Sample Survey

Here is an example of one of my survey reports

Date

This is a report of the survey of the Year, Manufacturer Model motor yacht. The survey was conducted on date. The survey was carried out while the vessel was in the water at, Marina Name, while underway from location to location, and while on drydock at Boat Yard, California. The prospective buyer, Name, Address, and the Owner/Broker Name were present during the survey. The survey was commissioned by the prospective buyer. The purpose of the survey was to evaluate the vessel's condition and value prior to purchase and for insurance coverage and loan approval.

Name: 

Owner: 

Home Port: San Francisco, CA

HIN: 

State Number: 

Labeling: The hull was properly labeled with the vessel name and home port on the transom and the state numbers on the port and starboard bow.

Builder: Sea Ray, 2600 Sea Ray Blvd. Knoxville, TN 37914 (865) 522-4181 Fax (865) 525-5977. There were no recalls listed for this model vessel in the Coast Guard vessel recall data base.

Year Built: 

Model: 

Type of Vessel: Motor Yacht

Length: 

Beam: 

Draft: 

Displacement: 

Construction: Fiber Reinforced Plastic (FRP)

Propulsion: Twin Mercruiser Model  gasoline inboards with V drives

Serial Numbers port     starboard 

Fuel: Gasoline

Horsepower: 

Last haul out date: The vessel was hauled for the survey.

Date of last major refit: No refits have been made to this vessel.

Use of vessel: Pleasure

Waters navigated: San Francisco Bay and tributaries

I estimate the value of the vessel to be $$ in its present condition. This is based on information from the BUC, ABOS, Power Boat Guide and NADA used vessel price guides, reviewing recently sold boat prices at Soldboats.com and by comparing the vessel to advertisements of similar vessels currently found in places like, Boat Trader On Line and Yacht World and by evaluating the present condition of the vessel. The vessel was in above average condition requiring no maintenance work to prepare for sale and was normally equipped for her size. The original MSRP of this vessel was reported to be $$. The replacement cost of this vessel with a new vessel of similar type would be approximately $$.

Hull and Deck: The hull was constructed of cored FRP with internal FRP encapsulated wood frames bonded to the hull. The hull was a modified vee design with partial tunnels for the propellers. The gelcoat topsides were in excellent condition with good luster. There was one scratch three feet long on the port side aft of amidships that was cosmetic in nature. This should be repaired to improve the cosmetic appearance of the vessel. There was evidence that two gelcoat repairs had been made to the port topsides amidships. These were professionally completed with only a minor difference in color from the original gelcoat. Otherwise the topsides were in excellent condition. The topsides were free of gelcoat blisters. The hull below the waterline was painted with bottom paint. The hull was sound with no delamination or defects found. There were about 10 gelcoat blisters in a one foot square area in the bottom near the keel amidships to starboard. They were opened and found to be in the gelcoat with sound FRP under the blisters. These blisters should be ground out cleaned and filled with an epoxy filler. This was a cosmetic issue which should be addressed to maintain the value of the vessel. The hull to deck joint was a shoe box style with vinyl and stainless steel rub rail covering strip. Along the port side amidships there were several scraps in the surface of the rub rail. There were three nicks in the gelcoat near the aft end of the bow grab rail, at the outer edge of the deck just above the rub rail. There were two small nicks in the gelcoat at the edge of the transom where it stepped down onto the swim platform. These were cosmetic in nature and should be repaired to improve the cosmetics of the vessel. The main deck was FRP construction with a good nonskid pattern. The deck was in excellent condition with no delamination found.

Deckhouse: No structural defects were found in the cabin house.

Bulkheads: The vessel had partial bulkheads located throughout bonded to the hull with FRP tabbing. These were found to be sound with no signs of rot or water damage.

Strength Members: The vessel's strength members were made up of FRP encapsulated wood frames bonded to the hull with FRP laminate. All accessible interior locations were visually inspected and percussion sounded and found to be sound. All of the strength members that were accessible were sound.

Watertight Doors: There were no watertight doors in the vessel.

