marine-surveyors@spect - Previti Marine Surveyors

PREVITI * MARINE SURVEYOR AND CONSULTANT, INC.
P.O. BOX #1210
SOLOMONS, MD 20688
(410) 326-0866
Email; marine-surveyors@spectrumsciences.com
MARINE PURCHASE SURVEY
1999 LEOPARD 38’ CATAMARAN, “XXXXXXX XXXX”
File No. XX091808.SUR
REPORT OF SURVEY
This is to certify that on 9/18 & 19/2008 in water and 10/15/08, out of water, at the request of
XXXXXXX, “XXXXX”, XXXXXXX, I conducted a survey of the above vessel in water [x]
hauled [x] in New Byrne, N. C. and Zahniser’s Marina in Solomons, Md. Results of the survey
are as follows:
GENERAL DATA
NAME “XXXXXXX XXXX”
PRESENT OWNER/AGENT XXXXXX XXXXX
BUILDER Robertson & Caine/Leopard
VESSEL TYPE Grp catamaran
AREA OF OPERATION
DESIGNER
HULL ID#
Simonis & Voogd
L38020A999
Chesapeake Bay & tributaries
YEAR BUILT 1999
DOCUMENTATION # [x] STATE REGISTRATION # [ ] 1081411 See rec. #1
LOA 37’
LWL 33’, 9”
HULL DETAIL
BEAM 21’, 3”
DRAFT 3’, 7”
BOTTOM CONFIGURATION Typical twin hulls with keels. Skeg rudders, twin screws
DISPLACEMENT 14,000
# BALLAST N/A
TYPE N/A
BUILDING MATERIAL Grp. (Glass reinforced plastic)
SOLID [ ] CORED [x]
Note; Hulls are fully balsa cored, with the exception of the hull centerlines.
BULKHEADS & STRUCTURAL MEMBERS Good. See comments in finding #2.
COSMETIC CONDITION, COLORS, ETC. White hull with red and blue stripes, black
bottom. Cosmetics are generally good. See comments in finding #2. .
EXTERIOR WOODWORK CONDITION N/A
HULL & DECK JOINT Hull and deck flanges are fiberglassed and appeared good.
.
BOTTOM As inspected on 10/15/08, out of water, damage was due to grounding.
GENERAL CONDITION See rec. #2.
File No. OB091808.SUR
Page 2
DECK & SUPERSTRUCTURE
DECK CONFIGURATION Twin hull decks forward, side decks, aft deck and twin sugar
scoop transoms with molded steps. Raised forward deck runs aft to raised salon structure. Arch.
BUILDING MATERIAL Grp. (Glass reinforced plastic) SOLID [ ] CORED [x]
CORE TYPE Balsa
GELCOAT CONDITION Good. See comments in finding #3.
STRUCTURE Top and bottom grp skinned, core sandwich construction.
EXTERIOR WOODWORK CONDITION N/A
GENERAL CONDITION Average. See recommendation #3.
MAST(S), RIGGING & SAILS;
RIG CONFIGURATION Fractional 7/8ths rigged, single swept spreader, deck stepped sloop
SPARS: BRAND, MATERIAL,
Isomat anodized aluminum
CONDITION AS SEEN FROM DECK, UNLESS ALOFT INSPECTION SPECIFIED:
Note; Aloft rigging inspection conducted
STANDING RIGGING; SWAGE & J-HOOK; All appeared good. See rec. #4.
RUNNING RIGGING; Serviceable.
CHAIN PLATES Good
MATERIAL Stainless
WIRE ROPE, SIZE AND TYPE; N/A
MAST ATTACHMENTS; BOOM, POLES, BLOCKS, ETC. Good
SAILS:
SAIL AREA Approx. 1,012 sq ft.
Fully battened main w/ roach SAILMAKER Doyle
Roller genoa
SAILMAKER Doyle
Spinnaker
SAILMAKER Unknown
CONDITION Good
CONDITION Good
CONDITION Unknown
File No. OB091808.SUR
Page 3
UNDERWATER MACHINERY & HARDWARE
# INSTRUMENTS 2
MATERIAL Plastic
CONDITION Good
# THRUHULLS 11 total
MATERIAL Bronze
CONDITION Good
# GATEVALVES 0
MATERIAL
CONDITION
# BALLVALVES 9 found MATERIAL Bronze
CONDITION Good
# SEACOCKS
CONDITION
0
MATERIAL
STERN BEARING [x] CONDITION See rec. #5.
STRUT & BEARING [ ] CONDITION N/A
PROPELLER SHAFT MATERIAL Stainless steel
PROPELLER MATERIAL Bronze SIZE 15 x 9
SIZE 1” CONDITION Internal
portions are good.
NO. BLADES 3
FEATHERING [ ] FOLDING [ ] FIXED [x ] CUPPED [ ] CONDITION See rec. #6
PROPELLER SHAFT STUFFING BOX(ES) CONDITION Dripless glands are good
GROUNDING PLATE [ ] RUDDER MATERIAL Grp CONDITION Good.
RUDDER STUFFING BOX(ES) CONDITION N/A
HOSES Good
HOSE CLAMPS Good
ZINC CONDITION: SHAFT(S) Fully wasted
DOUBLED [ ]
See rec. #7
RUDDER(S) N/A OTHER N/A
GALVANIC CORROSION PROTECTION LEVEL; 420 millivolts DC. Poor level.
