be sure the fuel deck fittings are

thoroughly double clamped and grounded as

recommended by ABYC H-24.


33/46



FRESH WATER TANK(S)

No & locations of tanks:

One water tank was below the aft deck near the center console. The tank was made

of an unknown material as it could not be sighted due to limited access. The water

tank was rated to hold 60 gallons. The tank appeared well secured, vented, and on a

flat surface. The water fill for the tank was sighted on the port side of the bulkhead

inside the center console compartment. The deck fill and plastic hoses were

properly secured and appeared to be in good condition. No leaks were sighted in

the potable water system or tank.

Water pump(s):

The fresh water pump was sighted on the port side interior of the center console.

The fresh water pump was an automatic 12 volt "Shurflo" brand water pump. The

pump powered up and worked properly when tested. The 12 volt raw water pump

was above it mounted on the same bulkhead.

Supply lines: Reinforced flex plastic hose. No leaks sighted.

HOLDING TANK(S) - BLACK WATER

Marine Sanitation Device: None sighted on board at the time of survey.

Waste treatment system(s)

installed:

None sighted.

SAFETY EQUIPMENT

U.S.C.G. REQUIRED

Navigation lights: All navigation lights were not operational when tested.


34/46



Life Jackets(PFD's):

The following USCG approved life jackets were sighted on board: Six type II adult

life jackets were sighted on board. All of the life jackets were in serviceable

condition.

Throwable type PFD's: One USCG approved type IV throwable PFD was sighted on board this vessel. The

PFD appeared to be in good condition and was serviceable.

Visual Distress Signals: Four "Orion" brand day / night flares were sighted on board this vessel. The flares

were current and labeled to expire in October, 2014. One "Orion" brand 12 gauge

plastic flare gun was sighted on board this vessel. The flare gun had four flares on

an attached bandolier that were due to expire in September, 2014.NOTE: All visual

distress signals have a printed expiration date of three years from date of

manufacture. It is recommended that expired signals be retained for backup. There

must be at least three aerial or three red hand held signals that are current.

Sound devices: A working manual whistle was sighted on board.

USCG placards: MARPOL garbage discharge placards were sighted on this vessel.


The navigation lights were not functional when tested. Have a qualified marine technician properly repair or

replace the non-working navigation lights as required by

33 CFR 84 and 72 COLREGS.

FIRE FIGHTING EQUIPMENT

Portable fire extinguishers: One "Sea-Fire" brand USCG approved fire extinguisher was sighted on this vessel.

The fire extinguisher was properly charged and rated for B and C rated fires

(sighted in the locker space under the helm station).


There were not enough working fire extinguishers on

board this vessel at the time of survey.No current

annual inspection tags were sighted on the portable fire

extinguishers.

Place at least two portable fire extinguishers on board

this vessel as required by 46 CFR 25. NOTE: USCG

standards (46 CFR 25) for vessels 26 to 40 feet require

two BI extinguishers or one BI and one fixed system.

ABYC A-4.6.3 and NFPA 302 Chapter 12 recommends

at least three fire extinguishers: One outside the engine

and or generator compartment, one at the steering

position, and one near the galley or cockpit area.

Recommend compliance with ABYC and NFPA for this

size vessel. Fire extinguishers should be permanentlymounted and readily available using the mounting

system for the brand chosen. ABYC A-4 and NFPA 302

recommends that fire protection systems be inspected

and reweighed at one year intervals and tagged

accordingly. Recommend compliance.

BILGE PUMPS

ELECTRIC PUMPS: Two bilge pumps were on board this vessel. One bilge pump was in the aft transom

bilge and the other was under the center console space in the bilge area. Both bilge


35/46



pumps were 12 volt bilge pumps with wired in float switches. The bilge pumps

were wired into a fused protected circuits as recommended by ABYC. The bilge

pumps both powered up when tested but the bilge pumps could not be fully sighted

due to limited access.

Bilge Pump Comments: Note:Bilge pumps are high maintenance items. Bilge pumps are only the initial

part of a de-watering system, which may include a strum box, check valves,

anti-siphon loops, piping or seacocks (if the exit is below the waterline). This entire

system must be understood and maintained. Bilge pumps may fail at any time. No

warranty as to longevity can be expressed or implied in this survey report. Taperedwooden plugs tied to seacocks are an inexpensive safety item and highly

recommended under current ABYC standards. Keeping bilges clean and free of

debris is a vital part of insuring proper operation of the bilge pumps. It is also

recommended that each bilge pump be periodically tested by filling the immediate

bilge area with water to ensure the pumps and float switches are operating

properly.

