SURVEYING AND CONSULTING 1988 Lord ... - Keiser Marine Survey survey Report.pdf · This survey...

KEISER MARINESURVEYING AND CONSULTING

1988 Lord Nelson 35"Sail Boat"

P.O. Box 17090 Seattle, WA 98127(253) 249-1914

Keiser Marine - SA Member of Society of Accredited Marine Surveyors

Report of Marine Survey

Of The Vessel

"Sail Boat"1988 Lord Nelson 35

Conducted byJeff Keiser, SAMS SA

Prepared exclusively for a potential buyer

August, 2011

Keiser Marine - SA Member of Society of Accredited Marine Surveyors

TABLE OF CONTENTS

TOC"Sail Boat" surveyed by Keiser Marine - Seattle, WA 98127

SECTION PAGE NO.

I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INTRODUCTION 1II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GENERAL INFORMATION 4III. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SYSTEMS 5

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HULL DECK AND SUPERSTRUCTURE 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CABIN APPOINTMENTS 13

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PROPULSION 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FUEL SYSTEM 16

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ELECTRICAL SYSTEMS 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FRESH WATER SYSTEM: 20

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SANITATION 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STEERING SYSTEM 22

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GROUND TACKLE 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . .ELECTRONICS AND NAVIGATION EQUIPMENT 23

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .THRU-HULLS 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BONDING SYSTEM 26

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SAFETY EQUIPMENT 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OUT OF WATER INSPECTION 28

. . . . . . . . . . . . . . . . . . . . . .AIR CONDITIONING AND HEAT (AIR CONDITIONING) 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LIQUIFIED PETROLEUM GAS SYSTEM (LPG) 30

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SEATRIAL REPORT 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STANDING RIGGING 31

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RUNNING RIGGING 33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SAILS 34

IV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FINDINGS AND RECOMMENDATIONS 35V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SUMMARY AND VALUATION 43

TOC"Sail Boat" surveyed by Keiser Marine - Seattle, WA 98127

I. INTRODUCTION

1 of 45"Sail Boat" surveyed by Keiser Marine - Seattle, WA 98127

SCOPE OF SURVEYActing at the request of the potential buyer, a survey was performed on the sailing vessel "Sail Boat," a 1988 Lord Nelson 35 in August, 2011 from 8:30 am to 5:30 pm at the a Yacht Brokerage in Seattle, Wa. The vessel's owner and papers were on board at the time of the survey and John Doe acting as the sales broker was also present. The Hull Identification Number (HIN) appears in a photograph on page five. The vessel was inspected while at the dock and a sea trial was performed. An out-of-the-water inspection of underwater machinery and the exterior of the hull's wetted surface area was also performed. The reason for the survey was to ascertain the physical condition and value of the vessel. AC and DC power were used to check operation of the electrical systems specified in this report. No reference or information should be construed to indicate evaluation of the internal condition of the engine or propulsion system's operating capacity. Electronic equipment was checked for power up functionality only. This vessel was surveyed without removal of any parts, such as fittings, screwed or nailed boards, anchors, chain, fixed partitions, instruments, clothing, spare parts or miscellaneous materials in bilges and lockers and or any other fixed or semi-fixed items. Inaccessible areas also precluded inspection. Further, no determination of stability characteristics or inherent structural integrity has been made and no opinion is expressed with respect thereto. This survey report represents the condition of the vessel on the above date and is the unbiased opinion of Jeff Keiser, but it is not to be considered an inventory or a warranty either specified or implied. NOTE: During the course of this survey, the engine was started and loaded but it is recommended and understood that the vessel's Yanmar four cylinder diesel engine be surveyed by a qualified marine engine mechanic to determine the comprehensive condition of the engine, gears, pumps, heat exchangers, etc.CONDUCT OF 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

I. INTRODUCTION


DEFINITION OF TERMSThe following terms and words have the following meanings as used in this report Survey:APPEARS: 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 for nondestructive testing). The deficiencies reported herein reflect the conditions observed at the time the survey was conducted.FIT FOR INTENDED SERVICE: Service for which it was designed and manufactured by the naval architect and or builder.FIT FOR INTENDED USE: Use which is intended by survey purchaser (present or prospective owner).SERVICEABLE: ADEQUATE: Sufficient for a specific requirement.POWERS UP: Power was applied only. This does not refer to the operation of any system or component unless specifically noted.EXCELLENT CONDITION: New or like new.GOOD CONDITION: Nearly new, with only minor cosmetic or structural discrepancies noted.FAIR CONDITION: Denotes that system, component or item is functional as is with minor repairs and maintenance needed.POOR CONDITION: Unusable as is. Requires significant repairs or replacement of system, component or item to be considered functional.USE OF ASTERISKS *: in the body of the report will indicate that a finding will be listed in the Findings and Recommendations section pertaining to the asterisked item, following the body of the report.

I. INTRODUCTION


VESSEL DESCRIPTIONThis 1988 Lord Nelson 35 is a Tommy Chen design and built by Hai O Yachts in Taiwan. As reported by the manufacturer, the hull construction is solid FRP (fiber reinforced plastic) with, cored cabin top. The hull is a heavy built, full keel, canoe stern design with a single piece iron encapsulated ballast. The Lord Nelson 35 is designed for offshore, long distance cruising. The vessel is cutter rigged with roller furling on the headsail. The vessel sleeps five comfortably between four berths and has a private head/shower, galley and navigation station. The "Sail Boat" is powered with by a four cylinder Yanmar diesel engine with a reported 3167.6 hrs.Prepared exclusively for a potential buyer

II. GENERAL INFORMATION

GENERAL INFORMATION


. . . . . . . . . . . . . . . . . . . . . . . . . . . .FILE NUMBER: 1988LordNelson35882011 . . . . . . . . . . . . . . . . . . . . . . . .NAME OF VESSEL: Sail Boat . . . . . . . . . . . . . . . . . . . . . . . .TYPE OF SURVEY: Pre-Purchase for Buyer

. . . . . . . . . . . . . . . .OVERALL VESSEL RATING: *** FAIR . . . . . . . . . . . . .ESTIMATED MARKET VALUE: $000,000.00

. . . . . . . . .ESTIMATED REPLACEMENT COST: $000,000.00 . . . . . . . . . .YEAR/MAKE/MODEL OF VESSEL: 1988 Lord Nelson 35

. . . . . . . . . . . . . . . . . . . . . .DESIGNER/BUILDER: Tommy Chen design and built by Hai O Yachts in Taiwan

. . . . .HULL IDENTIFICATION NUMBER (HIN): XXXXXXXXXXXXX . . . . . . . . . . . . . . . . . . . . . . . . . . .HAILING PORT: Seattle, WA

. . . . . . . . .USCG DOCUMENTATION NUMBER: XXXXXX . . . .STATE VALIDATION STICKER NUMBER: None Sighted

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OWNER: ** Represented by a Yacht Broker . . . . . . . . . . . . . . . . . . . . . .OWNER'S ADDRESS: ** Seattle, WA

. . . . . . . . . . . . . . . . . . . . . . .PLACE OF SURVEY: Seattle, WA . . . . . . . . . . . . . . . . . . .DATE/TIME OF SURVEY: August, 2011 from 8:30 am to 5:30 pm

. . . . . . . . . . . . . . . . . . . . . . . . .HULL MATERIAL: FRP (Fiber Reinforced Plastic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HULL TYPE: Displacement hull, full keel, canoe stern

with aft hung rudder . . . . . . . . . . . . . . .LENGTH OVER ALL (L.O.A).: * 41' 0"