Watertight Bulkheads: There was a watertight bulkhead at the bow separating the anchor locker from the interior accommodations of the vessel. The engine compartment was separated from the accommodations spaces with a partial bulkhead, however the forward bilge under the accommodations spaces drained to the engine compartment.

Hatches and Doors: There was a hatch on the foredeck for access to the anchor locker. The hatch cover was a cored FRP part. The edge of the hatch cover should be scraped and sealed with epoxy. There was an aluminum and Plexiglas Taylor-Made hatch on the fore deck providing access to the forward vee berth space. The hatch was of sufficient size to be used as a secondary means of escape in an emergency. The hatch had two dogs and two hinges securing the hatch cover. The gaskets were in serviceable condition. There were two smaller aluminum and Plexiglas ventilation hatches in the cabin house top for the accommodations spaces. One in the head and one in the main saloon. These functioned satisfactorily. The three cabin hatches had screens installed. The two screens for the small ventilation hatches each had a single broken plastic clip holder which should be replaced. The companionway hatch was located to port. There was a one piece sliding door to close this hatch which operated satisfactorily. The aft cockpit contained four hatches in the deck giving access into the engine and steering compartment. These were held in place by gravity. I recommend that a means be installed to secure these hatch covers in heavy weather if the vessel is to be used offshore. There was a fifth hatch in the cockpit to port of the helm seat which gave access to the sewage holding tank.

Windows: There were four opening port lights in the cabin house. One was located inside a galley cabinet to port. The wood below this port light showed minor water damage to the varnish. The wood should be prepared and revarnished. The four opening port lights were in serviceable condition. These port lights each had a screen installed. The starboard forward screen was torn and should be replaced.

Through Hull Fittings: There were six through hull fittings below the waterline. Four were for head flushing water intake, holding tank overboard discharge and two sea water intakes for engine cooling. These four each had a proper ball valve which operated satisfactorily. The engine cooling water through-hull fittings had integral strainers on the hull exterior and internal strainers mounted in the engine compartment. The other two through hull fittings were for below water engine exhaust discharge. These were FRP tubes laminated into the hull with properly double clamped exhaust hoses. There were external fair water fittings bolted to the exterior of the hull for these fittings. There were twelve through hull fittings in the topsides above the waterline. The through hull fittings were in serviceable condition. There was a cockpit drain port and starboard near the transom; two bilge pump over boards for the electric bilge pumps port and starboard near the transom; a forward cockpit drain to port; two sink drains to port; the shower sump pump discharge to starboard; two anchor well drains near the stem and the main engine exhausts to port and starboard on the sides near the transom. These fittings did not have valves on them. All hoses on the through hull fittings were adequately clamped where they were attached to the through hull fittings. All hoses were in good condition. I recommend that a set of soft wood plugs be placed on board to plug any of the through hull fittings in an emergency should a fitting be damaged. The combination depth and speed transducer was installed to the bottom outboard of the starboard main engine.

Personal Flotation Devices (PFDs): There were six adult Type II PFDs stowed on board the vessel under the helm seat. I recommend that the PFDs be labeled with the vessel's name.

Ring Buoys: There was one Type IV PFD on board. This was of the ring buoy type and properly mounted for immediate use. There was a suitable boarding ladder mounted in the swim platform to assist in recovering someone from the water.

Life Rafts & EPIRBS: No life raft or EPIRB was carried. They are not required equipment for a pleasure vessel. I recommend that a life raft and EPIRB be placed on board prior to commencing any ocean voyage.

Distress signals: The visual distress signals on board were expired. Visual distress signals which are within the service dates stamped on the signals should be placed on board. The minimum requirement is to carry three day and three night distress flares. They should be carried on board in a suitable watertight container. Flares are dated with an expiration date. When obtaining distress flares ensure they have a Coast Guard approval number and the expiration date is not yet passed. Some flares qualify for both day and night service. There was a daytime distress flag on board. There were two sets of expired flares on board which were in satisfactory condition. If the vessel is confined to operations on inland rivers and the delta where the width of the body of water is less than two nautical miles, flares are not required to meet state and federal requirements.

