Tayana 37 'Ayala' survey

8/10/2019 Tayana 37 'Ayala' survey

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HARTOFT MARINE SURVEY,LTD. P.O. Box 3188, Annapolis, MD 21403PETER HARTOFT www.HartoftMarineSurvey.com TOLL FREE 800-438-2827

GALE BROWNING OFFICE 410-263-3609

SURVEY OF THE 37'TAYANA MKICUTTERFILE #11E27BAP

TUSENTAKKBASIC DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

HIN TRACING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

HULL EXTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

DECK AND SUPERSTRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

VESSELS INTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

DCELECTRIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

ACELECTRIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

PROPULSION MACHINERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

MAST AND RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

SAILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

SAFETY ANDNAVIGATION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

ESSENTIALREPAIRS &CORRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

REQUIREDREPAIRS &CORRECTIONS (MODIFICATIONS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

DESIRABLEREPAIRS &CORRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

CONDITIONS OF ACCEPTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

APPENDIX:

FIBERGLASS BLISTER REPAIR

GLOSSARY

REFERENCES

RATES &SERVICES


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FILE 11E27BAP PAGE 2OF 32PAGES www.HartoftMarineSurvey.com

BASIC DATA

SURVEY PERFORMED ON BEHALF OF:NAME: Antonio GarciaADDRESS: P.O. Box 78563, San Francisco, CA 94107PHONE: 917-628-4497EMAIL: [email protected]

OWNER ON RECORD AT THE TIME OF THE INSPECTION:NAME: Joseph E. HummelADDRESS:PHONE: (H) (O)

LOCATION OF VESSEL DURING SURVEY: Afloat at Anchorage Marina and short-hauled at Tide WaterMarine in Baltimore, MD

PRESENT DURING SURVEY: Antonio Garcia, Trey Schaefer, and Joseph Hummel

DATE: May 27, 2011

NAME OF VESSEL: TUSEN TAKK TYPE: 37' Tayana MK I Cutter

LOA: 42' LOD: 36'8" LWL: 31' BEAM: 11'6" DRAFT: 5'8"

DISPLACEMENT: 24,000 LBS. BALLAST: 7,340 LBS.

HULL CONSTRUCTION: Fiberglass

HULL COLOR: White

ENGINE MAKE AND MODEL: Perkins 4-108 DieselENGINE NUMBER: Not observedENGINE HOURS: No meter

DESIGNER: Robert Perry

BUILDER: Ta Yang Yacht Building Co.

HULL NUMBER: TYA371860478

YEAR BUILT: 1978 MODEL YEAR: 1978

SAIL NUMBER: 186REGISTRATION NUMBER: NoneUSCG DOCUMENTATION NUMBER: 600396 NET TON: 10HAILING PORT: Houston, TX

REPLACEMENT COST APPROXIMATELY: $375,000.00FAIR MARKET VALUE APPROXIMATELY: $55,000.00

Vessel specifications obtained from guides and/or brokers listing sheet. Measurements and weights not verifiedAbove information believed correct but is not guaranteed.
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HIN TRACING

The hull identification number is required by the USCG to be displayed on all recreational boats built afterOctober 31, 1972. The number consists of a combination of 12 letters and numbers identifying the manufacturethe model number, hull number, date of construction and model year.

Hull numbers used between October 31, 1972 and August 1, 1984 are as follows:

1 2 3 = Manufacture's Code4 5 = Model Number 6 7 8 = Hull Number 9 10 11 12 = Date of Manufacture ( 9 10 Month, 11 12 Year)

Or

9 = M10 11 = Model Year 12 = Month of Manufacture; A = August B = September

Example: TSP90014M83B

TSP = Tillotson/Pearson

90 = Model 90014 = Hull #14M83B = Model Year, Construction began 1982, Code B = September

Hull Numbers used after August 1, 1984 are as follows:

1 2 3 = Manufacture's Code4 5 6 7 8 = Manufacture's Hull Number 9 10 = Date of Certification or Manufacture (9 is Letter for Month; A =

January, 10 is Last Digit of Year)11 12 = Model Year

Example: PYZ40012L586

PYZ = Present Yachts, Inc.40012 = Hull Serial Number L5 = December 1985 Date of Certification or Manufacture86 = 1986 Model Year
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INTRODUCTION

This report has been prepared applying the knowledge and experience of the surveyor, after a visualexamination and non-destructive testing of hull, rigging, machinery, equipment and other related items asmentioned in the report. Areas requiring tools for access have not been inspected, nor has any testing orinspecting, other than visual, been performed unless specifically stated.

As much information as is considered practical has been included in this report, but no attempt to compile

a complete inventory list has been made unless otherwise stated, nor are necessarily all, what by the surveyoris considered to be cosmetic damage or flaws mentioned.

Included in this report is a section called "Summary" containing the surveyor's conclusions and opinionsafter the examination. This section also indicates the base used for evaluating the vessel, e.g. "protected waters""inshore", "coastal" and "offshore".

The "Repairs & Corrections" section is an organized list of repairs, corrections and modifications basedon the findings indicated in the body of the report. The repair procedures or methods outlined are often only oneof several suitable approaches to a cost effective and safe repair. The repair approach should be coordinated withthe chosen repair facility and their abilities.

The "Repairs & Corrections" section is divided into three parts, "ESSENTIAL", "REQUIRED", and

"DESIRABLE" to facilitate in evaluating and prioritizing the needed repairs and corrections. The categories aredefined under the heading on the individual pages. It should be emphasized that not all repairs and correctionslisted under the heading "ESSENTIAL" are relevant to the seaworthiness of the vessel but are listed therebecause a substantial expenditure is believed to be needed to accomplish the correction. A number of correctionsand modifications are listed under the heading "REQUIRED" based on volunteer guidelines set by the NFPAand ABYC, none or only portions of those guidelines might have been followed by the manufacturer at the timeof building, consequently performing the suggested modifications constitutes an upgrading and improvementof the vessel and her seaworthiness but might not be strictly necessary for operating the vessel.

The section "Repairs & Corrections" should never be used alone, but always in connection with the fullreport. This also includes the times when the report is used to obtain estimates.

The intention of this report format, apart from that of a survey report as complete as possible given theabove mentioned limitations, is to make it an integral part of the vessel's manuals. The body of the report,

"Findings & Observations" can be used as a base for a checklist for regular maintenance and safety inspections

To help insure continuous seaworthiness and compliance with the latest Federal, USCG and underwriterrequirements, it is recommended that the vessel be surveyed at least every third year or before any major voyageafter collision, stranding or damage.

No vessel can be considered safe unless maintained and operated in a seaman-like manner. Due to a largenumber of factors, some beyond our control, vessels and their equipment do deteriorate. To prevent thisdeterioration from endangering the lives of the crew and other people and to preserve the investment in thevessel, maintenance and safety checks should be carried out on a regular schedule by the operator of the vessel


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HULL EXTERIOR

(The word "appears" is used where close or complete inspection was not possible. Unless otherwise indicatedinspection of the surfaces was performed by sounding and visual observation using non-destructive methods.)

HULL MATERIAL: Fiberglass reinforced resins hand laid up in a female mold.

TYPE OF UNDERWATER BODY: Full keel with cutaway fore foot.

TRIM: Judging from scum line, the vessel was floating with approximately four inch starboard list as observednear amidships.

PROTECTION (IN THE EVENT OF GROUNDING): Fiberglass keel with internal ballast; some very lightunfairness in bottom of keel, however, no indication of structural damage from grounding observed.

FAIRNESS AND SYMMETRY: Fairness good; symmetry good.

FINISH (HULLSIDES): Gelcoat finish on hullsides heavily oxidized with crazing throughout; there were somevertical areas of crazing in-line with chainplates on port hullside; there was also pinhead size areas ofgelcoat missing along the waterline mainly on starboard where the vessel was floating below markedwaterline; gelcoat chip approximately two inches by inch on starboard hullside in-line with gateexposing fiberglass; some minor gelcoat chipping on stem and transom; teak covering boards on bow and

transom in general good condition, however, finish deteriorated; using a Protimeter Moisture Meter, noelevated moisture detected where taken near waterline.

FINISH (BELOW WATERLINE): Antifouling paint on bottom well applied and showing good adhesionblisters were scattered throughout bottom with blisters ranging in size from inch to one inch in diameterone larger blister approximately one inch in diameter was opened with a pen knife and a fluid with a resinodor leaked out from blister; distance between blisters varied from one inch to 10 inches; there was noindication of loss of structural integrity on the vessels bottom due to blisters; using a Protimeter MoistureMeter, readings average 108 to 110; readings above 104 indicate some possible moisture intrusion;moisture readings in fiberglass can be more accurately determined by removing outer coatings to exposefiberglass and using a surface moisture meter.

SOUNDING (HULLSIDES): No indication of voids or delaminations.

SOUNDING (BELOW WATERLINE): No indication of voids or delaminations.

RUBRAILS: Teak rubrail left unfinished and was weathered with some mildew staining.

SWIM PLATFORM/LADDER: None permanently installed; portable teak boarding ladder in good condition

THRU-HULL FITTINGS/VENTS HULLSIDES: Aft end of fiberglass molding missing on port scupper drainin-line with gate for lifeline; other thru-hull fittings above the waterline in good condition.