. . . . . .(LOAD) LENGTH WATERLINE (L.W.L).: * 31' 4" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BEAM: * 11' 10" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DRAFT: * 5' 4"

. . . . . . . . . . . . . . . . . . . . . . . . . .DISPLACEMENT: * 20,500 lbs . . . . . . . . . . . . . . . . . . . .PROPULSION SYSTEM: Sail and auxiliary diesel

. . . . . . . . . . . . . . . . . . . . . . . . . .INTENDED USE: **** Recreational, Offshore Cruising . . . . . . . . . . . . . . .INTENDED CRUISING AREA: **** World Cruising

(Asterisks denote source of information): * Per Manufactures Specifications ** Per Owner of Vessel *** Per BUC Book

**** Per Perspective Buyer

III. SYSTEMS

HULL DECK AND SUPERSTRUCTURE


HULL COMPOSTION AND STRUCTURE:HIN (HULL IDENTIFICATION NUMBER):

XXXXXXXXXXXXX

HIN

HULL DESIGN:*C1According to the Manufacturer, this 1988 Lord Nelson 35 was laid up with a solid FRP (fiber reinforced plastic) hull. She has a full keel with a skeg hung rudder ballasted with 7000 lbs of iron. The hull above the waterline is reported to be insulated. The hull is white gelcoat with a dark brown boot stripe at the waterline. The hull gelcoat is slightly oxidized and in fair condition with only minor abrasion marks midship to port and starboard below the rubrail. The topsides were percussion tested with a phenolic hammer at 6"- 8" intervals and found to be free from delamination. The hull is stiffened and protected by a 6" tall FRP rub rail with 3" teak insert running the length of the hull. The rub rail is in good condition except: The gelcoat at its upper inward corner to the rubrail on the port side has air pockets separating it from the FRP beneath. The separation is 1/2" wide and runs intermittently the entire length of the rub rail with one 1/2"x1/2" piece of gelcoat chipped away. Another 1" x1/2" section of the upper rubrail gelcoat is cracked midships to starboard. An outward corner of the transom, to the starboard side of the external rearstay chainplate also has gelcoat separation in a 1/2" x 5" section. (see photos on page 6)

Hull port quarter Starboard quarter

III. SYSTEMS



HULL COMPOSTION AND STRUCTURE:(continued)HULL DESIGN:(continued)

Gelcoat cracking at starboard rub rail Delaminated gelcoat port rubrail

Delaminated gelcoat at transom

III. SYSTEMS



HULL COMPOSTION AND STRUCTURE:(continued)BULKHEADS/STRINGERS:

*B1The bulkheads aboard "Sail Boat" are teak paneled and the stringers are FRP (fiber reinforced plastic) of unknown construction. The forward bulkhead in the head was reported to be renewed after wood rot was found. The bulkhead repair appears serviceable where sited. An 8" section of the port side double berth's lower joinery has tabbing failure as it attaches to the hull. The stringers and engine bed could be viewed from within the cabin sole bilge hatches and from within the engine compartment. All stringers and bulkheads were accessible, appear to be in good condition.

Tabbing failure under double berth Tabbing failure close up

BILGE:The bilges are dry and clean forward. The bilge below the salon has 1" of water below the bilge pump pick up level and has slight bilge water mold.

PORTLIGHTS/VENTILATION:*C2The vessel has 11 opening bronze portholes, 4 dorades, 2 opening hatches and 4 deck prisms. Teak discoloration from water intrusion was sighted under the deck prisms. The deck prisms have reportedly been resealed. The aft two portholes to port have cracked glass. All other ports and hatches have screens and appear to be well sealed and in good condition.

Cracked port side port hole Water intrusion at port deck prism

III. SYSTEMS



DECK CONSTRUCTIONDECK DESIGN/CONDITION:

*A1, C3, C4As reported by the manufacturer, the 1988 Lord Nelson 35 has solid FRP (fiber reinforced plastic) decks and the cabin top is cored with balsa wood. The decks and cabin top are protected by teak insert decking. The teak decking is reported to be secured to solid fiberglass stringers positioned every 12" throughout the deck. The teak decking is worn and missing several protective screw bungs. The decks were percussion tested with a phenolic hammer at 6"- 8" intervals and found to be free from delamination except for the following: Separation of teak planks from the deck were found midships to port and starboard in the center planks. Outboard teak planks are separating from the aft coaming in the cockpit. The teak deck sealant is beginning to fail in several places throughout the teak decking. A crack in a teak corner seat plank was found to starboard in the cockpit. The cap rail, external gunwale, hand rail and cabin trim are unprotected teak in weathered condition. The cabin top teak hand rail to starboard is cracked near midships and unsecure in its connections to the cabin top.

Numerous points of gelcoat cracking were found on the deck at the scuppers and on the cabin top. Gel coat is chipped away forward of the port/aft dorade. In general the decks are in fair condition with maintenance required.

Deck to starboard Starboard foredeck

Missing teak deck bungs Wasted teak deck sealant

III. SYSTEMS



DECK CONSTRUCTION(continued)DECK DESIGN/CONDITION:(continued)

Cracked teak decking in cockpit Cracked starboard teak hand rail

Broken teak handrail close up Forward cabin gelcoat cracks

Cabin top gelcoat cracking close up Gelcoat cracking at aft/port dorade

III. SYSTEMS



DECK CONSTRUCTION(continued)DECK DESIGN/CONDITION:(continued)

Gelcoat cracking at windlass Starboard scupper gelcoat crack

COCKPIT:The 1988 Lord Nelson 35 cockpit has a molded FRP (fiber reinforced plastic) U-shaped construction with teak insert planked bench seats, coamings and sole. The cockpit seats, coaming and sole were percussion tested with a phenolic hammer at 6"- 8" intervals and found to be free from delamination except the fore mentioned teak decking on the aft coaming. Stainless steel pedestal wheel steering with folding wheel is positioned aft in the cockpit. The cockpit is protected by a Tortuga hard dodger fore and an Iverson bimini with canvas/vinyl window enclosure aft. A Storage locker and the propane locker are found within the aft coaming. A lazarette with engine access is found beneath the cockpit seat to port. In general the cockpit, hard dodgers and canvas are in fair condition.

Aft dodger Cockpit

III. SYSTEMS



DECK CONSTRUCTION(continued)COCKPIT:(continued)

Forward dodger Dodger and companionway

HULL-TO-DECK JOINTTYPE:

The hull-to-deck joint is reported to be double bonded and stainless fastened with foam filled box beam configuration. The joint was only visible in the cockpit lazarette and in the chain locker. No water intrusion or damage to the hull-deck-joint was observed.

DECK FITTINGSBOW RAIL/STANCHIONS/LIFELINES:

*A2, B2The bow and stern pulpits are stainless steel 1-1/2" in diameter with the stanchions 1-1/8" in diameter. The fastener screws securing the stanchions to their deck flanges are loose or missing. The double lifelines and their terminations are in serviceable condition. The lower lifeline to the port side is slack in its tension.

Unsecured stanchion fastener Port stanchion missing fastener

III. SYSTEMS



DECK FITTINGS(continued)WINDLASS/GIPSY/CLEATS:

The vessel is equipped with a new Lofrans Tigres 12 volt 1200 watt windlass with proper sized gypsy to match ground tackle chain. The windlass has a master 150 amp breaker found midships to port near the forward battery bank. The windlass is operated from weather proof deck switches or a remote control. The windlass powered up from both the deck switches and the remote control. There are six bronze hawse pipe cleats aboard, all in good condition.