GROUND TACKLE

Primary anchor:

There were three anchors on board this vessel. The primary anchor was a aluminum

"Fortress" brand "FX-18" model Danforth type anchor. The anchor was properly

rated for this size vessel. The anchor was attached to approximately 15 feet of 3/8

inch diameter galvanized steel chain which attached to approximately 100 feet of

9/16 inch diameter three strand right lay nylon line. The entire ground tackle was in

average condition when inspected. Some corrosion sighted on the chain. The

second anchor on board was an aluminum "Fortress" brand "FX-11" model anchor.

The third anchor was a galvanized steel Danforth type anchor which weighed

approximately 20 pounds. Both of the spare anchors were rated for this size vessel.

All three of these anchors were sighted in the anchor locker.


Stainless steel wire was not moused to the shackles on

the ground tackle. Some surface corrosion was sighted

on the ground tackle chain.

It is a good practice of seamanship that stainless steel

wire be tied into the shackle and shackle pin to prevent

the pin from backing out of the shackle while the anchor

is deployed. Monitor corrosion on the anchor chain.

Replace when wear begins to deteriorate the anchor

chain.AUXILIARY SAFETY EQUIPMENT


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EPIRB:

One "ACR" brand 406 MHz "Satellite 2" series EPIRB was sighted in the center

console compartment mounted on the starboard side bulkhead. The EPIRB was

registered (unit identification number ADCE023F2D42C01, serial number 45003).

The unit was overdue to be since September, 2011. The unit powered up when

tested.


The EPIRB was overdue for servicing since September,

2011.

Have a qualified marine technician inspect this EPIRB

for proper function and renew or replace the EPIRB.

AUXILIARY EQUIPMENT

TRAILER

Manufactured by:

Unknown, the trailer's manufacturer identification plate was not on the trailer at thetime of inspection.

Trailer serial ID number: Not sighted.

Frame material: Aluminum.

Length: 35'0"

GVWR: Not sighted on the trailer.


37/46



Brakes:

Did not appear to be working.

Safety chains: Chains in place and well secured to trailer frame.

Electrical connections:

Seven pin wiring plug.

Trailer jack: Swivel wheel.

Winch: Manual winch.

Axle(s): Triple.

Fenders: Diamond plate aluminum full fenders. Well secured on both sides and in good

condition.

Tires: Five "Road Rider ST" brand tires (six on the axles and one mounted spare tire).

The tire size on all of the tires were ST 205/75 R15. All of the tires appeared to be

in good condition, with good tread and appeared to be properly inflated. All of the

tires were proper trailer tires.Bunks/Rollers: Blue marine type carpet over wood bunkers that were properly secured to the trailer

frame. All of the bunkers appeared to be in good condition.

Loading guides: Loading PVC plastic tubular guides were installed and secure at aft end of trailer

on each side.

Lights: Both tail lights were not working when tested.

License number:

Florida tag ASP M00. Sighted on the left side of the rear of the trailer. The

registration sticker on the license plate was from another license plate and did not

match.

Condition summary: Poor condition. NOTE:Based on the overall appearance of the trailer components

that are visible, as many details about the trailer as possible are included in this


38/46



portion of the survey report. It should be understood that a marine surveyor is not

to be considered a trailer expert and as such the trailer should be inspected by a

qualified trailer maintenance person and the electrical system and brakes tested

with the owner' s towing vehicle prior to use.


The registration sticker on the license plate was from

another license plate and did not match. The trailer tail

lights were not functional when tested. The brakes did

not appear to be working when tested.

The trailer's registration should be verified prior to

purchase. Have a qualified marine technician repair or

replace the trailer lights to make them safe and

functional as per Florida State Statute chapter 316.Have a qualified technician further inspect this trailer

right away to determine its safe use for this vessel.

Repair, replace or renew any discrepancies that are

listed for this trailer.

SEA TRIAL

SEA TRIAL DETAILS

Date & Time:

A sea trial was conducted on February 5, 2014 from 11:52 AM to 12:41 PM. On

board the vessel at the time of the sea trial was Dan Smith (the current owner and

operator of the vessel), Brian Moore (the prospective buyer of the vessel), Lindsay

Adams (Mr. Custer's companion), Jeremy Tyler (the selling broker of the vessel),

and Captain John Banister (the marine surveyor). The vessel was operated alongthe St. Lucie River in Stuart, Florida.