THRU-HULL FITTINGS (EXTERNAL CONDITION BELOW WATERLINE): All appeared to be in goodcondition.

THRU-HULL FITTINGS (NUMBER, BELOW WATERLINE): Total of nine observed in addition to aDynaplate.

STEERING GEAR (UNDERWATER CONDITION): Fiberglass rudder blade hung aft of full keel; indicationof some core deterioration taking place on lower half of rudder, however, no indication of separationbetween fiberglass and core; high moisture readings were detected throughout rudder; swing of rudderfrom port to starboard was symmetrical; there was no binding of rudder when turning from port tostarboard to indicate damage to rudder stock; rudder stock in good condition where observed; heel fittingwell secured and in good condition; there was a small gap between heel fitting and bottom of rudder onstarboard side allowing water to enter.


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HULL EXTERIOR(CONTINUED)

PROPULSION GEAR (UNDERWATER CONDITION): Three bladed bronze propeller; 16x10 right handrotation; lock nut was loose when hauling the vessel; lock nut was tightened prior to launching the vesseltracking and pitch of propeller good; shaft appeared to be true; cutless bearing in good condition.

GALVANIC PROTECTION: Zinc anodes on shaft and on rudder showing only some light wastage.


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DECK AND SUPERSTRUCTURE(CONTINUED)

CLEATS AND CHOCKS: All well secured; wooden bollard on foredeck beginning to deteriorate.

GENOA TRACKS: Well secured to toerails; cars could be moved on tracks; forward starboard car did not slidefreely.

ANCHOR WINDLASS: ABI bronze manual windlass and a Simpson Lawrence manual windlass; bothwindlasses worked; break release could not be freed on Simpson Lawrence windlass.

WINCHES: Barient and Lewmar winches; all worked.

DECK VENTS: Dorade type deck vents; good condition.

DECK FILLS: All permanently labeled.

MISCELLANEOUS HARDWARE: Gallows for boom in general good condition; wood in need of refinishing

COCKPIT COAMINGS: Good condition.

COCKPIT HATCHES AND LATCHES: Teak and plywood cockpit hatches; all in general god conditionhowever, high moisture readings detected throughout locker lids on aft lockers; no means provided for

securing aft locker lids to the vessel; no means provided for securing forward cockpit locker hatch in openposition.

TENDERS/MOTORS: Inflatable dinghy rolled up, stored on deck under a canvas cover and a gasoline outboardmotor stored in cockpit locker; condition unknown.

TENDER CHOCKS/DAVITS: Stainless steel post with a davit for raising and lowering outboard motor waswell secured and in good condition.


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VESSELS INTERIOR

LAYOUT: Companionway leads to quarter berth to starboard with nav station forward of quarter berth; Ushaped galley to port; main salon forward with straight sided settee to starboard; U shaped settee to portwith table in U; passageway forward with hanging lockers and drawers on starboard; head compartmentwith integral shower stall on port; stateroom forward with V berth.

FINISH JOINERWORK: General good condition.

FINISH HARDWARE/FIXTURES: General good condition.

FUNCTION DRAWERS/DOORS/ETC.: Most in good working condition; could not operate latch for securingforward stateroom door in closed position on overhead.

CLEANLINESS INTERIOR/LOCKERS: Interior generally clean; some lockers lightly dirty; there was acombination of some painted locker and unpainted lockers.

UPHOLSTERY CONDITION: Vinyl upholstery in fair condition; a cover had been installed on V berth fillercushion.

CLEANLINESS BILGE: Lightly dirty with oily residue in deepest portion of bilge.

CABIN SOLE: Teak and holly cabin sole in good condition finished with a satin finish showing only light wearand some discoloration in passageway between head compartment and hanging lockers; forward accessboard could not be removed; most other boards fit very stiffly.

ACCESS TO INNER HULL SURFACE: Access limited due to built-in furniture, hull liner, tanks, andmachinery.

MEANS OF HULL SUPPORT: Bulkheads and built-in furniture; some beginning deterioration to forwardbulkhead in forward stateroom with teak veneer delaminating and some beginning deterioration; there wasalso some deterioration to aft port bulkhead in upper aft corner; starboard aft bulkhead in upper corner hasbeen repaired; it appears that a new piece of teak has been spliced in; it appeared that only the veneer wasreplaced with aft base of bulkhead left untouched; there was some delamination of veneer on plywoodbehind forward port seat back cushion, however, this can be considered purely cosmetic.

HULL TO DECK BOND: Good condition where observed.

CONDITION OF OTHER BONDS: All in good condition where observed.

FLOOR TIMBERS/STRINGERS: Good condition where observed.

KEEL BOLTS: N/A; internal ballast.

TRIM BALLAST: None installed.

HULL LINER: Teak paneling and vinyl; vinyl was dirty in most areas; there was some water staining to teakpaneling on port side in main salon.

HEAD LINER: Vinyl head liner above bunk; dirty with some mildew staining; wood paneling on head liner andother portions of the vessel; veneer damaged around mast partner; new head liner has been installed inhead compartment.

PORTS: Staining under most ports indicating possible leaks; gasket material in some ports was brittle.

HANDHOLDS: Well secured throughout the vessel.

INTERIOR STEPS: Teak companionway steps with nonskid installed on steps; well secured.


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VESSELS INTERIOR(CONTINUED)

VENTILATION: General good ventilation through opening ports, hatches, and deck vents; poor ventilation tomost lockers.

OBSERVED LEAKS: Possible leaks around ports and some deck hardware as indicated from staining.


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PLUMBING

(Section does not include Engine Fuel System)

WATER TANKS: One fiberglass tank.INSTALLATION AND LOCATION: Tank installed in bilge in main cabin; tank appeared well secured

and in good condition.CLEAN OUT PROVISION: None observed.

DOCKSIDE WATER HOOK-UP: None installed.

FRESH WATER SYSTEM: 12 volt pressure fresh water system in addition to manual hand pump at galley sinkFILTERS/STRAINERS: None observed.ACCUMULATOR TANK: None installed.WATERLINES: Fair condition.WATER HEATER: Force 10 120 volt/engine heat exchanger; worked through heat exchanger; there was

some surface corrosion on the mounting bracket.WATERMAKER: None

PUMPSFRESH WATER: ShurFlo 12 volt electric pump; worked; pump continued to run when turning off at

faucet; appeared to be due to low water supply; manual hand pump at galley sink; worked.

SEA WATER: NoneDECK WASH-DOWN: NoneSHOWER SUMP: WorkedGREY WATER: NoneHOLDING TANK: High capacity Edson bilge pump; could be used for pumping holding tank.AIR CONDITIONER: WorkedELECTRIC BILGE PUMP: WorkedMANUAL BILGE PUMP: Edson pump; could not be made to work due to gate valve for directing bilge

water overboard was stuck; there was also a leak around the bellows for the pump.

VALVES AND THRU-HULL FITTINGS: Bronze seacocks.SINKS: Galley sink drain valve could not be operated using normal force; head sink valve worked.HEADS: WorkedSUMPS: Thru-hull fitting installed above waterline; no shutoff valve installed.

AIR CONDITIONER: Intake valve worked; no shutoff on discharge located above the waterline.ENGINE: WorkedKNOT LOG/DEPTH SOUNDER: Good condition.BILGE PUMPS: Shutoff valve for manual bilge pump could not be operated using normal force; no

shutoff valves installed for electric bilge pump.COCKPIT DRAINS: Valves could not be operated using normal force.

HOSES: Deterioration taking place to intake hose for air conditioner; there was some through corrosionobserved on metal flange near base of sink in head compartment with some rust staining; aft cockpit drainhose connected to thru-hull fitting was brittle.

STRAINERS: Approved type strainer installed for air conditioner intake; some marine foulant observed.

BELOW WATERLINE THRU-HULL CONNECTIONS: Not all hose connections to thru-hull fittings belowthe waterline were double clamped; corrosion on hose connection for intake for air conditioner.

ANTISIPHON VALVE: Raised loop with antisiphon valve installed for head discharge; appeared to be missinga cap at the siphon brake; there was a raised loop installed for the shower sump, however, no antisiphonvalve installed.

SHOWER DRAIN: Drains into sump with sump pump installed; plywood on exterior of shower pan wasbeginning to delaminate.


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PLUMBING(CONTINUED)

ICEBOX: Appeared to drain into bilge.

HEAD TYPE: Manual marine type head.INSTALLATION: Installed in compliance with Federal regulations with provision for pumping waste into

a holding tank.FUNCTION: Worked

MARINE SANITATION DEVICE: Holding tank.MSD INSTALLATION: Holding tank was installed under engine; only small portion of top of tank could

be observed; material of tank unknown; fluid level in tank unknown; no tank gauge installed.Y-VALVES: Quarter turn shutoff valve installed under sink in head compartment; valve worked.DISCHARGE: Heavy duty rubber hoses; fair condition; there was a foul odor in the head compartment

GALLEY STOVE TYPE: Force 10 three burner gimbaled propane stove with oven and broiler.INSTALLATION: Stove generally well installed, however, no guard inboard of stove and stove was

secured in gimbaled hardware by gravity only.FUEL LINES: Copper and flexible line; good condition where observed; no chafe protection installed on

line where passing through cutouts outboard of stove; there was a T-fitting in the propane line outboardof stove with a shutoff valve for routing propane to the cabin heater.