Windlass Master windlass breaker

ADDITIONAL EQUIPMENT AND ACCESSORIESTENDER/DAVIT:

The vessel is equipped with an 8' inflatable Avon soft bottom tender within a bag in the aft cockpit. The tender was not removed from the bag. A stainless steel Garhauer outboard motor lift with block and tackle is firmly through bolted to the aft deck to port. Oars for the inflatable tender were sited in the cockpit lazarette but no tender outboard motor was sited aboard the vessel.

III. SYSTEMS

CABIN APPOINTMENTS


INTERIOR DESCRIPTION:SALON/CABIN LAYOUT:

*B3, B4The interior of "Sail Boat" is accessed down a three step teak ladder attached to the teak engine cowling. Immediately to port is a U-shaped galley with a double stainless steel sink with manual and pressurized faucets, a two burner propane stove with oven, a Frigiboat refrigerator with top and front accessed doors and teak cabinetry with customized layered stowage. The piezoelectric lighter for the oven did not function. A microwave was stowed atop the quarter berth to starboard. Forward of the quarter berth is the navigation station and electrical panel. To port is a U-shaped settee/berth with dinette table. A 110 volt lighting fixture was removed from above the dinette table and the wires exposed are live when the breaker labeled, "Port Outlets" is turned on.Opposite of the dinette table to starboard is a settee/berth with cabinetry behind and below. Forward to port is a double berth with storage beneath and cabinetry opposite to starboard. All the way forward is the private head with toilet and shower. The entire shower and the galley sole are tiled and the shower drains into a basin with a sump pump. The tile is in good condition and the shower sump pump powered up. The manual head functioned. The chain locker is accessed through louvered teak doors found forward in the head. The settee/dinette and berth cushion upholstery is slightly worn but in fair condition. The interior of the cabin is appointed with varnished solid teak cabinetry and vertical teak planking is found on the bulkheads. The headliner is hardwood paneling painted white and the sole of the boat is varnished teak and holly. All interior joinery is in good condition. Custom white carpet with padding was found rolled up in the quarter berth. Alpenglow white and red overhead and courtesy lighting is found throughout the cabin. All lighting functioned. In general the interior of the vessel is in good condition.

Dinette settee Galley

Head Live 110 volt fixture wires

III. SYSTEMS

CABIN APPOINTMENTS


INTERIOR DESCRIPTION:(continued)SALON/CABIN LAYOUT:(continued)

Navigation station Port double berth

Quarterberth Settee to starboard

III. SYSTEMS

PROPULSION


MAIN ENGINESTYPE AND CONDITION:

*B5, C5, C6, C7The 1988 Lord Nelson 35 is powered by a Yanmar 4JHE 44hp diesel engine. The serial number is 02113. The hour gauge indicates 3167.6 hrs run on the engine. It was reported that the engine instrument panel was renewed in 2011. The engine is cooled by a raw water heat exchanger and is equipped with a wet exhaust system with dual wet mufflers. The raw water strainer is visibly clean through the site glass and double clamped. The engine fluids are at manufacturer's recommended levels. The engine's wet exhaust flange is corroded but no leak was sited. The belts hoses and clamps are all in serviceable condition except the engine's raw water intake hose is cracked with corroded clamps and the wet exhaust hose between the muffler's is cracked. The port/forward motor mount beneath the water pump is corroded. The linkage for the transmission, throttle and fuel cut off are all in serviceable condition. The shaft is 1-1/4" stainless steel with no corrosion detected. The shaft to engine coupler is in serviceable condition and no leakage is detected from the stuffing box when the shaft is not rotating. The engine room bilges are dry and free from oil. The engine room is insulated with acoustic

foam that is not secured to the engine room bulkheads. All conductors are bundled and the seacocks are labeled. The general condition of engine room is fair.

Yanmar four cylinder diesel Corroded motor mount

Corroded raw water engine clamps Cracking wet exhaust hose

III. SYSTEMS

PROPULSION


MAIN ENGINES(continued)TYPE AND CONDITION:(continued)

Corrosion at wet exhaust flange Cracking raw water pump hose

FUEL SYSTEMMAIN ENGINE(S) FUEL SYSTEM

FUEL TANKS/LINES AND FILTERS:The 1988 Lord Nelson 35 has one 75 gallon steel diesel fuel tank located under the quarter berth. The tank is well secured and vented. No fuel gauge is provided for the tank but a sounding dipstick is attached to the forward/inboard corner of the tank. The fuel system is filtered by a Racor water/fuel separator with clean fuel found in the site bowl. No leaks were detected and all hoses and clamps are in serviceable condition where sited. A Baja fuel filter was found in the aft cockpit storage to port.

III. SYSTEMS

ELECTRICAL SYSTEMS


ELECTRICAL SYSTEM (D.C. SYSTEM)BANKS:

*C8There are two 12 volt battery banks aboard "Sail Boat." Both banks are located under the port dinette/berth. The house bank consist of (8) Rolls 6 volt wet cell batteries connected in series and parallel to form a single 12 volt bank. The second bank is dedicated to starting the engine and consists of a single wet celled 12 volt battery. All batteries have full electrolyte levels except for a single cell of one house battery that was filled during the battery bank inspection. Corrosion was detected on the house battery terminals. All batteries are secured in dedicated boxes. The battery selector switch is found at the galley midships near the sole. All batteries metered fully charged and appear to be in serviceable condition.

Battery terminal corrosion Aft battery banks

III. SYSTEMS

ELECTRICAL SYSTEMS


ELECTRICAL SYSTEM (D.C. SYSTEM)(continued)PANEL/CHARGER:

*C9, C10The electrical panel is located at the navigation station to starboard and displays volt and amperage meters for both DC and AC. Overcurrent protection is provided by circuit breakers. All breakers powered up the correct labeled loads except: the "SSB Radio" has been removed from the vessel and the "Solar" panels have been disconnected. The DC electrical system is also monitored by an Out Back Charge/Amp hour system monitor located inside the companionway to starboard. The battery charger/Inverter is an Out Back VFX2812M 23 amp model that charged the batteries at 13.6 volts. The Balmar 120 amp alternator charged the batteries at 14.1 volts while the engine idled. Two Solarex MSX-G4 Solar panels, rated 38 watts (3.1 amp hours) are mounted to the aft cockpit bimini. The external wires for the solar panels are disconnected from the DC solar panel regulating system.

Panel wiring Electrical panel

DC monitoring system Out Back inverter monitor

III. SYSTEMS

ELECTRICAL SYSTEMS


ELECTRICAL SYSTEM (D.C. SYSTEM)(continued)ROUTING/SUPPORT:

*B6The battery banks and windlass have been rewired with 4/0 (ought) cable conductors. Where sighted, all conductors were bundled and well routed and supported except disconnected 12 volt conductors were found under the galley sink and the conductors for the windlass have an ungrounded terminal in the chain locker that is not protected from accidental grounding.

Panel wiring Back of electrical panel

Disconnected 12 volt conductors Windalss conductors in chain locker

ELECTRICAL SYSTEM (A.C. SYSTEM)NOTE:

*B7The "Sail Boat" has a 110 volt 30 Amp shore power inlet with a 50ft shore power cord. The vessel is equipped with a custom isolation transformer built by the owner. The transformer protects the boat from improperly grounded shore power and has an "On switch" used only to shut down initial voltage resistance heat. The 110 volt outlets found in the galley and the head are not a GFCI outlets. All AC conductors are marine grade and correctly bundled and supported where sited.