Sea trial results:

The vessel's outboard engines started up properly and both engines had adequate

exhaust discharge. All exhaust smoke was normal with no unusual vapors noticed.

The vessel ran fairly smoothly and accelerated properly as power was applied to

the port and starboard outboard engines. The vessel's wide open throttle (WOT)

was at 5,200 RPM on the port engine and 5,200 RPM on the starboard engine

(these outboard engines typically can reach a WOT RPM of at least 5,500 - 6,000).

The vessel's top speed was recorded at 40.0 knots at WOT. The vessel was able to

back down properly on both outboard engines. The turning radius of the vessel was


39/46



approximately 35 feet when the outboard engines were turned at hard over on the

port and starboard sides. The vessel's turning radius was equal on both sides. After

running the engines, the following temperature readings were recorded (all

readings were recorded in degrees fahrenheit with an infrared thermal imaging

camera): Port engine block: 211.5 degrees, starboard engine block: 145.5 degrees,

port cylinder head covers: 128 - 139 degrees, starboard cylinder head covers: 123 -

140 degrees. No significant variation in temperatures were sighted around the

cylinder heads or heat exchanging systems on the outboard engines. All

temperature readings were within normal limits except for a section under thestarting motor on the port outboard engine which was approximately 65 degrees

warmer than the starboard engine in the same spot as they were ran up. All engine

mounts appeared to be secure.

Thermal images: Thermal images appeared mostly normal on the outboard engines. Aside from the

area under the starting motor on the port engine, no other abnormal thermal

anomalies were sighted while the engines were running.


All temperature readings on the outboard engine were

within normal limits except for a section under the

starting motor on the port outboard engine which was

approximately 65 degrees warmer than the starboard

engine in the same spot as they were ran up.


port outboard engine in the area of the warmer spot.

Repair, replace or renew as necessary.


40/46



INSPECTION RECOMMENDATIONS SUMMARY

PRIORITY I - SAFETY & REGULATORY RECOMMENDATIONS:

(MAY BE MANDATORY)The items listed are required by state laws or federal laws and United Stated Coast Guard regulations or are

considered by the attending surveyor to represent unsafe operating conditions. Recommend that these items be

corrected before next use of vessel.

SAFETY EQUIPMENT

U.S.C.G. REQUIRED

Findings:

The navigation lights were not functional when tested.

Recommendations:

Have a qualified marine technician properly repair or replace the non-working navigation lights as required

by 33 CFR 84 and 72 COLREGS.

FIRE FIGHTING EQUIPMENT

Findings:

There were not enough working fire extinguishers on board this vessel at the time of survey.No current

annual inspection tags were sighted on the portable fire extinguishers.

Recommendations:

Place at least two portable fire extinguishers on board this vessel as required by 46 CFR 25. NOTE: USCG

standards (46 CFR 25) for vessels 26 to 40 feet require two BI extinguishers or one BI and one fixed

system. ABYC A-4.6.3 and NFPA 302 Chapter 12 recommends at least three fire extinguishers: One outside

the engine and or generator compartment, one at the steering position, and one near the galley or cockpit

area. Recommend compliance with ABYC and NFPA for this size vessel. Fire extinguishers should be

permanently mounted and readily available using the mounting system for the brand chosen. ABYC A-4

and NFPA 302 recommends that fire protection systems be inspected and reweighed at one year intervalsand tagged accordingly. Recommend compliance.

AUXILIARY EQUIPMENT

TRAILER

Findings:

The registration sticker on the license plate was from another license plate and did not match. The trailer

tail lights were not functional when tested. The brakes did not appear to be working when tested.

Recommendations:

The trailer's registration should be verified prior to purchase. Have a qualified marine technician repair or

replace the trailer lights to make them safe and functional as per Florida State Statute chapter 316. Have a

qualified technician further inspect this trailer right away to determine its safe use for this vessel. Repair,replace or renew any discrepancies that are listed for this trailer.

PRIORITY II - MAINTENANCE & STANDARDS RELATED RECOMMENDATIONS:

(NOT NORMALLY MANDATORY)These are important maintenance items sighted which in this firm's opinion should be performed. They may also

include recommendations to conform to current ABYC and NFPA-302 voluntary standards which may not have

been in effect or may not have been adhered to by the builder when the vessel was constructed. Some of thesefindings if not addressed could lead to a Priority I safety issue and / or may result in a reduced vessel market value.