First Aid Kit: There was a first aid kit on board. The kit should be examined for adequacy and for expiration dates of the contents.

Fixed systems: There was a Sea-Fire Model G250A Halon 1301 fixed fire fighting system installed in the engine compartment. The device appeared to be in serviceable condition and showed proper charge. There was a warning light installed at the helm to indicate the system's status. The fixed system should be inspected and serviced annually.

Portable Extinguishers: There were two portable size B-I fire extinguishers on board; one stowed in the main saloon and one in a locker on the bridge deck. They were of the pressure type and showed proper charge and were in good, serviceable condition. They should be mounted in brackets. The equipment on board met the minimum number to comply with the federal and state standards. The ABYC guidelines recommend carrying three size B-I extinguishers on a vessel of this size. There were no tags on these extinguishers showing when they were last serviced, however they were in excellent condition. Portable extinguishers should be inspected and serviced annually.

Detectors: There was a smoke detector installed in the accommodations space. There was a marine carbon monoxide detector installed in the accommodations spaces. Open flame appliances consume oxygen and should only be used when the interior of the vessel is open and well ventilated. Gasoline engines produce carbon monoxide gas and care should be used to ensure the interior of the vessel is open and well ventilated from forward when they are operated. Openings in the transom, including canvas enclosures should be closed when underway.

Number and type of pumps: There were two electric bilge pumps installed on board in the engine room bilge. These discharged high on the topsides port and starboard near the transom. Both pumps operated satisfactorily when tested. As an extra measure of safety, an additional float switch mounted higher in the bilge than the main pump switch should be installed to activate a bilge alarm. This will provide an early warning in case of flooding in excess of what the installed pumps can handle.

Portable pumps: No portable pump was on board. I recommend that a couple buckets be carried for use in an emergency.

General: The main engines were twin Mercruiser 5.7 liter / 350 CID V8 inboard gasoline engines with V drive transmissions. The engines were started and operated while on sea trials. They operated satisfactorily and looked to be in excellent condition from external examination. The starboard engine transmission leaked oil from the breather while underway at cruising speed. This should be inspected by a qualified mechanic and repaired to eliminate the leak. Both engines operated at 4400 RPM at wide open throttle which was listed as the maximum rated RPM in the engine manual. After an hour of operation at cruising speed the oil pressure on the port engine dropped to approximately 10 psi when the engine was brought back to idle. This should be addressed by a qualified mechanic. The bilge under the starboard engine was contaminated with transmission oil. The oil should be cleaned from the bilge after the transmission is repaired. I recommend that oil absorbent pads be placed in the bilge below each engine. All of the engine hoses were properly clamped and appeared to be in serviceable condition from outward appearance. Proper engine gauges were located in the helm console and functioned properly. The engine hour meters showed 318 hours on the port engine and 314 hours on the starboard engine. The engine oil was clean on the dip stick of both engines. Both engines had proper back fire flame arrestors installed. A separate engine survey was conducted prior to purchase. The findings of that survey are separate from this report.

Foundation & Mounts: The foundations for the main engines were substantial and sound.

Engine Cooling: The main engines were fresh water cooled with sea water heat exchangers. The coolant level in the expansion tanks was good and the coolant appeared to be serviceable. The hoses appeared to be in serviceable condition. There was a proper seawater strainer mounted in the sea water intake line for each engine.

Exhausts: The exhaust systems were wet exhausts with discharges through the hull bottom or overboard in the topsides near the transom at idle. The exhaust hoses were in good condition; all were adequately supported. One of the exhaust hose connections on the starboard engine was not double clamped. All of the hoses should be double clamped in this system.

Ventilation: The engine room was adequately ventilated with natural supply and duel power exhaust ventilation. The ventilation exhaust warning label was properly displayed at the steering console.

Stuffing tubes: The stuffing tubes and the packing glands for the propeller shafts were in good condition.