III. SYSTEMS

FRESH WATER SYSTEM:


POTABLE WATER TANKS/PLUMBING:STORAGE TANKS/PLUMBING:

*B8, B9The "Sail Boat" has two fresh water aluminum tanks found under the salon sole totalling a capacity of 145 gallons. The tanks are equipped with easy access sealed ports. Potable water is plumbed to the galley sink, head sink and shower. Hot water is provided by a 110 volt 11 gallon Seaward hot water tank plumbed to the engine's heat exchanger cooling system. The fresh water system produced pressurized hot and cold water to the galley and head. No leaks were detected in the freshwater system. The fresh water system has been re-plumbed with a quick connect system. A Jabsco city water regulator with filter is installed inline with the city fill inlet in the cockpit to port. All fresh water plumbing is in good condition where sited except the hot water hoses from the engine to the hot water tank are cracking and friction damage was found from resting on the engine. Both the galley and head sink discharge hoses are cracking. A pressurized raw water Sur Flo deck wash down system with quick connect is installed on the foredeck.

Cracking heater hose Damaged heater hose

Cracking galley sink drain hose

III. SYSTEMS

FRESH WATER SYSTEM:


FRESH WATER SYSTEM (WATER MAKING SYSTEM)TYPE:

A 2006 Katadyn PowerSurvivor MROD-40E SCR 400 SCH, 12 volt, 1.5 gallon/hr water maker is installed under galley sink. This water maker can be converted to manual operation. The water maker powered up but it was not tested to see if it produced potable water. All visible tanks and hoses are in serviceable condition.

SANITATIONSANITATION (BLACK WATER)

MSD TYPE/DESCRIPTION::*C11As stated by the manufacturer, the marine sanitation device (MSD) on this 1988 Lord Nelson 35 is a U.S.C.G. Type III (holding tank). The holding tank is a plastic, 25 gallon tank located forward under the cabin sole. The tank services a single Groco manually pumped toilet and is plumbed with a Y-valve to discharge manually overboard or to the holding tank. The holding tank can be discharged manually with a diaphragm pump located above the holding tank or to a discharge deck fitting found on the foredeck to port. All plumbing is in serviceable condition with no visible leaks or smell. The head discharge Y-valve is turned to the overboard position and the discharge seacock is open.

Holding tank Head Y valve

III. SYSTEMS

STEERING SYSTEM


STEERING SYSTEMTYPE/CONFIGURATION:

*B10The vessel is steered by a stainless steel pedestal chain-and-wire drive. The cables are led aft by sheaves to a radial drive wheel mounted to the rudder post. All steering components including the rudder post and packing gland are in serviceable condition . An access port for the emergency tiller is located within the aft cockpit seat. The vessel is reported to be equipped with a folding stainless steel emergency tiller but the emergency tiller was not sited. The steering wheel is collapsible to allow movement within the cockpit. The vessel is equipped with a Autohelm 4000 wheel pilot that functioned when tested.

OTHER:*C12The vessel is also equipped with a Flemming Windvane self steering gear. The steering gear is firmly mounted to the transom but water intrusion and through-bolt corrosion was sited on the interior and exterior of the hull for both lower bracket mounts.

Starboard lower windvane bracket Corosion at port windvane fasteners

GROUND TACKLEGROUND TACKLE

ANCHORS/RODE:The bowsprit on the "Sail Boat" has two anchor rollers with a 45lb CQR anchor mounted to starboard with a reported 300' 5/16" chain. A Fortress aluminum FX16 anchor was found in the cockpit lazarette and a second rode of reported 50' chain and 250' of nylon three strand line is stored to port in the chain locker. The anchor locker is accessed forward in the head behind louvered teak doors. Both anchors and rodes are in serviceable condition where sited. (Rode lengths provided by the owner)

III. SYSTEMS

ELECTRONICS AND NAVIGATION EQUIPMENT


ELECTRONICS AND NAVIGATION EQUIPMENTSHIP'S ELECTRONICS/NAVIGATION EQUIPMENT:

Type: Make: Model: Functional: VHF Uniden Solar DSC Powered up Depth/Speed/Temp gauge Raymarine ST60 Powered up Compass Ritchie Globemaster Functioned Auto pilot Autohelm 4000 wheel pilot Powered up GPS plotter #1 Garmin 2010C Powered up GPS plotter #2 Garmin 120 XL Powered up Single Side Band Radio Backsty insulated Antenna only Powered up Wind speed & direction Raymarine ST60 Powered up

ELECTRONICS (ENTERTAINMENT)TELEVISION(S):

A Sony 32" Flat Screen HDTV was found mounted to the main bulkhead to port. The TV was not tested.

III. SYSTEMS

THRU-HULLS


THRU-HULLS:THRU-HULLS ABOVE WATER LINE (DIAGRAM):

Abbreviation Description BP Bilge Pumps DW Deck Wash Fitting EP Exhst Ports SC Scuppers VH Vent Hose WF Water Fill WP Deck Waste Port**Black Icon(s) with white text indicates inoperable item.

III. SYSTEMS

THRU-HULLS


THRU-HULLS:(continued)THRU-HULLS BELOW WATER LINE (DIAGRAM):

Abbreviation Description ENGINE Engine HD Head Discharge PG Pkng Gland RWI Raw Water Intake SCP Scuppers SD Shower Sump Discharge SnkD Sink Drain TD Transducer TL Tri-Log**Black Icon(s) with white text indicates inoperable item.

COMMENTS:*B11All seacocks are bronze and labeled. All seacocks are difficult to operate. The seacocks firmly are secured to the hull and in good condition.

III. SYSTEMS

BONDING SYSTEM


BONDING SYSTEMBONDING CONDUCTORS:

The bonding system is well established where sighted. Green insulated conductors connect the thru-hulls to the engine block but no bonding was sited to the mast or compression post. No lightening protection was sited on the vessel.

SAFETY EQUIPMENTSAFETY EQUIPMENT (UNITED STATES COAST GUARD)

PERSONAL FLOTATION DEVICES:: Type: Number: Size: Location: I 1 Adult Cockpit lazarette IV 1 N/A LifeSling found in the cockpit lazarette

FIRE EXTINGUISHERS: Type: Size: Gauge reading: Location: B:C Dry Chemical 1 Serviceable pressure Mounted on the companionway bulkhead in the galley FireBoy Halon 1301 1 Serviceable pressure Mounted in the engine compartment.

NOTE:*B12Only one fire extinguisher was found in the vessel's cabin. Neither of the fire extinguishers found aboard have current inspection tags.

VISUAL DISTRESS SIGNALS:*A3Six VDS (visual distress signals) were found aboard the vessel with expired dates.

NAVIGATION LIGHTS:All appropriate navigational lights are present on this vessel and each powered up when tested.

COAST GUARD REQUIRED PLACARDS:An approved Coast Guard "Trash Disposal" placard was found in the galley and a Coast Guard approved "Oil discharge Prohibited" placard was found in the engine compartment.

SOUND DEVICES:An air horn and a bell were found aboard the vessel.

SAFETY ALARMS:*B13The vessel is not equipped with a high water bilge alarm, smoke detector, combustible gas detector or CO2 detector.