41/46




HULL EXTERIOR

Findings:

No boarding ladder was not sighted on board at the time of survey nor was there a means to re-board the

vessel from the water line.

Recommendations:

Consider installing a boarding ladder that can be deployed from the water as a means to re-board the vesselas recommended by ABYC H-41.

HULL BOTTOM

Findings:

The anti-fouling paint was faded and should be repainted to insure its effectiveness against bottom growth.

Some fastener holes were sighted on the port and starboard side near the trim tabs on the transom below the

water line (no water or trapped moisture was sighted in or around these holes when tested)

Recommendations:

Have a qualified marine technician repaint the vessel bottom with proper anti-fouling paint if the vessel is

going to be in the water for a long period of time. Have a qualified marine technician properly fill the

unprotected fastener holes to prevent water from seeping into them.

TRIM TABS, STABILIZERS, AND THRUSTER SYSTEMS

Findings:

The 12 volt / hydraulic trim tab motor (sighted in the aft lazarette between the batteries) was sighted to beloose and unsecured.

Recommendations:

Have a qualified marine technician secure the trim tab motor to prevent it from moving inside the lazarette.

TOP DECK & SUPERSTRUCTURE

MAIN DECK & FITTINGS

Findings:A soft spot was sighted on the starboard side aft deck around the T-top base. Thermal imaging and moisture

readings of between 15% - +30% verified the presence of trapped water in this area.

Recommendations:

Have a qualified marine technician further inspect the deck area around the starboard aft T-top mount that

had elevated moisture. Repair, replace or renew as necessary.


OTHER ELECTRONICS AND CONTROLS

Findings:

One of the GPS antennas was sighted to be wedged between the overhead console and the canvas overhead

on the starboard side. Emergency shut down lanyard was cut at the clip insert near the kill switch. Only one

port forward courtesy light was functional under the gunnel. The other three deck courtesy lights were not

functional when tested. No working high water alarms were installed on this vessel.

Recommendations:

Have a qualified marine technician properly mount the wedged GPS antenna on the T-top to prevent

movement while underway and for better reception. Have a qualified marine technician repair or replace the


42/46



cut emergency shutdown lanyard at the helm station so both engines cut off if pulled as recommended by

ABYC A-33. Consider having a qualified marine technician replace or repair the non-working 12 volt

courtesy lights under the gunnels. Consider having a qualified marine technician install a working float

switch to include an audible alarm as recommended by ABYC H-22. Note: Since 2005, ABYC H-22 hasrecommended use of a high water bilge alarm for all vessels with accommodation spaces. Recommend

compliance with ABYC on this vessel.

ELECTRICAL SYSTEMS

D.C. ELECTRICAL SYSTEMSFindings:

Battery terminals were not protected with non-conductive boot covers. Batteries were not properly secure to

the vessel. The starboard side battery discharged quickly once the vessel's outboard engines were shut down

(drained to under 12.0 volts within two hours after the sea trial).

Recommendations:

Have a qualified marine technician install non-conductive battery boot covers over the terminals to prevent

accidental arcing of the terminals as recommended by ABYC E-10. Have a qualified marine technician

properly secure the batteries to their tray.NOTE: All batteries should be properly secure to their locations

and can not be moved more than one inch in any direction as recommended by ABYC E-10. Have a

qualified marine technician further inspect the starboard battery to determine its existing life. Repair,

replace or renew as necessary.

OUTBOARD PROPULSION SYSTEM

OUTBOARD ENGINE(S)

Findings:

Cylinder number four on the starboard engine was sighted to have more than 10% lower compression

compared to the other cylinders on that engine. Starboard lower unit lube had some slight water

emulsification sighted in it when checked after the sea trial.

Recommendations:

Have a qualified marine technician further inspect the powerhead and cylinder number four on the

starboard engine. Repair or replace if necessary. Have a qualified marine technician further inspect the

starboard lower unit for causes of leaks. Repair, replace or renew as necessary. Have a qualified marinetechnician give a thorough 100 service on both of these outboard engines. This includes changing and

replacing all fluids and filters, thoroughly inspecting all hydraulic and electrical systems, and running a

computer diagnostic on the outboard engines to search for error codes recorded by the engine's CPU, actual

hours on the outboard engines, and to insure the outboard engines are in good working condition.