GAUGES AND VALVES: Pressure gauge installed in tank locker for leak detection; no leaks observedelectrically operated solenoid switch installed; worked.FUEL TANK: Aluminum fuel tank fitted with overfill protection device on valve installed in locker

airtight to the vessels interior and vented overboard above the waterline, however, clear plastic hosewas used in lieu of heavy duty rubber wire reinforced hose; tank locker was not completely sealed wherefuel line and wire passed through cutout.

FLAME PROTECTION: Stainless steel sheet metal on cook top; no additional flame protection appearedto be needed.

INSTRUCTIONS STOVE/TANK: Not posted.STOVE FUNCTION: All three burners, oven, and broiler worked; electric striker worked, however, could

not be made to light burners.

CABIN HEATER: Force 10 propane cabin heater; generally well installed; heater could not be made to light


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DCELECTRIC SYSTEM

SHIP'S SYSTEM: 12 volt.

BATTERIES: Two D4 and one Group 27 AGM Lifeline batteries.LOCATION: D4 batteries installed under quarter berth; Group 27 battery installed aft of engine

compartment.CONDITION: All batteries showed good charge, however, battery charger, alternator, or solar panels were

operating during most of inspection.

PROTECTION AND FIXATION: Batteries all installed in acid proof boxes; Group 27 battery wasgenerally well secured with a nylon tie-down strap; diesel batteries were not secured against verticalmovement.

VENTILATION: Natural ventilation.OVER-CURRENT PROTECTION: None installed; some wires for equipment for connected directly to

batteries with no over-current protected installed near batteries.CHARGING SOURCE: Alternator on engine, solar panels, wind generator, and battery charger; wind

generator was not tested; there was not enough wind; all other charging sources worked; there was aregulator installed for solar panels and also a 50 amp breaker.

VAPOR TIGHT SPARK PROOF DISCONNECT/SELECTOR SWITCHES: Two four position vapor tightswitches installed; function of switches were not labeled.

DISTRIBUTION PANELMASTER CIRCUIT BREAKER: None installed.CIRCUIT PROTECTION: Circuit breakers on individual circuits.SWITCH LABELS: On/off position and functions labeled.METERS: Volt meter on DC panel was working intermittently; Link battery monitoring system worked

WIRINGTERMINALS: Exposed terminals on alternator and starter motor on engine and on back of switch located

forward of D4 batteries.ROUTING: Wires generally well routed and supported where observed.CONDITION: Wires in general good condition where observed.BONDING: Some bonding wires connected to below waterline metal fittings.

LIGHTS

CABIN: All worked.COURTESY: None installed.ENGINE ROOM: No DC lights installed.COMPASS: Not observed due to bright daylight conditions.ENGINE INSTRUMENTS: None observed.NAVIGATION: Lower navigation lights worked; steaming light, anchor light, and tricolor light could not

be observed.DECK: Port spreader lights could not be made to work.COCKPIT: NoneSPOT LIGHT: None

PUMPS: Refer to PLUMBING.

FANS: Worked

BLOWERS: None installed.

ENTERTAINMENTSTEREO: None


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DCELECTRIC SYSTEM(CONTINUED)

REFRIGERATION: Dometic; worked.

ANCHOR WINDLASS: No electric windlass.

ELECTRONICSVHF RADIO: Icom IC-M502; radio received; transmission not tested.

SSB RADIO: Icom IC-M710; powered up; no reception or transmission at time of inspection.WEATHER FAX: NoneHAILER: NoneDEPTH FINDER: Raytheon; worked.KNOT METER/LOG: Raytheon; worked.WIND INSTRUMENTS: Raytheon wind speed and direction indicator; worked.COMPASS: Integral with autopilot; compass was not accurate as compared to GPS and magnetic

compass.RADAR: Raytheon RL70C; worked.GPS: Garmin GPS 76 with mounting bracket in cockpit; worked; Garmin 128 at nav station; worked.NAV PLOTTER: Toshiba laptop computer with Captain navigation software.

AUTO PILOT: Refer to STEERING SYSTEM.


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ACELECTRIC SYSTEM

SHORE SYSTEM: 30 amp, 125 volt.HOOK-UP: Two marine type inlets; good condition.NEUTRAL/GROUND: No continuity detected; correct.POLARITY: Correct as tested with a portable polarity tested; reverse polarity indicator installed.CABLE: Two shore power cables; end fittings in good condition; insulation dirty with some oxidation.OVER CURRENT PROTECTION (3M): A single pole master breaker on switch panel; appeared to be

within three meters of inlet.

GALVANIC ISOLATOR: None installed.

GENERATOR: None installed.

DISTRIBUTION PANELSELECTOR SWITCHES: N/AMASTER CIRCUIT BREAKERS: Single pole breaker installed.CIRCUIT PROTECTION: Circuit breakers on individual circuits.SWITCH LABELS: On/off position and functions labeled.METERS: Volt meter and amp meter installed; both worked, however, when disconnecting shore cable

volt meter remained at 120 volts.TERMINAL PROTECTION: No terminal protection installed on combined AC/DC switch panel.

WIRING: Stranded wiring with sheathing installed where observed.TERMINALS: All well protected where observed with the exception of back of switch panel.ROUTING: Wires well routed and supported where observed.CONDITION: Wires in good condition where observed.

GROUNDING OF METAL CASES: No DC ground on metal case for battery charger.

CONVERTER/CHARGER: True Charge 40 Plus; set on AGM; worked.

INVERTER: None installed.

GROUND FAULT CIRCUIT INTERRUPT: None installed.

OUTLETS: All show good spring tension, proper current, voltage and ground.

LIGHTS: Light for aft end of engine compartment worked; no shade on light.

AIR CONDITIONER: Cruisair air conditioner with reverse cycle heat pump; appeared well installed.COOL: WorkedHEAT: Not tested due to high ambient air temperature at time of inspection.FILTERS: Access not gained but there was a lot of dust around air conditioning unit.

CABIN HEATERS: Reverse cycle heat pump on air conditioner; there was also a propane cabin heater; referto PLUMBING for propane heater.

WATER HEATER: Force 10 120 volt/engine heat exchanger water heater; heating element worked as loadtested; water heater worked through engine heat exchanger.

COMPUTER: Toshiba Satellite laptop computer; powered up.

ENTERTAINMENTSTEREO: NoneTV/DVD: Sharp TV with built-in DVD; TV powered up; no DVDs to test.


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PROPULSION MACHINERY

ENGINE MAKE AND TYPE: Perkins 4-108 diesel.

TRANSMISSION MAKE AND TYPE: Borg Warner velvet drive with straight shaft drive.

REPORTED OVERHAULS: None reported.

PROTECTION OF MACHINERY SPACE: Well protected.

REPAIR AND MAINTENANCE ACCESS: General good access to most of engine.

ENGINE ROOM INSULATION: Foil covered foam on forward engine room hatch; no insulation on aft sidesor aft end of engine compartment.

VENTILATION OF ENGINE SPACE: Natural ventilation.

COSMETIC EXTERIOR CONDITION OF ENGINE AND ENGINE ROOM: Generally clean with only somelight surface corrosion on portions of engine; engine appeared to have been recently painted; there wassome oily residue observed and appeared to be coming from forward seal.

COOLING SYSTEM

TYPE: Fresh water cooling with raw water heat exchanger.VALVE: Bronze ball valve; good condition.HOSES: Good condition.STRAINER: Reinforced plastic and bronze strainer installed; good condition; clean.PUMPS: Good working condition; there was some staining under raw water pump, however, this appeared

to be from a previous leak; no leaks observed at time of inspection.TANKS/HEAT EXCHANGERS: Appeared to be in good condition.ZINCS: Not inspected.

EXHAUST SYSTEMTYPE: Solid and flexible exhaust with water lift muffler.ROUTING: Hoses and pipes well routed where observed.HOSES & PIPES: Good condition where observed; could not observe uncooled portion of exhaust aft of

manifold where covered with insulation.

ANTISIPHON VALVE: No raised loop with antisiphon valve installed.LAGGING: InstalledMUFFLERS: Fiberglass muffler; good condition.CONNECTIONS: Double clamped; good condition.

LUBRICATION SYSTEMOIL LINES: Fair to good condition.FILTERS: Good cosmetic condition and accessible for oil change; no date or engine hours to indicate last

oil change.LEAKS: Some oily residue on forward end of engine; appeared to be coming from forward seal.

IGNITION SYSTEM AND CONDITION: Compression ignition; good condition; engine started easily froma cold start.

BELTSCONDITION: Showing some light wear and there was also some belt residue on forward end of enginePROTECTION: No belt guard installed.

AIR INTAKEFILTER: Canister in good condition.AIR BREATHER: Appeared to be in good condition.


18/41


PROPULSION MACHINERY(CONTINUED)

CHAFE PROTECTION: Hoses and wires well routed; no chafe observed.

ENGINE MOUNTS: Flexible engine mounts; all in good condition and well secured; no movement observedwhen testing under load.

DRIP PAN: None installed; bilge under engine was dirty and oily.