Propeller and supports: The propellers were mounted behind "I" struts forward of the rudders in partial tunnels. They were three blade 16 inch by 15 inch solid bronze propellers. Tip clearance appeared adequate. The water lubricated shaft bearings were in satisfactory condition. The shafts had proper zincs installed. The shafts were 1.25 inch diameter stainless steel shafts. No signs of corrosion were noted on the shafts where they were visible. The shafts were not pulled for the survey and the propellers were not removed.

Trim Tabs: The vessel had transom mounted trim tabs with hydraulic rams. They operated satisfactorily during sea trials.

Description: There were two independent aluminum fuel tanks located in the engine compartment outboard of the engines. The name plates indicated each to be 99 gallon capacity. The name plates on the tanks indicated they were manufactured by Florida Marine Tank and were original. There were no signs of excessive corrosion or leakage.

Supports: The tanks were adequately supported out of the bilge.

Fill: The fuel fills for the tanks were located on the port and starboard aft corners of the aft cockpit coaming with proper deck fittings. There was a proper ground wire between each metal fill fitting and the metal tank. The fuel fill hoses were double clamped. The hoses were in serviceable condition.

Tank Vent: A proper vent line was installed to the exterior of the vessel for each fuel tank. They exited near the fill fittings on the topsides port and starboard with proper flame screen fittings.

Sounding: The fuel tanks had fuel gauges mounted in the tanks which appeared to function properly. The fuel gauges were located on the dash with the other engine instruments.

Compartment ventilation: There was adequate ventilation for the fuel tank space.

Fuel supply plumbing: Fuel lines were all proper USCG type A hose. The fuel lines were in serviceable condition and properly supported. No leaks or defects were found in the fuel supply system. There were fuel shut off valves located at the forward end of the engine compartment. No valves were installed at the tanks.

Filter: There was a fuel filter plumbed in each fuel line, from each tank to the engine. Spare filter elements should be carried on board.

Main steering system: The vessel was steered with a Teleflex push pull cable system attached to the twin rudders at the aft end of the engine compartment. The cable, rudder bearings and stops were all in excellent condition. The rudders turned freely and smoothly over their entire range of motion. The steering system should be inspected and lubricated at least annually.

Rudder: The vessel had twin spade rudders. The rudders were of bronze construction with stainless steel rudder posts. The rudders and bearings were sound.

Primary power and lighting systems: The primary power and lighting system was a 12 volt DC system supplied by three deep cycle marine batteries for engine start and household services. The vessel's secondary electrical system was a 120 volt AC system powered by shore power. This system consisted of the shore power plug in the aft cockpit coaming supplying a distribution panel on the port side of the companionway. The panel supplied a Pro Mariner 30 amp battery charger, the hot water heater, the refrigeration unit, the stove and two 120 volt outlets. The battery charger was mounted in the engine compartment adjacent to the batteries.

Distribution switchboards & panel boards; Overload protection: The DC electrical system was in satisfactory condition. The distribution panel was located at the helm. All circuits were properly switched with circuit breakers and labeled. The 120 VAC distribution panel was separate from the DC panel. The panel had a reverse polarity indicator, power indicator and voltage meter built in. All circuits were properly protected with circuit breakers for over-current protection.

Wiring, receptacles, outlets and accessories: The wiring throughout the vessel was in excellent condition. All systems operated satisfactorily. The 120 VAC electrical outlets were on a GFI circuit. The GFI outlet in the galley would not test and reset and should be replaced. One low accent light at the vee berth did not function and should be repaired.

Shore power connection: The vessel had a proper 30 amp marine shore power hook-up located on the port aft side of the cockpit. There were no signs of overheating or corrosion on the connection. The shore power outlet should be cleaned and protected with a corrosion inhibiting lubricant for electrical connections on a regular basis. The shore power connection was within ten feet of the AC distribution panel.  There was no galvanic isolator installed.

Main engine powered generators: The main engines had alternators installed for charging the 12 volt batteries and supplying 12 volt house services. They were in serviceable condition.

Auxiliary Generators: There was no auxiliary generator installed.

Inverter: There was no inverter installed.