III. SYSTEMS

SAFETY EQUIPMENT


TYPE/CONDITION:BILG PUMPS:

Two DC electric bilge pumps are found in the bilge through the cabin sole access port in the galley. They powered up directly from the switch and from their float switchs when tested. An additional manual diaphragm bilge pump with 1-1/2" hose fittings was found mounted under the cockpit to starboard. The bilge was dry therefore the manual bilge pump could not be tested.

LIFE RAFT:*B14A Zodiac six person life raft is mounted to the foredeck. The life raft's inspection date has expired.

EPIRB:*A4The vessel is reported to be equipped with a ACR 406 Global GPS Epirb. The EPIRB was not sited on the vessel and is reported to need a new battery.

PARACHUTE ANCHOR:The vessel is equipped with a 15' Paratech parachute anchor stored in the cockpit lazarette. The parachute anchor was not examined.

III. SYSTEMS

OUT OF WATER INSPECTION


BELOW WATERLINE HULL/MACHINERYHULL CONDITION:

*A5, B15, C13, C14The "Sail Boat" was hauled out of the water by a rail lift at Jensen boat yard in Seattle, Wa. The bottom of the vessel was pressure washed to remove marine growth and allow a clear visual inspection. The bottom paint is in fair condition. The hull below the waterline was reported to be protected by two coats of Interprotect +2000 Epoxy barrier coat in 2008. Three 1/2" blisters were detected at midships to port 5" below the waterline. A hull repair was found at the waterline on the bow below the bobstay chainplate. The repair was not faired or painted but appears sound. The hull's wetted surface was percussion tested with a phenolic hammer at 6"x 8" intervals and found to be free from delamination except; the rudder shoe was found cracked at its upper edges port and starboard. No play was detected in the rudder shaft bearings. The engine shaft is 1-1/4" stainless steel with a bronze three blade propeller, both are in good condition. No anode was found attached to the shaft or the propeller nut. No play was found in the cutlass bearing. The below the waterline through-hulls are bronze and protrude beyond the surface of the hull. No corrosion or damage was detected on the exterior surface of these through-hulls.

Hull blister Keel

Propeller Bow repair

III. SYSTEMS

OUT OF WATER INSPECTION


BELOW WATERLINE HULL/MACHINERY(continued)HULL CONDITION:(continued)

Rudder shoe crack Port rudder shoe

AIR CONDITIONING AND HEAT (AIR CONDITIONING)HEATING SYSTEM:

TYPE:The "Sail Boat" is heated by an Airtronic D4 diesel heater with ducting throughout the vessel. The thermostat control is found to starboard against the forward bulkhead. The diesel heater, thermostat and fans all functioned when tested. No air conditioning was found aboard the vessel.

III. SYSTEMS

LIQUIFIED PETROLEUM GAS SYSTEM (LPG)


LIQUIFIED PETROLEUM GAS SYSTEM (LPG)TYPE:

*B16A Liquified petroleum gas (LPG) system provides fuel for the stove/oven. There are two aluminum 3lb tanks found in the LPG locker located aft in the cockpit coaming. The tanks and storage locker for the tanks are in fair condition except: The cover for the LPG (liquid propane gas) locker is not sealed or latched and the tanks are not secured within the locker. No pressure gauge is installed in the LPG system and the locker is not properly vented (less than 1/2" inner diameter vent). Cleaning products were also found in the LPG locker. The solenoid switch powered up the LPG system from the companionway panel and provided propane to the stove/oven. No LPG leaks or .smells were detected in the system

Propane locker

SEATRIAL REPORTINTRODUCTION

INTRODUCTION:A sea trial was performed on "Sail Boat" in, August from 1:00pm to 2:00pm upon in Seattle, WA. The weather was clear with the wind blowing 10 knots and the sea state 4". The owner operated the vessel during the sea trial with the potential buyer also attending.

III. SYSTEMS

SEATRIAL REPORT


OBSERVATIONSOBSERVATIONS:

*C15The engine started easily without excessive cranking. No unusually colored exhaust was sited and the cooling exhaust water appeared adequate and normal. The engine instruments operate within normal operating limits at idle, cruising speed, and maximum throttle.

The engine's manufacturer recommended max RPM is 3600 and the vessel reached 3100 RPM at full throttle. The vessel reached 7.2 knots at full throttle under power as metered by my calibrated Delorme PN-40 in no measurable current. The compass also corresponded within 2 degrees of my GPS. The steering, throttle and transmission operated normally. The vessel turned within its length at full rudder to port and starboard. No excessive vibration or leaks were detected from the engine and the back down test was satisfactory. While backing down with the full keel, the vessel walked to port until the transmission was shifted into neutral then the boat could be steered to starboard. The engine reached 140 degrees after 30 minutes of operation and the alternator metered 14.1 charge voltage while the engine was running. The stuffing box leaked 1 drip per second while the shaft rotated. The mainsail, jib and staysail were raised. The halyards raised and lowered the sails easily and the jib's roller furling rolled the sail in and out as designed. The vessel tacked through irons smoothly at 4 knots. In general the vessel operated as designed.

STANDING RIGGINGSTANDING RIGGING

MAST/BOOM/BOWSPRIT:*B17, B18, C16The mast is an aluminum extruded, single spreader design and stepped on the deck. The mast, spreaders and step are all in serviceable condition. A custom Cruising Concept mast box is attached to the deck forward of the mast. Contoured stainless steel mast pulpits are firmly bolted to the deck to port and starboard. The mainsail and staysail booms are also aluminum extrusions in serviceable condition. The goosenecks are of heavy construction and found in functional condition. The mast is supported by a heart of Rosewood compression post in the cabin sitting atop a steel compression post secured to the keel. Corrosion was found at the compression post to keel connection. The bowsprit was reported to have been removed and rebuilt in 2009. Paint is missing from the forward edge of the bowsprit. Two stainless steel fasteners for the bowsprit grating bracket show corrosion.

Corroded bowsprit fastener Wasted bowsprit paint

III. SYSTEMS

STANDING RIGGING


STANDING RIGGING(continued)SHROUDS AND STAYS:

*B19, B20, C17The standing rigging of the vessel is made from swaged 1X19 stainless wire. The forestay, rearstay and upper shrouds are 3/8" diameter. The lower shrouds are 5/16" diameter. The upper shrouds are reported have been renewed in 2005. The age of the rest of the rigging could not be determined. All chromed bronze turnbuckles are in serviceable condition but the forestay, staysail shroud and port bowsprit shroud turnbuckles are not properly pinned. The mast was ascended and all tangs, wire, fasteners and the spreaders appear in good condition except; the staysail shroud toggle is forced against the mast flange creating a bend in the shroud below the swage. (See photo) The bobstay has an impact bend near its center.

Forestay missing cotter pins Staysail stay missing cotter pin

Bend in staysail shroud Bent bobstay

III. SYSTEMS

STANDING RIGGING


STANDING RIGGING(continued)CHAIN PLATES:

*C18The internal hull connections to all shroud chain plates are accessible on this vessel. The manufacturer reports the chain plates to be 3/8" stainless steel backed with solid epoxy blocks bonded and through-bolted to the hull. The chain plates appear to all be in good condition except both center shroud chain plates to port and starboard show signs of water intrusion.