STUFFING BOX AND COUPLING: Traditional type bronze stuffing box; only some light weepage observedthis is normal for this type of stuffing box; coupling was generally well secured, however, set bolts incoupling were not safety wired; there was some surface corrosion on coupling; there was also a shaft saverinstalled between transmission and coupling.

ENGINE CONTROLSLEVERS: Good working condition.CABLES: Good condition where observed.

ENGINE INSTRUMENTS: Tachometer worked intermittantly; other gauges worked.

ENGINE ALARMS: None installed.

FLUID LEVELS: Correct level for all fluids; no overflow reservoir installed for fresh water coolant.

ENGINE FUNCTION: Engine started easily and ran well; engine idled at 600 rpm Photo tach; enginetachometer was not operating at idle rpm; at cruise, engine was operating at 2,160 rpm Photo tach, 2,400rpm engine tach, oil pressure 62 psi., water temperature 180 F, and speed was 6 knots; at wide openthrottle under load, engine turned up to 3,000 rpm Photo tach, 3,400 rpm engine tach, water temperature195 F, and speed was 7.4 knots; the second to aft injector temperature at cruise was 208 F; other injectorswere 160 F; there was no indication of overheat in the cooling or exhaust systems; smoke production wasnormal throughout operating range; vibration levels were normal; there was an exhaust leak observed onaft exhaust intake at manifold.

TRANSMISSION FUNCTION: Appeared to be functioning normally as tested during seatrial.

INDEPENDENT ENGINE SURVEY: Always recommended.


19/41


FUEL SYSTEM

FUEL TYPE: Diesel oil.

TANKLOCATION: One tank installed under V berth and one tank installed under starboard settee in main salonACCESS: General good access to top of tanks.LABEL: Not posted.MATERIAL: Painted steel tank installed under V berth; fiberglass tank under starboard settee in main

salon.INSTALLATION: Tanks appeared well secured.VENTILATION: Natural ventilation.CONDITION (EXTERIOR): Tanks not pressure tested; some surface corrosion on top and on welds on

top of tank for steel tank; fiberglass tank appeared to be in good condition; tanks were not pressuretested.

BONDING: Bonding wire connected to metal tank; no required on fiberglass tank.

TANK FILL BONDING: Bonding wire connected for fuel fill for metal tank; no bonding wire connected tometal fill routed to fiberglass tank.

FUEL LINE INSTALLATION ON TANK: Installed on top of tank where accessible for inspection.

ACCESS TO CONNECTIONS: Good access to most connections.FUEL SHUT-OFF

ON TANK: InstalledBY ENGINE: None installed; none required.

TANK FILL HOSE/PIPE: Type AII, U. S. Coast Guard approved, flame retardant hose; good condition.

TANK VENT HOSE/PIPE: Approved type hose used on fiberglass tank; a clear plastic hose was used on steetank and vent line was routed into forward lower locker in head compartment; not connected to a thru-hulfitting for overboard venting.

FUEL SUPPLY AND RETURN LINES: Type AI, U. S. Coast Guard approved, flame retardant lines; goodcondition where observed.

FUEL LINES ON ENGINE: Good condition.

FUEL FILTER: Racor 500FG with clear inspection bowl; there was some sediment in inspection bowl.

AUXILIARY FUEL PUMPS: None installed.

FUEL TRANSFER SYSTEM: None observed.

FUEL GAUGE: Gauge on engine instrument panel showed tank full; gauge not tested for accuracy.

REMARKS: Owner reported that steel tank was not in use and he said he had the tank clean and inspected.


20/41


STEERING SYSTEM

TYPE OF STEERING: Wheel steering via cable to quadrant.

VISIBILITY FROM HELM: General good visibility (without sails or dodger).

ACCESS TO STEERING SYSTEM: Good access to most of system.

PROTECTION FROM FOULING: Generally well protected if excess gear is not stored in port cockpit locker

RUDDER BLADE: Fiberglass rudder blade; see HULL EXTERIOR.

STUFFING BOX: Good condition; no weepage observed.

RUDDER STOCK: Stainless steel rudder stock; good condition where observed.

BEARINGS/BRACKETS: All; well secured and in good condition.

RUDDER STOPS: Wooden blocks secured to hull; good condition.

TILLER ARM/QUADRANT: Radio quadrant; well secured; good condition.

FASTENING OF SHEAVES AND CABLES: Well secured; good condition.LEAD OF CABLES: Well led where observed.

FUNCTION OF STEERING SYSTEM: Worked well as tested at dockside and during seatrial.

RUDDER INDICATOR: Integral with autopilot; worked; straight ahead position marked on wheel.

WHEEL LOCK: Installed; worked.

EMERGENCY STEERING SYSTEM: Provision for emergency tiller; tiller aboard the vessel; good conditionnot tested.

AUTOPILOT: Autohelm wheel mounted pilot.

INSTALLATION: Appeared well installed.FUNCTION: Worked well as tested briefly during seatrial.

WINDVANE: Monitor windvane; appeared well installed; not tested.


21/41


MAST AND RIGGING

RIG TYPE: Marconi masthead cutter rig.

MASTMATERIAL: Extruded aluminum.CONDITION: Mast in good condition as observed from deck; there was some light corrosion on aft end

of mast under canvas boot.STEP: Mast stepped through deck to reinforcement in bilge; good condition.

BOOT: Canvas boots; there was some bedding compound applied around mast partner on deck and a sprayin type foam around mast partner in the vessels interior.

STANDING RIGGINGTYPE: 1x19 stainless steel wire; all wire in good condition as observed from deck with the exception of

a kink in the port outer shroud below the first spreader.TERMINALS: Most fittings were stainless steel swaged fittings; lower fittings were in good condition

with the exception of corrosion observed on swaged fitting under drum for ProFurl; fitting could notbe fully observed to check for cracks; Norseman type fittings were installed on whisker stays andbobstay; lower fitting on bobstay had some surface corrosion, however, no cracks observed.

TANGS: Appeared to be properly aligned and well secured as observed from deck.TURNBUCKLES: Most turnbuckles for shrouds had been replaced with stainless steel open body

turnbuckles with the exception of a solid body turnbuckle used on starboard intermediate shroud and

on backstay; solid body turnbuckles may be original.TOGGLES: Integral with turnbuckles; steel extension base had been added to most shrouds; extensionbase appeared to be in good condition.

CLEVIS PINS: Bolts were used in some areas in lieu of stainless steel clevis pins and secured with selflocking nuts; nuts were not fully engaged for port outer and intermediate shrouds and for starboard outershrouds; split rings were used in lieu of cotter pins to secure port aft shroud and upper connection onbobstay.

CHAINPLATES: Stainless steel chainplates; some surface corrosion on chainplates in the vessels interiorwith rust staining indicating deck leaks.

SPREADERS: Two sets of spreaders reported to be aluminum; appeared properly aligned and well secured asobserved from deck.

STATIC TUNE: Mast slightly cocked to starboard in masthead.

ROLLER FURLING HEADSTAY: ProFurl for headstay and Schaefer 1100 for staysail sail; both well installedand worked well as tested during seatrial.

BACKSTAY ADJUSTER: Turnbuckle only.

BOOMMATERIAL: Painted wood.CONDITION: Wood was checked at aft end of boom extending forward approximately 15 inches; paint

finish was oxidized and beginning to lose adhesion in some areas.GOOSENECK: Well secured; good condition.

RUNNING RIGGINGHALYARDS: Some halyards were showing some oxidation; no chafe observed; lead of staysail halyard

was routed across mounting bracket for radar with potential for chafe.SHEETS: Showing some oxidation; no chafe observed.TOPPING LIFT: Vinyl covered stainless steel wire; vinyl covering in good condition, however, could not

determine condition of stainless steel wire under vinyl cover.REEFING LINES: Two reef lines installed; some oxidation.FURLING LINES: General good condition showing only some light oxidation.


22/41


MAST AND RIGGING(CONTINUED)

HARDWARESHEAVES/BLOCKS: All lower sheaves and blocks were in fair condition.TRAVELLER: Block and tackle traveller for mainsail in good condition.BOOM VANG: None installed.ROPE STOPS/CLEATS: No rope stops installed; cleats well secured.SHACKLES: Corrosion on shackle securing topping lift to boom; other shackles in good condition

shackles not safety wired.

SPINNAKER POLE: None

HYDRAULIC EQUIPMENT: None

MISC. FITTINGS: Windex, VHF antenna, and wind indicator on masthead; appeared to be in good conditionas observed on deck.

REMARKS: Mast and rigging observed from on deck only.


23/41


SAILS

(Unless otherwise mentioned, sails are inspected aboard the vessel by unfurling. Due to space limitations, noguarantee can be made on correctness of observations and evaluations. Proper evaluation can only be made bysetting sails in correct wind conditions.)

SAIL NUMBER: 186

MAINSAIL MATERIAL: DacronSAILMAKER: Banks Sails.CONDITION: Fabric and stitching in general good condition; two reef points installed, also, Dutchman system

was installed; sail was dirty with some staining and fit poorly; luff could not be completely tightened andcars on track on boom for foot of sail did not slide freely.

SAIL COVER: General good condition.

YANKEE MATERIAL: DacronSAILMAKER: Unknown

CONDITION: Fabric and stitching in general good condition, however, sail was dirty with some staining; UVprotective cover installed; good condition.