Batteries: The batteries were secured in place to prevent lateral and vertical movement in trays at the forward end of the engine compartment. There were three batteries in this location. They were all wet cell batteries. The battery terminals should be cleaned and preserved. There were proper battery switches for the batteries located to starboard in a locker in the aft cockpit.

Bonding, Cathodic Protection: There was a proper cathodic protection system installed. The bonding wires were in serviceable condition attached to the major metal equipment in the vessel. The bonding system was attached to a transom mounted zinc. There were zinc anodes on the shafts and trim tabs. The zinc anodes should be replaced while the vessel is hauled as a matter of routine maintenance.

Emergency lighting: Emergency flashlights should be strategically located on the vessel.

Ground Tackle: There was an anchor locker just aft of the stem. The locker had a hinged cover with a latch, that was in serviceable condition. The vessel had a 20 Kg. galvanized Bruce anchor stowed on the bow roller. The anchor rode was made up of 30 feet of galvanized chain and 300 feet of nylon anchor line. This was an adequate arrangement for the vessel. The shackle attaching the chain to the anchor was properly moused to prevent inadvertent opening. The bitter end of the anchor chain was tied to the vessel with small line to prevent damage should the anchor be released accidentally while underway.  There were two mooring cleats forward, two amidships and four cleats on the stern of the vessel for mooring. They were through bolted to proper backing plates. There was a Lofranz 1000 watt 12 volt anchor winch mounted on the foredeck. It operated satisfactorily during the survey both locally and from the helm. There was a winch handle for manual operation of the anchor windlass on board.

Compass: There was one steering compass mounted at the helm. There was no compass deviation table available. A compass deviation table should be developed for offshore navigation.

Electronic Equipment: The vessel had a Standard Horizon OMNI VHF radio installed at the helm. The VHF Antenna was mounted on the radar arch over the bridge. The unit appeared to function satisfactorily. There was a Lowrance model LMS-350a combination depth, knot meter and GPS device mounted at the steering console. There was a second depth repeater, Lowrance model 3500, mounted on the helm console. There was a Furuno Radar antenna mounted on the radar arch. However the radar display unit was not on board during the survey. The radar display unit should be placed on board and demonstrated.

Sound signals: There was an installed electric horn on board which functioned. There was a proper bell on board in accordance with the navigation rules.

Navigation lights & shapes: The vessel had properly installed navigation lights. No day shapes were carried on board. The operator of the vessel should ensure that proper day shapes are displayed when anchoring in an area where other vessel traffic may not be aware that the vessel is anchored.

Placards Oil and Garbage: The vessel had the required oil discharge placard and garbage placard on board.

Marine Sanitation Devices: There was an installed toilet in the head. This was plumbed to a polymer Type III MSD holding tank. The holding tank could either be pumped to a shore facility via a deck fitting or discharged overboard via a macerator pump. The installed toilet was of the electric pump type. The pump functioned satisfactorily. There was a spare pump on board at the time of the survey. A vented loop should be installed on the flushing water pump discharge side of the toilet plumbing to prevent siphoning of flushing water into the vessel.

General: There was a forward vee berth. The head with shower was located to port aft of the vee berth. Aft of the head was the main saloon with a convertible dinette to starboard. There was a Clarion M1000R AM/FM/Cassette and six disc CD changer stereo system installed on board which functioned. The galley was located to port in the main saloon area. The galley contained a two burner stove, a stainless steel sink and refrigerator. There was an aft berth below the helm with sitting head room which could be arranged as a double berth or as a sitting area. The forward vee berth and aft berth could be isolated from the main saloon with draw curtains. All interior joiner work, vinyl and fabric were well maintained and of good quality. All carpet and cushions were in good condition. There were cloth carpet covers snapped into the carpeting in the accommodations spaces. The floor in the main saloon was plywood construction and it was not treated on the underside. I recommend that the underside of the plywood floor be treated with an appropriate bilge paint. The helm station had a wide bench seat which had fore and aft adjustment for the helmsman. The windshield had a power operated opening center section for ventilation. There were three windshield wipers on the windshield. The port wiper did not function and should be repaired. At the top of the companionway there was a stowage locker which contained the distress flares and first aid kit. The two fasteners at the bottom of this compartment which held the wood and vinyl enclosure to the deck should be tightened. The aft cockpit had U shaped removable bench seats with a center insert to make a sunbathing pad. Some of the fasteners for the leg connections for these seat benches were loose and should be tightened. The aft cockpit had a snap in removable rubber backed carpet which was warn but serviceable. There was s single low grab rail around the periphery of the foredeck. Amidships on the port side the rail had minor scratches along the outer edge for about four feet. These should be polished out by a stainless steel metal shop. There was a two step stern ladder for use as a swim ladder mounted on the swim platform. There was a Bimini top and canvas enclosure for the bridge and aft cockpit with side curtains and stern enclosure. All canvas was in good condition of matching blue material. There was a spot light mounted on the bow pulpit which functioned.