Water intrusion at starboard chainplate Water intrusion at port chainplate

RUNNING RIGGINGRUNNING RIGGING

BLOCKS/RIGGING::*B21The halyards are run internally with internal sheaves at the mast head. The tracks, cars and blocks for the main sail, jib and staysail are in good condition. The main sail sheet system is a 4:1 design mounted on the cabin deck. All blocks are painted teak in serviceable condition except the jib sheet blocks which are new Lewmar blocks. The staysail halyard block is unpainted and showing wear. The boom is equipped with a removeable jiffy reefing system lashed to the mast. The jib has a Profurl headsail roller reefing system in good condition. All running rigging appeared to be in good condition.

Mainsheet blocks Unprotected staysail halyard block

III. SYSTEMS

RUNNING RIGGING


RUNNING RIGGING(continued)WINCHES:

Winch Model Condition Mains Barient 28 self tailing Serviceable Main sheet Barient 21 self tailing Serviceable Staysail sheet Barient 21 self tailing Serviceable Mainsail halyard Barient 21 self tailing Serviceable Jib halyard Barient 21 self tailing Serviceable Reefing Winch Barient 21 Serviceable

COMMENTS:*B22All winches are serviceable but in need of lubrication. The jib halyard winch has bearing play.

SAILSSAILS

NOTE:*C19The sails were raised during the sea trial. The owner reports the sails were renewed in 2006 with North Sail loose footed mainsail, staysail and genoa. All sails are in good condition. The genoa's sacrificial Sunbrella cover's stitching is sun damaged. A complete set of back up Tanbark dacron sails were found under the double berth to port. The back up sails were not examined but reported to be reconditioned in 2006.

IV. FINDINGS AND RECOMMENDATIONS


Deficiencies noted under ''SAFETY'' should be addressed before vessel is next underway. These findings represent an endangerment to personnel and/or the vessel's safe and proper operating condition. Findings may also be in violation of U.S.C.G. regulations.Deficiencies noted under ''OTHER DEFICIENCIES'' should be corrected in the near future so as to maintain standards and to help the vessel to retain its value.Deficiencies will be listed under the appropriate heading: A. SAFETY DEFICIENCIES B. OTHER DEFICIENCIES NEEDING ATTENTION C. SURVEYORS NOTES AND OBSERVATIONS

A. SAFETY DEFICIENCIES:A.1 (PAGE 8) DECK DESIGN/CONDITION:

FINDINGS RECOMMENDATIONSThe cabin top teak hand rail to starboard is cracked near midships and unsecure in its connections to the cabin top.

Repair or renew cracked cabin top teak handrail to starboard. Secure the handrail to the cabin top.

A.2 (PAGE 11) BOW RAIL/STANCHIONS/LIFELINES:FINDINGS RECOMMENDATIONS

The fastener screws securing the stanchions to their deck flanges are loose or missing.

Secure existing stanchion fastener screws to their deck flanges and renew all missing stanchion fasteners.

A.3 (PAGE 26) VISUAL DISTRESS SIGNALS:FINDINGS RECOMMENDATIONS

Six VDS (visual distress signals) were found aboard the vessel with expired dates.

A minimum of 3 day/night flares/aerial rockets or approved signals with current expiration dates must be carried aboard this vessel. USCG 33 CFR 175

A.4 (PAGE 27) EPIRB:FINDINGS RECOMMENDATIONS

The EPIRB was not sited on the vessel and is reported to need a new battery.

Provide a new battery for the EPIRB and mount in an accessible location within the vessel.

A.5 (PAGE 28) HULL CONDITION:FINDINGS RECOMMENDATIONS

The rudder shoe was found cracked at its upper edges port and starboard.

Investigate the cracks in the rudder shoe and repair damaged FRP (fiber reinforced plastic).



B. OTHER DEFICIENCIES NEEDING ATTENTION:B.1 (PAGE 7) BULKHEADS/STRINGERS:

FINDINGS RECOMMENDATIONSAn 8" section of the port side double berth's lower joinery has tabbing failure as it attaches to the hull.

Repair tabbing failure to the double berth joinery to the hull.

B.2 (PAGE 11) BOW RAIL/STANCHIONS/LIFELINES:FINDINGS RECOMMENDATIONS

The lower lifeline to the port side is slack in its tension.

Properly tension the port lower lifeline.

B.3 (PAGE 13) SALON/CABIN LAYOUT:FINDINGS RECOMMENDATIONS

A 110 volt lighting fixture was removed from above the dinette table and the wires exposed are live when the "Port Outlets" are turned on.

Secure and protect the 110 volt exposed light fixture wires above the dinette table in the salon to prevent accidental grounding or electrocution.

B.4 (PAGE 13) SALON/CABIN LAYOUT:FINDINGS RECOMMENDATIONS

The piezoelectric lighter for the propane oven did not function.

Repair or renew the ignition system for the propane oven.

B.5 (PAGE 15) TYPE AND CONDITION:FINDINGS RECOMMENDATIONS

The engine's raw water intake hose is cracked with corroded clamps and the wet exhaust hose between the muffler's is cracked.

Renew the engine's raw water intake hose and the wet exhaust hose. Renew the engine's corroded raw water intake hose clamps with marine grade stainless steel clamps.

B.6 (PAGE 19) ROUTING/SUPPORT:FINDINGS RECOMMENDATIONS

Disconnected 12 volt conductors were found under the galley sink and the conductors for the windlass have an ungrounded terminal in the chain locker that is not protected from accidental grounding.

Protect both disconnected 12 volt conductors under the head sink and the 12 volt ungrounded windlass terminal in the anchor locker from accidental grounding.

B.7 (PAGE 19) NOTE:FINDINGS RECOMMENDATIONS

The 110 volt outlets found in the galley and the head are not a GFCI outlets.

If a 110 volt AC outlet is installed in a head, galley, machinery space, or on a weather deck, the receptacle shall be protected by a Type A (nominal 5 milliamperes) Ground Fault Circuit Interrupter (GFCI). ABYC E-8.17.8



B. OTHER DEFICIENCIES NEEDING ATTENTION:B.8 (PAGE 20) STORAGE TANKS/PLUMBING:

FINDINGS RECOMMENDATIONSBoth the galley and head sink discharge hoses are cracking.

Renew the galley and head sink discharge hoses.

B.9 (PAGE 20) STORAGE TANKS/PLUMBING:FINDINGS RECOMMENDATIONS

All fresh water plumbing is in good condition except the hot water hoses from the engine to the hot water tank are cracking and friction damage was found from resting on the engine.

Renew the hot water hoses connecting the engine's cooling system to the hot water tank.

B.10 (PAGE 22) TYPE/CONFIGURATION:FINDINGS RECOMMENDATIONS

The vessel is reported to be equipped with a folding stainless steel emergency tiller but the emergency tiller was not sited.

Secure an emergency tiller in an accessible location near the steering system.

B.11 (PAGE 25) COMMENTS:FINDINGS RECOMMENDATIONS

All seacocks are difficult to operate Lubricate and exercise all seacocks. B.12 (PAGE 26) NOTE:

FINDINGS RECOMMENDATIONSOnly one fire extinguisher was found in the vessel's cabin. Neither of the fire extinguishers found aboard have current inspection tags.

Vessels 26 ft and over, but under 40 ft in length are required to carry at least two USCG approved type B:C size 1 hand portable fire extinguishers. In addition, at least one USCG approved fixed machinery space fire extinguisher of adequate size must be provided. USCG 46 CFR 25.30-20 At least once a year, a full maintenance check should be made by a qualified fire extinguisher service facility in accordance with the maintenance instructions to the name plate of the extinguisher. A tag should be attached showing the date of such maintenance check. ABYC A-4 Ap.5.4.2, NFPA 10

B.13 (PAGE 26) SAFETY ALARMS:FINDINGS RECOMMENDATIONS

The vessel is not equipped with a high water bilge alarm, smoke detector, combustible gas detector or CO2 detector.