STAYSAIL MATERIAL: DacronSAILMAKER: UnknownCONDITION: Fabric and stitching in good condition; sail only lightly dirty; UV protective cover installed; good

condition.


24/41


SAFETY ANDNAVIGATION EQUIPMENT

(Minimum Inshore and Coastal Equipment)

FEDERAL REQUIREMENTSHORN AND/OR WHISTLE: Canister horn aboard.BELL (12M +): Not observed; not required for size of the vessel.PERSONAL FLOATATION DEVICES (PFD): Two Type II PFDs and two SOS inflatable PFDs.THROWABLE PFD: Type IV throwable cushions.

FIRE EXTINGUISHERS: Three Type B:C Size I fire extinguishers; all mounted; all showed good chargeone fire extinguisher appeared to be more than 12 years old; fire extinguishers did not carry currentinspection tags.

DISTRESS SIGNALS: Required number of flares aboard.OIL POLLUTION PLACARD: PostedMARPOL TRASH PLACARD: PostedNAVIGATION RULES (12M +): Not required for size of the vessel.WASTE MANAGEMENT PLAN (40'+): Not required for size of the vessel.NUMBERING: Documentation number permanently secured near mast step.NAVIGATION LIGHT PLACEMENT: Red and green navigation lights were angled slightly down and

starboard light was loose at mount.

ADDITIONAL UNDERWRITER REQUIRED EQUIPMENTBILGE PUMPS: Refer to PLUMBING SYSTEM.COMPASS/DEVIATION TABLE: Danforth constellation compass; good condition; no deviation table

observed.ANCHORS: 35 LBS. CQR; owner reports 200 feet of 5/16 inch HT chain and 250 feet of einch three

strand braided nylon; Fortress FX23 with chain and nylon rode; Danforth 20H and Danforth 13S.FIRST AID KIT: None observed.TOOLS: A few tools aboard.SPARE PARTS: A few spare parts aboard.

RECOMMENDED EQUIPMENTCHARTS: Chesapeake Bay chart kit and Norfolk, Virginia to Florida chart kit aboard.AUTOMATIC FIRE FIGHTING SYSTEM FOR ENGINE ROOM: None installed and no fire port

installed in engine room hatch.

GAS VAPOR DETECTOR: NoneSMOKE DETECTOR: NoneCO MONITOR: NoneHIGH BILGE WATER ALARM: NoneSAFETY HARNESSES: A couple of safety harnesses aboard.MAN-OVERBOARD-EQUIPMENT: LifeSlingE.P.I.R.B.: NoneLIFERAFT: NoneRADAR REFLECTOR/DETECTOR: Installed in rigging.STORM ANCHOR/DROGUE: Storm anchor aboard; not inspected.


25/41


26/41


ESSENTIALREPAIRS &CORRECTIONS

THE REPAIRS AND CORRECTIONS LISTED BELOW ARE THOSE BELIEVED BY THEUNDERSIGNED MARINE SURVEYOR TO BE NEEDED TO MAINTAIN AND/OR RESTORE THESTRUCTURAL INTEGRITY AND THE SEAWORTHINESS OF THE VESSEL, ALSO INCLUDED ARENON-SAFETY RELATED REPAIRS AND CORRECTIONS TO THE VESSEL AND/OR HER GEARINVOLVING WHAT IS BELIEVED TO BE SUBSTANTIAL EXPENSE.

NOTE!: Repairs and Corrections marked with capital reference letters may be required for underwriting. (See

page 4).

REFERENCE PAGE:

PAGE 8 - DECK AND SUPERSTRUCTURE

a. Further investigate possible core deterioration in decks. Core samples could be taken from underside odeck to determine condition of core. If the vessel is to be used for offshore sailing, core replacement maybe needed.

B. Replace bent screw on turnbuckle for forward port lower lifeline.

PAGE 10 - VESSEL'S INTERIOR

A. Repair forward bulkhead in forward stateroom and aft port bulkhead in upper corner in forward stateroomto regain original structural integrity of bulkheads.

PAGE 12 - PLUMBING

A. Replace air conditioning intake hose and corroded hose clamp.B. Replace corroded stainless steel flange near base of head sink drain.C. Free-up non-working valves to thru-hull fittings located below the waterline. Valves should be easy to

operate without use of tools.

PAGE 17 - PROPULSION MACHINERY

A. Repair exhaust leak on aft exhaust intake on manifold.

PAGE 19 - FUEL SYSTEM

a. If forward tank is to be used, it should be pressure tested to a maximum of 4psi to check for leaks.

PAGE 21 - MAST AND RIGGING

a. Due to age of rigging, if chainplates have not been removed recently to inspect for condition where passingthrough deck, remove at least on chainplate for shrouds and inspect for condition. If corrosion is observedremove all chainplates for shrouds and backstay, check for condition, and replace chainplates ifcompromised from corrosion.

B. Replace shackle securing topping lift to boom.C. Install longer bolts or replace with stainless steel clevis pins where used for securing lower terminals for

shrouds.D. Gain access to lower stainless steel swaged fitting for headstay. Remove surface and check for cracks

Replace if cracks are observed.E. Consult professional rigger regarding kink in stainless steel wire for port outer shroud and replace shroud

if needed.


27/41


REQUIREDREPAIRS &CORRECTIONS(MODIFICATIONS)

THE MODIFICATIONS LISTED BELOW ARE THOSE NEEDED TO CONFORM TO FEDERAL ANDUSCG REQUIREMENTS AND TO SELECTED ABYC AND NFPA RECOMMENDATIONS, ALSOINCLUDED ARE MODIFICATIONS AS DEEMED NECESSARY BY THE UNDERSIGNED MARINESURVEYOR FOR SAFE OPERATION OF THE VESSEL.

NOTE!: Repairs and Corrections marked with capital reference letters may be required for underwriting. (Seepage 4).

REFERENCE PAGE:


A. Provide means for securing aft cockpit locker hatches to the vessel.B. Provide means for securing forward port cockpit locker hatch in open position.C. Provide means for securing companionway hatch boards to the vessel.D. Cut back approximately one inch of vinyl covering on stainless steel wire lifelines near swaged fittings

to gain access to stainless steel wire. If corrosion, broken wire strands, or untwisting of wire is observedreplace lifelines using non-vinyl coated stainless steel wire.

PAGE 12 - PLUMBING

A. Free-up gate valve for overboard discharge of manual bilge pump. Prove pump operational.B. Double clamp hose connections to thru-hull fittings located below the waterline if hose barbs are long

enough to accept a second hose clamp.C. Install emergency plugs near thru-hull fittings located above the waterline and/or install shutoff valvesD. Seal propane locker where propane hose and wires pass through.E. Install a separate propane line from tank locker to cabin heater to reduce number of connections in propane

line in the vessels interior.F. Install antisiphon valve in raised loop for shower sump to prevent back siphoning.G. Install guard inboard of stove.H. Post operating instructions for stove where visible in galley and leak detection instructions in tank locker

PAGE 14 - DC ELECTRIC SYSTEM

A. Properly secure 4D batteries. Batteries should not be able to move more than one inch in any directionB. Install slow blow fuse in positive battery cables between batteries and vapor tight switch as close tobatteries as practical and sized for cable capacity (ABYC Guidelines do not require over-current protectionin starter circuits for engines, however, this is highly recommended).

C. Install over-current protection in positive wires for equipment where connected directly to batteries locatedwithin seven inches of source of power.

D. Install terminal protection on all exposed positive terminals.E. Prove steaming light and anchor light operational.

PAGE 16 - AC ELECTRIC SYSTEM

A. Replace master circuit breaker with double pole breaker.B. Install protective cover over back of AC wires on combined AC/DC switch panel.C. Install DC ground on metal case for battery charger.D. Install ground fault circuit interrupt protection on all outlets.


A. Bond metal fill pipe to metal fittings on fiberglass tank and fittings on tank to ground using minimum size8 AWG marine type wire color coded green.

B. If forward tank is to be used, replace vent line with a Type B, U. S. Coast Guard approved, flame retardanhose and vent overboard.


28/41


REQUIREDREPAIRS &CORRECTIONS(CONTINUED)


A. Inspect rigging aloft a minimum of once a year, before any major voyage, and after any suspected damageB. Check condition of solid body turnbuckles and screws. If screws have been compromised by corrosion

replace.C. Replace all split rings with cotter pins where used to secure standing rigging. Tape or cover with silicon

sealant.D. Safety wire shackles throughout rigging hardware.

PAGE 24 - SAFETY AND NAVIGATION

A. Service all fire extinguishers. Fire extinguishers more than 12 years old need to be hydrostatic tested oreplaced.

B. Correct installation of lower red and green navigation lights and resecure green light.C. Install fire port in engine room hatch and/or install automatic fire fighting system for engine compartment


29/41


DESIRABLEREPAIRS &CORRECTIONS

THE REPAIRS AND CORRECTIONS LISTED BELOW ARE THOSE BELIEVED BY THEUNDERSIGNED MARINE SURVEYOR TO BE NEEDED FOR MINOR REPAIRS, ROUTINEMAINTENANCE, COSMETIC UPGRADING AND GENERAL IMPROVEMENT OF THE VESSEL.