Cooling systems: The vessel had no installed air conditioning cooling system.

Heating systems: The vessel had no installed heating system.

Cooking systems: The galley had a Kenyon Model 406 two burner alcohol or electric stove. The stove operated satisfactorily with electric power. The cover shut-off device for the electric stove stuck in the off position when tested and should be cleaned and freed for proper operation. The alcohol part of the stove was not tested during the survey. The stove should be cleaned and tested before being placed in operation. There was an Origo installed microwave oven in the galley which operated satisfactorily off of shore power.

Refrigeration: There was a Norcold TEK II model DE351D under counter refrigerator mounted in the galley. This operated off of the 120 VAC or 12 Volt DC system. The unit operated satisfactorily.

Fresh Water Systems: There was a hot and cold pressure fresh water system for the sink and shower in the head, the aft cockpit shower and the sink in the galley. The fresh water tank fill was located on the port side of the main deck. The vessel had an Attwood Model R6, 6 gallon electric or engine heated hot water heater located aft of the main engines. It operated satisfactorily during the survey. The head drained to a small sump in the center bilge compartment. The Attwood 750 sump pump functioned properly with discharge overboard to starboard. I recommend that the plastic sump box be more securely fastened in the bilge.

The vessel was structurally sound and well fitted for her intended service.  The vessel was in excellent condition overall. The following items should be corrected immediately. Visual distress signals should be placed on board in a suitable watertight container. The portable fire extinguishers should be mounted in brackets in readily accessible locations. The starboard engine transmission oil leak from the breather should be inspected by a qualified mechanic and repaired to eliminate the leak. The oil should be cleaned from the engine compartment bilge after the transmission is repaired. The exhaust hose connection on the starboard engine which was not double clamped should be double clamped. All other items in this report addressed issues of routine maintenance to maintain or improve the condition and value of the vessel.

This survey is a statement of the observations of the surveyor on Date. These observations are the result of visual examination of the vessel and non-destructive probing and sounding of the vessel and its visible structure and systems. The survey did not evaluate hidden portions of the vessel due to construction methods, plating, planking, bulkheads, ceilings, covering boards, fascia pieces, fiberglass, or plastic coverings. Additionally areas under fuel or water tanks or areas under casings of engines, electric motors and machinery which were inaccessible were not surveyed. Except as was specifically detailed in this report, no portion of this vessel was examined that would have required removal of structure, parts or equipment. No test borings of the hull or superstructure were made nor was any equipment or machinery operated under abnormal load. This report makes no warranties as to the seaworthiness of the vessel nor to what the condition of the vessel may be in the future. It is a statement of what was observed by the surveyor on the day of the survey. It is submitted without prejudice. The current editions of the U.S. Federal Regulations, the ABYC Standards & Recommended Practices for Small Craft and the NFPA National Fire Codes were used as well as the opinions of this surveyor, in making recommendations. The recommended repairs should be carried out by qualified personnel in accordance with good marine practice.

Signed: _______________________ This _____ Day of _____________________.

Randell B. Sharpe; Marine Surveyor

SAMS Accredited Marine Surveyor #718

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