Although not required by the Coast Guard. This surveyor recommends the following safety alarms be installed for the safety of the passengers of the vessel:- A high water bilge alarm- Smoke detectors for each separate cabin space- Combustible gas detector- CO2 detectors for each separate cabin space



B. OTHER DEFICIENCIES NEEDING ATTENTION:B.14 (PAGE 27) LIFE RAFT:

FINDINGS RECOMMENDATIONSThe life raft's inspection date has expired. Have the Zodiac life raft inspected by a qualified

inspection facility.B.15 (PAGE 28) HULL CONDITION:

FINDINGS RECOMMENDATIONSNo anode was found attached to the shaft or the propeller nut.

Provide a new anode to the shaft and or the propeller.

B.16 (PAGE 30) TYPE:FINDINGS RECOMMENDATIONS

The cover for the LPG (liquid propane gas) locker is not sealed or latched and the tanks are not secured within the locker. No pressure gauge is installed in the LPG system and the locker is not properly vented (less than 1/2" inner diameter vent). Cleaning products were also found in the LPG locker.

The LPG (liquid propane gas) locker should be only opened from the top, vapor tight from the interior of the boat with a gasketed cover that shall latch tightly without the use of tools. ABYC A-1.8.1.1, A-1.8.1.4, A-1.8.1.5, A-1.8.1.6. Each LPG system should be fitted with a pressure gauge. The gauge shall read the cylinder pressure side of the pressure regulator. ABYC A-1.5.2 The LPG tanks, gauges and regulating equipment must be secured for sea conditions and the locker should be vented at the bottom by a dedicated vent, with a minimum diameter of any component in the vent system that should not be less than 1/2" inside diameter. ABYC A-1.7.6.1, A-1.8.4 The LPG locker should not be used for storage of equipment other than LPG cylinders, cylinder valves, regulating equipment, and LPG safety devices. ABYC A-1.8.7

B.17 (PAGE 31) MAST/BOOM/BOWSPRIT:FINDINGS RECOMMENDATIONS

Two stainless steel fasteners for the bowsprit grating bracket show corrosion.

Remove bowsprit fasteners and check for crevice corrosion. Clean or renew as necessary and seal with elastomeric sealant.

B.18 (PAGE 31) MAST/BOOM/BOWSPRIT:FINDINGS RECOMMENDATIONS

Paint is missing from the forward edge of the bowsprit.

Prep and repaint the bowsprit to protect the hard wood.



B. OTHER DEFICIENCIES NEEDING ATTENTION:B.19 (PAGE 32) SHROUDS AND STAYS:

FINDINGS RECOMMENDATIONSAll chromed bronze turnbuckles are in serviceable condition but the forestay, staysail shroud and port bowsprit shroud turnbuckles are not properly pinned.

Properly pin all unpinned turnbuckles.

B.20 (PAGE 32) SHROUDS AND STAYS:FINDINGS RECOMMENDATIONS

The staysail shroud toggle is forced against the mast flange creating a bend in the shroud below the swage. (See photo)

Rig the staysail shroud to avoid jamming against the mast flange.

B.21 (PAGE 33) BLOCKS/RIGGING::FINDINGS RECOMMENDATIONS

The teak staysail halyard block is unpainted and showing wear.

Prep and paint the staysail halyard block.

B.22 (PAGE 34) COMMENTS:FINDINGS RECOMMENDATIONS

All winches are serviceable but in need of lubrication. The jib halyard winch has bearing play.

Rebuild the jib halyard winch and lubricate all other winches.

C. SURVEYOR'S NOTES AND OBSERVATIONS:C.1 (PAGE 5) HULL DESIGN:

FINDINGS RECOMMENDATIONSThe gelcoat at its upper inward corner to the rubrail on the port side has air pockets separating it from the FRP beneath. The separation is 1/2" wide and runs intermittently the entire length of the rub rail with one 1/2"x1/2" piece of gelcoat chipped away. Another 1" x1/2" section of the upper rubrail gelcoat is cracked midships to starboard. An outward corner of the transom, to the starboard side of the external rearstay chainplate also has gelcoat separation in a 1/2" x 5" section. (see photos page 6)

Monitor the sections of gelcoat not bonded to the hull and repair all damaged gelcoat areas to protect the FRP (fiber reinforced plastic) beneath.

C.2 (PAGE 7) PORTLIGHTS/VENTILATION:FINDINGS RECOMMENDATIONS

The aft two portholes to port have cracked glass.

Renew cracked porthole glass.



C. SURVEYOR'S NOTES AND OBSERVATIONS:C.3 (PAGE 8) DECK DESIGN/CONDITION:

FINDINGS RECOMMENDATIONSThe teak decking is worn and missing several protective screw bungs. Separation of teak planks from the deck were found midships to port and starboard in the center planks. Outboard teak planks are separating from the aft coaming in the cockpit. The teak deck sealant is beginning to fail in several places throughout the teak decking. A crack in a teak corner seat plank was found to starboard in the cockpit.

Reseal the teak planks separating from the FRP (fiber reinforced plastic) deck. Repair cracked teak corner decking in the cockpit. Renew all missing teak screw bungs. Reseal between planks on the entire teak deck.

C.4 (PAGE 8) DECK DESIGN/CONDITION:FINDINGS RECOMMENDATIONS

Numerous points of gelcoat cracking were found on the deck at the scuppers and on the cabin top. Gelcoat is chipped away forward of the port/aft dorade.

Repair all deck and cabin top gelcoat cracks to protect FRP (fiber reinforced plastic) beneath.

C.5 (PAGE 15) TYPE AND CONDITION:FINDINGS RECOMMENDATIONS

The engine's wet exhaust flange is corroded but no leak was sited.

Check torsion the wet exhaust flange bolts, clean corrosion and protect with marine grade paint. Monitor for future leaks and renew gasket if necessary.


The engine room is insulated with acoustic foam that is not secured to the engine room bulkheads.

Secure the engine room acoustic foam.


The port/forward motor mount beneath the water pump is corroded.

Clean corrosion from the port/forward motor mount and paint with marine grade paint to protect.

C.8 (PAGE 17) BANKS:FINDINGS RECOMMENDATIONS

Corrosion was detected on the house battery terminals.

Clean corrosion from the house battery terminals.



C. SURVEYOR'S NOTES AND OBSERVATIONS:C.9 (PAGE 18) PANEL/CHARGER:

FINDINGS RECOMMENDATIONSTwo Solarex MSX-G4 Solar panels, rated 38 watts (3.1 amp hours) are mounted to the aft cockpit bimini. The external wires for the solar panels are disconnected from the DC solar panel regulating system.

Connect the solar panels to the DC solar panel regulating system.

C.10 (PAGE 18) PANEL/CHARGER:FINDINGS RECOMMENDATIONS

All breakers powered up the correct labeled loads except: the "SSB Radio" has been removed from the vessel and the "Solar" panels have been disconnected.

Correctly label the electrical panel breakers to represent the correct loads.

C.11 (PAGE 21) MSD TYPE/DESCRIPTION::FINDINGS RECOMMENDATIONS

The head discharge Y-valve is turned to the overboard position and the discharge seacock is open.