REFERENCE PAGE:

PAGE 6 - HULL EXTERIOR

a. To obtain more information about the vessels bottom laminate, a laminate profile can be taken. Thisconsists of removing each successive layer, visually inspecting laminate for damage and measuring formoisture, hardness, and acidity. Corrective measures can then be taken if needed based on the informationobtained. Refer to Appendix for Fiberglass Blister Repair.

b. With the vessel afloat and loaded for normal cruising, inspect trim. If the vessel still floats with a starboardlist, readjust gear or add trim ballast. Also, tankage could be moved or additional tankage added.

c. Paint hullsides for best cosmetic appearance.d. Clean teak rubrail and oil or apply finish.e. Renew finish on covering boards on bow and stern.f. Repair fiberglass molding on scupper drain on starboard in-line with gate for lifeline.g. Take core sample in lower portion of rudder to determine condition of core. If core material is deteriorated

core replacement may be needed.

h. Seal hole on bottom starboard leading edge of rudder.i. Due to age of vessel, recommend lowering rudder to gain access to rudder post to check for corrosion.


a. Replace clear vinyl windows for dodger using EZ2CY or Isinglass.b. Service starboard forward track for genoa sheet to allow car to slide freely on track.c. Repair or replace cracked support for aft port stanchion for stainless steel railing.d. Check condition of inflatable and outboard motor and make repairs if needed.e. Repair bollards on foredeck.f. Free up brake on Simpson Lawrence windlass.g. Replace missing and/or loose bungs over fasteners in teak overlay and repair bedding compound in areas

where beginning to fail. Clean teak and apply teak oil.h. Touch up finish on wood trim.

PAGE 10 - VESSEL'S INTERIOR

a. Repair or replace damaged teak veneer on paneling in main salon.b. Repair or replace plywood panel on forward port corner in main salon behind seat back cushion.c. Renew finish on cabin sole where needed.d. Repair or replace latch for securing forward stateroom door in closed position.e. Monitor ports and deck hardware for leaks and rebed if leaks are observed. Some gaskets in ports may also

need to be replaced.f. Replace upholstery.g. Improve ventilation to lockers.h. Clean bilge. Properly dispose of oil.i. Refinish interior of lockers where needed.


30/41


DESIRABLEREPAIRS &CORRECTIONS(CONTINUED)

PAGE 12 - PLUMBING

a. Periodically pressure test water tank to a maximum of 4 psi to check for leaks.b. Install clean out provision for fresh water tank.c. Install filter and strainer for fresh water system.d. Install accumulator tank for fresh water system.

e. Remove surface corrosion for mounting brackets from water heater. Replace brackets if compromised fromcorrosion.

f. Repair delaminating plywood on outboard side of shower well.g. Replace missing fitting for anitsiphon valve for head discharge.h. Clean or replace discharge hoses for head. Clean holding tank.i. Install tank gauge for holding tank and for fresh water tank.j. Provide better means for securing galley stove in gimbaled hardware.k. Make cabin heater operational.

PAGE 14 - DC ELECTRIC SYSTEM

a. Prove wind generator operational.b. Label function of battery switches.

c. Install master circuit breaker for DC system.d. Repair or replace volt meter on DC panel.e. Repair port spreader light.f. Test engine instrument lights and compass light.g. Test transmission of VHF radio.h. Check instruments for accuracy and calibrate if needed.i. Swing compass for autopilot.

PAGE 16 - AC ELECTRIC SYSTEM

a. Install shade over light aft of engine compartment.b. Clean dust from air conditioning unit and replace filter if needed.c. Prove reverse cycle heat pump on air conditioner operational.

PAGE 17 - PROPULSION MACHINERY

a. Install additional insulation in engine compartment.b. Remove oily residue and light surface corrosion on portions of engine Prime and paint.c. Inspect zinc anode in cooling system and replace if needed.d. Install raised loop with antisiphon valve for water injection to exhaust to reduce potential for back

siphoning.e. Repair oil leak on forward end of engine.f. If fluids in engine have not been changed during spring commissioning, change all fluids.g. Replace alternator belt. Check alignment.h. Install belt guard.i. Have engine inspected by factory authorized mechanic to determine long term condition.j. Consult mechanic regarding intermittent operation of tachometer.k. Consult mechanic regarding high temperature of second to aft injector when operating engine at cruise

rpm.


a. Periodically pressure test fuel tanks to a maximum of 4 psi. Repair or replace as necessary.b. Clean Racor filter. If filter clogs readily, clean fuel in tank.c. Check fuel gauge for accuracy.


31/41


DESIRABLEREPAIRS &CORRECTIONS(CONTINUED)

PAGE 20 - STEERING SYSTEM

a. Install emergency tiller to check for fit and function.b. Test Monitor windvane steering system.


a. Correct static tune to align mast.b. Repair aft end of boom where wood has checked.c. Install fairlead for staysail halyard where passing over mounting bracket for radar to prevent chafe.d. Clean running rigging.

PAGE 23 - SAILS

a. Clean all sails.b. Consult sailmaker regarding reshaping mainsail.c. Clean and lubricate boom track and tighten foot of sail.

PAGE 24 - SAFETY AND NAVIGATION

a. Construct deviation table for compass.b. Carry a first aid kit.c. Install gas vapor detector, smoke detector, CO monitor, and high bilge water alarm.d. If the vessel is to be used for coastal or offshore sailing, carry E.P.I.R.B. and liferaft.


32/41


CONDITIONS OF ACCEPTANCE

This report is submitted in good faith by HARTOFT MARINE SURVEY, LTD., and constitutes adescription of the condition of the vessel as observed by the surveyor at the time of the inspection.

Unless otherwise mentioned, a visual inspection only has been performed without removal of panels,furniture or fixed equipment as described in the "INTRODUCTION" to this report.

Any values and figures given and/or used in this report are based solely on the surveyors opinion andexperience, unless otherwise specifically noted. It is not guaranteed that any value given can be obtained in themarket place.

All conclusions and opinions concerning this vessel that are set forth in this report were prepared by thesurveyor whose signature appears on this report.

It is to be understood that the surveyor and HARTOFT MARINE SURVEY, LTD. assume noresponsibility for any defects not reported and shall not be held liable for errors and omissions nor for anydefects which may emerge at a later date.

No changes to any part or content of this report shall be made by anyone other than the surveyor, and thesurveyor shall have no responsibility for any such unauthorized changes.

This report is for the exclusive use of the person or organization on whose behalf the report was preparedThis person or organization may copy and distribute the report as needed for vessel purchase, settle a claim,obtain repair estimates, financing and insurance. The rights to the use of this report may not be sold ortransferred to a third party without written permission by the surveyor. HARTOFT MARINE SURVEY, LTDreserves all rights to this report and its contents and the distribution of same contents.

This report does not warrant (expressly or implicitly), or guarantee the condition of the above vessel, orits parts. You and your assigns hereby exempt and release the undersigned surveyor and HARTOFT MARINESURVEY, LTD. from any and all liabilities, claims, demands, actions or causes of action whatsoever arisingout of any damage, loss or injury to the vessel or to any person.

This report is not to be used for any purpose unless the "INTRODUCTION" has been read and paymenin full has been received by HARTOFT MARINE SURVEY, LTD. The use of and payment for this report

implies an acceptance of all the above mentioned conditions.

Respectfully Submitted,

DATE GALE BROWNING, NAMS-CMSMay 30, 2011 Marine Surveyor

COPYRIGHT 2007-2011 HARTOFT MARINE SURVEY, LTD.


33/41

COPYRIGHT 2007-2011 PAGE 1OF 4PAGES HARTOFT MARINE SURVEY,LTD

FIBERGLASS BLISTERS

EXPLANATION,DIAGNOSIS AND REPAIR

The following is an attempt to demystify and clarify the fiberglass blister problem.

Past survey observations by Hartoft Marine Survey, Ltd. indicate that approximately 70% of the fiberglassvessels in the Chesapeake Bay area when inspected have fiberglass blisters to varying degrees of severity. This

figure has recently been decreasing probably due to repairs having already been made. It is believed thaapproximately 95% or more of all fiberglass vessels in this area have, had, or will have, fiberglass blistersFurther observation shows that bottom laminate constructed with the commonly used orthophalic resins has alife expectancy of around 30 to 35 years before deterioration due to blistering and resin damage has structurallyweakened the bottom laminate. This deterioration can often be observed as flexing of the bottom laminate whenhand pressure is applied even on boats in the 40' to 50' range.

Some manufacturers have recently changed the resin types used in construction to higher quality resins (toisophalic or even better vinyl ester resins) in all or some of the outer layers of their vessels. Depending on resintype and application some of the comments above and below may not apply. Please consult with the builderfor the exact specifications.

What is commonly referred to as a "Fiberglass Boat" is more correctly a "Fiberglass Reinforced Polyester

Resin Boat". The hull skin is normally built in a female mold. First gelcoat is sprayed in the mold and thensuccessive layers of different types of fiberglass (cloth, matte, roving, etc.) is laid into the mold one at a timeand wetted out with polyester resin forming a hull consisting of many layers (or laminates) of fiberglass boundtogether with the resin.