SAFETY EQUIPMENT

AUXILIARY SAFETY EQUIPMENT

Findings:

The EPIRB was overdue for servicing since September, 2011.

Recommendations:

Have a qualified marine technician inspect this EPIRB for proper function and renew or replace the EPIRB.

SEA TRIAL

SEA TRIAL DETAILS

Findings:

All temperature readings on the outboard engine were within normal limits except for a section under the

starting motor on the port outboard engine which was approximately 65 degrees warmer than the starboard


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engine in the same spot as they were ran up.

Recommendations:

Have a qualified marine technician further inspect the port outboard engine in the area of the warmer spot.

Repair, replace or renew as necessary.

OTHER OBSERVATIONS:These are other less significant maintenance items or observations that if not addressed could lead to more

important priority issues and / or could lead to a reduced vessel market value. The cost of addressing theserecommendations is generally minimal.


ANODES

Findings:

Bonding wires or bonding system could not be sighted for all of the underwater running gear and thru hull

fittings.

Recommendations:

If desired, have a qualified marine technician further inspect the bonding system on this vessel. Consider a

more thorough bonding system for this vessel if the vessel is to remain in the water for a long period of

time. Note:Dissimilar metals and metal alloys have different electrode potentials when two or more ofthese metals exist in the same electrolyte (such as seawater). When this happens a galvanic couple can be

created and depending upon the nobility of the metal, one metal will become the anode and another metal

will become the cathode and can form electrolysis between the two electrodes (the anode and the cathode).

Once the galvanic couple is formed between the two metals, the anode metal will dissolve into the

electrolyte. This electrochemical reaction is called galvanic corrosion and can occur on a vessel below the

waterline between two metals that are different in nobility or charged at different levels. Bonding

underwater metals together causes the metals to remain at the same potential and helps prevent or slows

the galvanic corrosion process.

INTERIOR HULL & STRUCTURAL INSPECTION

ALL THRU HULL FITTINGS

Findings:Some seacocks were difficult to open and close.

Recommendations:

Have a qualified marine technician further inspect these seacocks. Repair, replace, or renew as necessary.

Note:All seacocks aboard a vessel should be in the closed position when the vessel is unattended. Seacock

valves can and will corrode if left unattended. It is a good practice to turn the seacock valves regularly to

insure the valves are working properly. Note: Tapered wooden plugs tied to sea valves are an inexpensive

safety item and highly recommended under current ABYC standards.


NAVIGATION ELECTRONICS

Findings:

The 12 volt autopilot system was not working properly when tested. The screen display on the fishfinder

unit was faded when tested. The digital depth sounder gauge at the helm station was not functional when

tested.

Recommendations:

If desired, have a qualified marine technician further inspect the autopilot system. Repair, replace or renew

as necessary. If desired, have a qualified marine technician further inspect the fishfinder unit display screen.

Replace or repair as necessary. If desired, have a qualified marine technician further inspect the digital


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depth sounder gauge. Repair, replace or renew as necessary.

ENGINE INSTRUMENTS AND CONTROLS

Findings:

Both oil pressure gauges did not power up when tested. The forward tank fuel gauge did not appear to be

functional when tested. The vessel's current owner stated the forward tank never has fuel in it and it is never

used. The 12 volt digital "Floscan" brand fuel management gauge sighted at the helm station did not power

up when tested.

Recommendations:

Consider having a qualified marine technician further inspect the non-working oil pressure, Floscan, and

forward fuel tank gauges. Repair or replace as necessary.

CABIN INTERIOR APPOINTMENTS

CENTER CONSOLE INTERIOR

Findings:

The 12 volt bulkhead light in the center console interior was not functional when tested.

Recommendations:

If desired, have a qualified marine technician repair or replace the non-working 12 volt light in the center

console interior.

ENTERTAINMENT ELECTRONICS

Findings:

Three of the four speakers on board did not power up when tested.

Recommendations:

If desired, have a qualified marine technician further inspect the non-working speakers. Repair or replace as

necessary.

TANKAGE

FUEL TANK(S)

Findings:The fuel tanks, fill hoses, and grounding wires could not be fully inspected due to limited access. Access tothe fuel fitting clamps, ground wires, and hoses requires disassembling the fuel fill fittings and aft deck for

inspection.

Recommendations:

Have a qualified marine technician further inspect the fuel tanks and fuel deck fittings to insure safe use of

1996 33' jupiter 31 open center console - sample survey report

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