The vessel must secure the Type III MSD in a manner that prevents discharge of sewage in order to comply with USCG 33 CFR 159.7 and EPA Title 40--Protection of the Environment Chapter D Part 140.

C.12 (PAGE 22) OTHER:FINDINGS RECOMMENDATIONS

The wind vane steering gear is firmly mounted to the transom but water intrusion and through-bolt corrosion was sited on the interior and exterior of the hull for both lower bracket mounts.

Remove the wind vane self steering gear fasteners and check for crevice corrosion. Renew all damaged fasteners and reseal with elastomeric sealant.

C.13 (PAGE 28) HULL CONDITION:FINDINGS RECOMMENDATIONS

Three 1/2" blisters were detected at midships to port 5" below the waterline.

Repair blisters prior to repainting the bottom.

C.14 (PAGE 28) HULL CONDITION:FINDINGS RECOMMENDATIONS

A hull repair was found at the waterline on the bow below the bobstay chainplate. The repair was not faired or painted but appears sound.

Fair and paint the bow repair at the waterline.



C. SURVEYOR'S NOTES AND OBSERVATIONS:C.15 (PAGE 31) OBSERVATIONS:

FINDINGS RECOMMENDATIONSThe engine's manufacturer recommended maximum RPM is 3600 and the vessel reached 3100 RPM at full throttle.

The propeller diameter or pitch may need to be decreased to achieve recommended maximumRPM.

C.16 (PAGE 31) MAST/BOOM/BOWSPRIT:FINDINGS RECOMMENDATIONS

Corrosion was found at the compression post to keel connection.

Clean corrosion from the compression post/keel connection. Prep and paint with marine grade paint to preserve the steel compression post.

C.17 (PAGE 32) SHROUDS AND STAYS:FINDINGS RECOMMENDATIONS

The bobstay has an impact bend near its center.

Monitor the bobstay and renew if any stress cracks appear.

C.18 (PAGE 33) CHAIN PLATES:FINDINGS RECOMMENDATIONS

Both center shroud chain plates to port and starboard show signs of water intrusion.

Clean corrosion from port and starboard center chain plates. Reseal all chain pate deck seals.

C.19 (PAGE 34) NOTE:FINDINGS RECOMMENDATIONS

The genoa's sacrificial Sunbrella cover's stitching is sun damaged.

Restitch the genoa's Sunbrella cover.

V. SUMMARY AND VALUATION


STATEMENT OF OVERALL VESSEL RATING OF CONDITION:It is the surveyor's experience that develops an opinion of the OVERALL VESSEL RATING OF CONDITION After a the survey has been completed and the findings have been organized in a logical manner.The grading of condition, developed by BUC RESEARCH, and accepted in the marine industry, for a vessel at the time of survey, determines the adjustment to the range of base values in the BUC USED BOAT PRICE GUIDE, for a similar vessel sold within a given time period, as a consideration to determine the Market Value.The following is the accepted marine grading system of condition:''EXCELLENT (BRISTOL) CONDITION'', is a vessel that is maintained in mint or bristol fashion - usually better than factory new - loaded with extras - a rarity.''ABOVE AVERAGE CONDITION'', has had above average care and is equipped with extra electrical and electronic gear.''AVERAGE CONDITION'', ready for sale requiring no additional work and normally equipped for her size.''FAIR CONDITION'', requires usual maintenance to prepare for sale.''POOR CONDITION'', substantial yard work required and devoid of extras.''RESTORABLE CONDITION'', enough of hull and engine exists to restore the boat to usable condition.

As a result of my investigation, as shown in the SYSTEMS AND FINDINGS AND RECOMMENDATIONSsection of this REPORT OF SURVEY, and by virtue of my experience, my opinion isOVERALL VESSEL RATING:

FAIR



STATEMENT OF VALUATION:1. The ''FAIR MARKET VALUE'' is the most probable price in terms of money which a vessel should bring in a competitive and open market under all conditions requisite to a fair sale, the buyer and seller, each acting prudently, knowledgeably and assuming the price is not affected by undue stimulus.My analyses, opinions and conclusions were developed, and this report has been prepared in consideration of the Uniform Standards of Professional Appraisal Practice. Implicit in this definition is the consummation of a sale as of a specified date and the passing of title from seller to buyer under conditions whereby:a. Buyer and seller are typically motivated.b. Both parties are well informed or well advised, and each acting in what they consider their own best interest.c. A reasonable time is allowed for exposure in the open market.d. Payment is made in terms of cash in U.S. dollars or in terms of financial arrangements comparable thereto; ande. The price represents a normal consideration for the vessel sold unaffected by special or creative financing or sales concessions granted by anyone associated with the sale.Sources for valuationa. BUC 2011b. NADA 2011c. Yachtworld.comd. Sold boats in the Northwest regionThe closest comparable sailing vessels are:1.) A 1986 Lord Nelson 35 less equipped is currently asking $128,000 in City Island, NY.2.) A 1986 Lord Nelson 35 less equipped is currently asking $119,000 in New York, NY.3.) A 1986 Lord Nelson 35 less equipped with no upgrades sold for $85,000 on 9/09 in Houston, TX.Therefore, after consideration of the reliability of the data, the extent of the necessary adjustments and condition of the vessel, it is your surveyor's opinion that the ''FAIR MARKET VALUE'' of the Sailing Vessel "Sail Boat" is:

$000,000.00Dollars and Zero cents

2. The ''ESTIMATED REPLACEMENT COST'' indicates the retail cost of a new vessel of the same make/model with similar equipment offered by the same manufacturer. ''ESTIMATED REPLACEMENT COST'' of the subject vessel is:

$000,000.00Dollars and Zero cents



SUMMARY:In accordance with the request for a marine survey of the "Sail Boat," for the purpose of evaluating its present condition and estimating its fair market value and replacement cost, I herewith submit my conclusion based on the preceding report. The subject vessel was personally inspected by the undersigned in August, 2011 and was found to be a well constructed, appointed and comfortable vessel. The owners of "Sail Boat" have been conscientious in their maintenance and upgrades to the vessel, this can clearly be seen throughout the boat. Except for the clearly defined repairs listed in this report, the subject to correction of deficiencies listed in section IV, A and B (Safety), the vessel is considered to be suitable for its intended use of recreational, offshore cruising. It is the opinion of this surveyor that the vessel, "Sail Boat" should not be operated until deficiencies A1, A2, A3, A4 and A5 are repaired or renewed. Other deficiencies within the list should be attended to as soon as possible.

SURVEYOR'S CERTIFICATION:I certify that, to the best of my knowledge and belief:The statements of fact contained in this report are true and correct.The reported analyses, opinions, and conclusions are limited only by the reported assumptions and limiting conditions, and are my personal, unbiased professional analyses, opinions, and conclusions.I have no present or prospective interest in the vessel that is the subject of this report, and I have no personal interest or bias with respect to the parties involved.My compensation is not contingent upon the reporting of a predetermined value or direction in value or direction in value that favors the cause of the client, the amount of the value estimate, the attainment of a stipulate result, or the occurrence of a subsequent event.I have made a personal inspection of the vessel that is the subject of this report.This report is submitted without prejudice and for the benefit of whom it may concern.Attending Surveyor: Jeff Keiser, SAMS, SA

SIGNATURE:

SURVEYING AND CONSULTING 1988 Lord ... - Keiser Marine Survey survey Report.pdf · This survey...

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