Fiberglass blistering is caused by one or more factors such as resin type, contamination of materials, trappedgases, built-in voids, poor wetting out of laminate, incorrect humidity or temperature and dry lay up. Osmoticfiberglass blistering is a process which depends on the temperature of, and exposure time to, the water. Giventhe above mentioned factors, it is not surprising that fiberglass blisters appear on a large number of vesselswhich are kept afloat for long periods of time in relatively warm water.

Fiberglass blisters form only when water penetrates to the laminate. This water not only damages thelaminate by forming blisters causing localized delamination but also combines with uncured water soluble and

hydroscopic components in the resin forming an acid solution which is highly corrosive to even the well curedpolymers in the resin. As more water reaches the laminate, more corrosive solution is formed and more resinbroken down. The effect is that of flushing the resin out from between the fiberglass strands. A laminate soaffected is often referred to as having been hydrolyzed.

When a laminate gets hydrolyzed, a loss of strength takes place mostly in the form of increased flexibilityThe hydrolysis is very layer specific and does not normally extend to the same degree through all layers.Consequently, the loss of strength can be quite high in the outer layer but the overall loss of strength in the hullitself minimal at least early on in the process.

Fiberglass blistering is a fairly rapid destruction of the outer layer of laminate (occasionally two or morelayers) in the form of delamination due to the blister action. Typical blistering starts when the vessel is 5-10years old (applying a barrier coating may delay the formation of blisters). All blisters will eventually break(unless the entire affected layer delaminates, a very rare occurrence) given the initial impression of a blister freebottom. Occasionally, blisters may then again form, this time further into the bottom laminate creating new anddeeper blisters.

Hydrolysis (resin depletion) is a rather slow deterioration of the laminate (30-35 years) usually starting inthe outer laminates and given enough time eventually affecting all laminates in the lay up. Broken fiberglassblisters allow the water to reach the deeper layers of laminate more quickly, but hydrolysis often prevents blistersfrom forming in deeper layers due to the porosity caused by the resin depletion (in order for blisters to form, amembrane capable of holding pressure must exist).


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Hydrolysis can be recognized by resin "wash out" between the fiberglass strands leaving a laminate thatappears to be "dry", lacking resin. The resin remaining will be soft giving low barcol readings (below 40-45)and if the condition is severe, the bottom laminate may be easily deflected by hand pressure and will sound dullwhen percussion tested.

From the above, it follows that the most effective way to avoid blisters and laminate damage is to notexpose the laminate to water. This can be accomplished by keeping the boat out of the water or if you want touse your boat, by applying barriers to slow down water absorption. If the boat is new and has never been in thewater, a barrier coating can easily be applied. If the boat is used and maybe even has blisters, things become

more complicated. Please note that hauling a vessel for winter storage to "dry out" will not significantly, if aall, lower the trapped moisture in the laminate unless all gelcoat has been removed.

The objective of the fiberglass blister repair is to preserve or improve the current structural integrity andto prevent any future significant structural weakening of vessel's bottom laminate due to the fiberglass blisteringThe objective must also be to balance the life expectancy of the repair and the boat against the cost. It isbelieved that with the materials and techniques available today, a good barrier coating, under normacircumstances, should last four to eight years and a proper performed relamination may last for the life of theboat.

Cost is a serious consideration for most boat owners and in most cases spending money below the waterlineinstead of above the waterline on cosmetics and equipment is not a very attractive proposition except possiblyfor a "racing bottom". Barrier coating is a way of preserving "status quo" and preventing additional damage for

a limited period of time, a "temporary repair". Relamination is a repair of existing damage and a way orestoring or maybe even improving original structural integrity. With the right materials used, this is considereda "permanent repair". Relamination costs approximately 1.5 to 2 times as much as barrier coating and isbecoming a very attractive alternative to the old way of repairing with a barrier coating. This is particularly truewhen considering that relamination also addresses hydrolysis and that the repair often can be delayed for thenormal life span of 1 to 2 barrier coat repairs without significantly affecting the vessels structural integrity.

Blisters below the waterline can be divided into three groups: "paint blisters", blisters in earlier appliedprotective coating or antifouling paint; "gelcoat blisters", blistering of gelcoat with no involvement of laminateand "fiberglass blisters", blisters involving one or more layers of laminate.

Paint blisters can be considered purely cosmetic and should be treated as such. Blistering of earlier appliedprotective coating would indicate that the coating is compromised and would need to be renewed for best

possible protection of the laminate keeping the objective of the fiberglass blister repair in mind. Coating blistersare 1/16 inch to 1 inch in diameter, most common are 1/16 inch tocinch in diameter. Blisters can be puncturedby light finger pressure and contain a sticky acid fluid (always wear eye protection when opening any kind ofblister).

Gelcoat blisters with no involvement of laminate is rarely seen but when seen is most often found to be onelayer of gelcoat blistering off another underlying layer of gelcoat. This type of blistering is mostly cosmeticbut can possibly increase the likelihood of fiberglass blisters developing. Gelcoat blisters are 1/16 inch to 1 inchin diameter, most common are blisterscinch to inch. Blisters can be easily punctured with a knife tipBlisters are "crunchy" and contain a sticky acid fluid.

Fiberglass blisters involving gelcoat and part of first layer of laminate is by far the most commonly observed

type of blistering. This type of blistering causes relatively little structural damage initially and repairs can oftensafely be postponed for several years. However, a wet laminate is substantially less strong than a dry laminateand moisture penetration into the laminate can remove resin between fiberglass strands, accelerating theweakening of the structure over time. Blisters arecinch to 1 inch in diameter, most common are blisterscinch to inch in diameter. Some pressure is needed with a knife tip to puncture the blister. Blisters are"crunchy" and contain a sticky acid fluid.

Fiberglass blisters involving one or more layers of laminate leads to rather rapid loss of the structuralstrength of a vessel's laminate depending on number of blisters and layers of laminate involved. This type oblistering normally calls for corrective action within a relative short time span (1 to 3 years). Blisters are inch


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to 3 inches in diameter, most common are blisters to 2 inches in diameter. Blisters can be cut using a knifeapplying some force. Blisters contain a sticky acid fluid.

Before a repair is undertaken, the laminate should be inspected to determine to what degree the laminateis damaged by blistering and hydrolysis. A "window" should be created in the bottom laminate. This is doneby grinding into the laminate layer by layer until good laminate is found. Each layer is measured for moisturehardness (barcol) acidity and thickness. Layers are also visually inspected for resin and blister damageThickness of damaged layers can be expressed as a percentage of overall skin thickness. When the informationhas been analyzed, a decision can be made as to whether any repairs are needed at the present time. If a repair

is deemed necessary, a decision has to be made as to barrier coating or relamination taking into considerationthe use of the vessel and expected term of ownership verses cost.

A fiberglass blister repair commonly consists of an applied barrier coating to prevent the water fromentering the vessel's bottom laminate. None of the presently used barrier coats are 100% water tight and watercan, molecule by molecule, penetrate through the created membrane into the vessel's laminate. Microscopiccracking of the barrier coat may also occur due to lack of reinforcement from fiberglass strands again causingwater to reach the laminate. Consequently a fiberglass blister repair using barrier coating is not a permanentrepair but needs to be renewed after a period of time.

Based on experience and observations, the following basic steps may be taken to assure a satisfactoryfiberglass blister repair with maximum life expectancy. The below outlined procedure is for illustrationpurposes only and may vary between repair facilities.

1. All gelcoat should be removed from below the waterline. This prevents blistering from reoccurring inthe interface between the gelcoat and the first layer of laminate, by far the most common area whereblisters are seen. The removal of gelcoat also promotes drying of the laminate.

2. The vessel's bottom laminate should then be dried to an even moisture content, comparable to that ofthe vessel's topsides. On a Sovereign Moisture Master Meter, moisture content should not be more than5% on the A scale (this is not the actual moisture percentage in the laminate, readings are forcomparative purposes only). The reason for drying is two fold. The less moisture that is trapped in thelaminate, the more water molecules are needed to pass through the barrier coating before enoughpressure builds up to form new blisters. If the laminate moisture content is too high, many of the barriercoatings used will not cure or adhere properly. This often results in blistering of the barrier coating itselfor total failure of the bonding of the barrier coating.

3. Wash the laminate after drying to remove any solids and contaminates that might have reached thesurface of the laminate after the drying process. This washing can be plain water or an alkaline solutionIf an alkaline solution is used, Ph testing should be performed after washing to make sure the alkalinesolution has been completely removed. Laminate should be dry before proceeding.

4. The entire below waterline surface should be sealed with one to two coats of thin resin. This resinshould penetrate between any loose fibers and into any pores left in the surface of the laminate fromremoval of the surface, helping to fill and seal as many voids as possible and to create a good bond forthe products subsequently applied. The bottom should then be faired with a compound containing nonwater absorbent filler.

5. When fairing is completed, barrier coating should be applied to the bottom following the productmanufacturer's instructions; however, no less than three coats (not counting coats applied before fairing)should be applied whether the coating is brushed, sprayed, or rolled. Anything less than three coatingswill not guarantee complete mechanical coverage. To insure sufficient coat thickness throughout thevessel's bottom, it is suggested that not less than five coats be applied with more being better. If sandingis used or called for between coats, the number of coats may have to be increased.

A more radical and in general much longer lasting approach to repairing fiberglass blisters is to remove alldamaged bottom laminate, then laying up new layers of laminate using epoxy or vinylester resin (laminate madewith both of these resins have been shown to be much less likely to blister than polyester resin). This repair


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method has now been proven for a sufficiently long time to almost be labeled as a permanent repair. Atheoretical possibility exists of blisters eventually forming in the interface between the different resin types orin the old laminate. Relamination of vessel's bottom is in general only suggested by Hartoft Marine Survey, Ltdwhen fiberglass blistering is seen involving more than one layer of laminate or when severe hydrolysis has takenplace.

The procedure for relamination follows that of barrier coating closely except for laying up of laminates asneeded between step 4 and 5, however then the fairing step is often postponed until after the lamination iscompleted.

When a decision has been made to repair a vessel's bottom a number of additional considerations areneeded. The approach to the repair as suggested by the chosen repair facility should be checked against theabove outlined procedure and a resin/coating system should be selected. It is strongly recommended that theresin/coating system to be used is one with which the repair facility is familiar and has a positive experience inapplying. A large number of barrier coating systems from different manufactures are available today; howeverreliable records of effectiveness of the repairs made in the field with any of the systems are poor, makingspecific suggestions difficult.

A number of the resin systems are well documented and supported by their manufactures. Not all of theavailable products are compatible. It is strongly suggested that products from one system not be mixed withproducts from another system unless thorough testing is first performed. Of all the systems available, the epoxyresin systems appears in theory to be the most desirable. It should be pointed out that epoxy systems require

very controlled environments and rather precise techniques during application, which might turn out to be a verylimiting factor when used in the normal boat yard environment. Vinylester resins have been gaining popularityas a barrier coating and as a resin for use in relaminating, due to their ease of working and their much reducedsensitivity to environmental factors, they appear to work very well in the boat yard environment but underlaboratory conditions they do not show quite the outstanding characteristics of the epoxy resins. The failure rateof vinylester resins is at present by far the smallest of the commonly used materials making their use veryattractive.

Regardless of the system used it is suggested that to achieve the best possible curing and to lessen thechance of contamination, a controlled environment should be created around the vessel when coatings areapplied. This can be in the form of a plastic tent with temperature and humidity control or the vessel can beplaced inside a controlled building. Again, it should be pointed out that a repair facility should be chosen whichis familiar and experienced with the desired coating product and procedure.

There appears to be no advantage to treating fiberglass blisters on an individual bases except possiblepressure relief by puncturing blisters. Any other approach can at best be considered cosmetic only. Whenfiberglass blisters are observed on a vessel's bottom, a determination should be made as to the severity of theblistering. If only a few scattered blisters are seen in the bottom involving gelcoat and portions of first layer olaminate it is suggested that no immediate corrective action be taken but that the blister condition be monitoredat subsequent haul outs by the "window" process.

If fiberglass blisters are observed involving two or more layers of laminate or severe hydrolysis has takenplace, it is suggested that the overall structural condition of the vessel be evaluated and balanced against theuse (i.e. "inshore" or "offshore") and corrective measures be taken within a reasonable time period as outlinedabove.


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COPYRIGHT 2007-2011 GLOSSARY www.HartoftMarineSurvey.com

GLOSSARY

aft Back; towards the stern, as opposed to forward towards the bow.

antisiphon Air vent in a hose with or without check valve; usually installedin half loop in a hose terminating below the waterline. Air ventprevents water from siphoning back into the vessel.

ball valve Valve with internal body ball shaped; used to control water flowon a thru-hull fitting.

bobstay Standing rigging (wire or rod) that supports bowsprit vertically tolower part of stem.

boom vang A mechanical or hydraulic system attached to the boom to controlthe sail shape by downward pull between forward part of boomand lower part of mast.

bond Fiberglass strips used to join bulkheads, floor timbers and hullliners to the hull of the vessel. Also may be referred to as fillet

bonds or tabbing.

bow Forward end of the hull as opposed to the aft end, the stern.

crazing Hairline cracks in fiberglass or plexiglass.

cutless bearing Rubber bearing in bronze shell; supports propeller shaft in strutand/or stern tube (water cooled).

delamination Separation of some or all layers in laminated fiberglass orplywood; often caused by impact or water penetration.

faired/fairing To make smooth by sanding and/or filling, following the contour

of the vessel.

garboard The curved section between the hull and the keel. In woodenboats, the name given to the planks in same area.

gimbaled Device allowing items to swing to a level position when vesselheels. Stoves and kerosene lanterns are commonly gimbaled onsailing vessels.

gooseneck Attachment fitting between boom and mast, usually a universaltype joint.

gunwale Uppermost part of hull sides (topsides) along deck level.Pronounced gun'l.

hawse pipe Opening used for paying out or storing anchor rode below.


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heat exchanger Radiator normally using water instead of air for cooling. Used onfresh water cooled engines by circulating raw water with aseparate pump through a heat exchanger that isolates the freshwater from the raw water. Heat exchangers may also be used foroil and transmission cooling.

lagging Fire retardant insulation installed on the uncooled portion ofthe exhaust system on engines and generators.

leeboard/leecloth Board or canvas installed inboard on bunk to prevent user fromfalling out of bunk in a seaway.

petcock Small valve used to drain fluid; often installed on the bottom ofa secondary fuel filter, in engine block or heat exchanger.

rebed/to bed To use a sealant to prevent water intrusion to a seam or joint.

rodes Line used for anchoring.

scuppers A drain or opening in the rail, gunwale or planking of a boat topermit accumulated water to flow overboard.

seacock/ball valve Quarter turn valve usually attached to a thru-hull fitting below thewater to control water flow into and out of the vessel's plumbing.

seahood Cover over forward part of sliding companionway hatch; makescompanionway more water resistant.

separation Often used to describe non adhesion of two surfaces caused by anexternal applied force; like separation of fiberglass skin frombalsa core.

skeg A small vertical longitudinal fin. On power boats, a skegincreases the boat's lateral resistance and directional stability. Onsail boats, a skeg is often used directly forward of the rudder for

protection and to aid tracking. The rudder may be attached to theskeg.

stem The vessel's leading edge; the very forward vertical part of thebow. On wooden boats, the timber to which the forward portionof the planks are fastened on the bow.

stern Aft end of hull, as opposed to forward end, the bow.

strut Appendage attached to bottom of hull to help support propellershaft.

transom The portion that makes up the aft end of the hull, as opposed tothe stem.

traveller A track allowing sheets to slide across the vessels centerline.Mostly used for main sheet, provides more sail control than fixedsheet position.


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turbo An exhaust driven pump that forces additional air into thecylinders of the engine; normally used to increase horse power.On diesel engines, the turbo will also increase specific efficiency.

vang Line or device from boom to mast, cleat or rail. Often used as apreventer to avoid accidental jibes. Also see boom vang.

void Air bubble built into laminate or gelcoat at time of construction.Size can vary from tiny bubbles to areas several feet in diameter.

Small voids generally do not affect structural integrity.


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REFERENCES

The following list covers most of the important governing and testing bodies in boating relating to standards andguidelines.

ABS American Bureau of Shipping 16855 Northchase Dr. Houston, TX 77060

www.eagle.org 281-877-5800

ABYC American Boat and Yacht Council, Inc.613 Third Street, Ste 10Annapolis, MD 21403www.abycinc.org 410-990-4460

ASTM American Society for Testing and Materials100 Barr Harbor Dr.West Conshohockern, PA 19428www.astm.org 610-832-9500

NMMA National Marine Manufacturers Association

200 E. Randolph Dr., Ste 5100Chicago, IL 60601www.nmma.org 312-946-6200

NFPA National Fire Protection Association1 Batterymarch ParkQuincy, MA 02169www.nfpa.org 617-770-3000

SAE Society of Automotive Engineers400 Commonwealth DriveWarrendale, PA 15096www.sae.org 724-776-4841

UL Underwriters Laboratories, Inc.2600 N. W. Lake RoadCamas, WA 98607www.ul.com 877-854-3577

USCG United States Coast GuardCoast Guard Headquarters2100 Second St., SWWashington, DC 20593www.uscg.mil

USSA United States Sailing AssociationP.O. Box 1260; 15 Maritime DrivePortsmouth, RI 02871-0907www.ussailing.org 800-877-2451

Updated 4/2010 REFERENCES www.HartoftMarineSurvey.com
http://www.abscontainer.com/http://www.abscontainer.com/http://www.abycinc.org/http://www.abycinc.org/http://www.astm.org/http://www.astm.org/http://www.nmma.org/http://www.nmma.org/http://www.nfpa.org/http://www.nfpa.org/http://www.sae.org/http://www.sae.org/http://www.ul.com/http://www.ul.com/http://www.uscg.mil/http://www.uscg.mil/http://www.ussailing.org/http://www.ussailing.org/http://www.hartoftmarinesurvey.com/http://www.hartoftmarinesurvey.com/http://www.ussailing.org/http://www.uscg.mil/http://www.ul.com/http://www.sae.org/http://www.nfpa.org/http://www.nmma.org/http://www.astm.org/http://www.abycinc.org/http://www.abscontainer.com/


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HARTOFT

Documents

Tayana 37 'Ayala' survey