See rec. #8
STEERING SYSTEM
TYPE Single station, wire rope over sheave to tiller arm steering
AUTOPILOT Autohelm ST6000+
OTHER Emergency tiller.
ENGINE CONTROLS Single station, twin engine, single lever controls
CONDITION Good. See rec. #9
File No. OB091808.SUR
Page 4
ENGINE ROOM
PORT
MAKE Westerbeke
MODEL # W42B4
SERIAL # 41949 0 81042
YEAR 1999
HOURS 2400
H.P. 42 at 3,600
FUEL: GAS [ ] DIESEL [x]
STARBOARD ENGINE
MAKE Westerbeke YEAR 1999
MODEL # W42B4
HOURS 2400
SERIAL # Not visible H.P. 42
GAUGES: OIL PRESSURE [x]
TEMPERATURE [x]
AMMETER
[x]
TACHOMETER [x]
FRESH WATER COOLED [x]
SEA WATER COOLED
[]
VOLTMETER
[x]
HOUR METER
[x]
FUEL
[x]
OTHER’S
[]
SEAWATER STRAINER [x] SWC INTAKE WATER SYSTEM CONDITION Good
ENGINE BED CONSTRUCTION Fiberglass
CONDITION Good
TRANSMISSION, MAKE, MODEL & RATIO Hurth transmissions. Model #HBW150A,
1.88:1 ratio
SERIAL #’S: PORT 0115158
STARBOARD 0115764
GENERAL CONDITION See rec. #10
SEA TRIAL COMMENTS;
RPMS:
PORT STAR. SPEED/KTS OIL PRESSURE TEMP. VOLTS
IDLE;TRUE
TACH’S
CRUISE;
TRUE
TACH’S
MAX;
TRUE
TACH’S
1121
950
958
950
3.6 KTS
Port side pegged
25#
175F P
166F S
14.8 P
14.59 S
2680
2300
2739
2300
6.8 KTS
Port side pegged
55#
183F P
185F S
Same
3348
3000
3481
3050
7.8 KTS
Port side pegged
55#
185F P
184 S
Same
File No. OB091808.SUR
Page 5
BILGE AREA
BILGE PUMPS: HAND 2
ELECTRIC 4
AUTOMATIC 4
OPERATING CONDITION Good.
BILGE CONDITION Good. Some minor water accumulation. Note; Starboard hull water
accumulation was found excessive and an unknown leak source suspected. Owner dried the bilge
and located a dripping head exhaust hose clamp, which was reportedly corrected.
EXHAUST SYSTEM
WET [x] DRY [ ] HOSES Good
CLAMPS Good MUFFLERS Good.
VENTILATION: NATURAL VENTS & DUCTS [x] BLOWER [x] ADEQUATE [x]
CARBON MONOXIDE DETECTION: See rec. #11
FUEL SYSTEM
TANKS 1
CAPACITY 65 gallons
SECURED PROPERLY Yes
MATERIAL: STAINLESS STEEL[ ] TINNED COPPER [ ] FIBERGLASS [ ]
ALUMINUM [x] GALVANIZED STEEL [ ] STEEL [ ] BLACK IRON [ ] MONEL [ ]
LOCATION Starboard engine room, inboard VENTED OVERBOARD [x] BONDED [x]
ADEQUATE SHUTOFF [x] PIPING TYPE Hose FLEX HOSE AT ENGINE [x]
FILTRATION [x] CONDITION Appeared good. See recommendation #12
FIRE PROTECTION
NUMBER 2
TYPE Dry chemical
SIZE BC:1
ENGINE AREA SYSTEM None installed
SYSTEMS LAST TAGGED 2007
CONDITION Good.
SAFETY EQUIPMENT
FLOATATION DEVICES: TYPE II & IV
NUMBER 4 & 1
DESCRIPTION PFD’s & horseshoe buoy
DISTRESS SIGNALS - AT LEAST 3 EACH:
HAND HELD RED [ ]
DATE
AERIAL RED [x] GUN [x] DATE 2011
ORANGE SMOKE
DATE
HORN [x] BELL [x]
GROUND TACKLE
ANCHORS:
TYPE, WEIGHT, CHAIN & RODE: 45# CQR with 145’ 3/8” chain
CONDITION Good
MAN OVERBOARD RETRIEVAL SYSTEMS: Boarding ladder, swim platforms and Type
IV horseshoe buoy
File No. OB091808.SUR
Page 6
ELECTRICAL SYSTEM
DC SYSTEM:
VOLTS
12
LIGHTS:
BATTERIES 2-12 volt cranking batteries
6-6 volt batteries
ADEQUATE VENTILATION [x]
INTERIOR [x] *
ANCHOR
[x]
TERMINAL PROTECTION [ ] *
RUNNING
[x]
CURRENT PROTECTION
[x]
STEAMING [x]
BONDED
[]
COMPASS
[x]
BATTERY SWITCH
[3]
DECK
[x]
PROPERLY SECURED
[x]
ENGINE INSTRUMENTS[x] *
BOX(ES)
[]
NAVIGATI0NAL INST.[x]
WIRING TYPE Stranded copper to code of period
GENERAL CONDITION Good. See rec. #13
AC 120 VOLT, 30 AMP SYSTEMS:
CHARGER [x] REVERSE POLARITY INDICATOR [x] FUSED [ ] GROUNDED [x]
LIGHTNING PROTECTION [x] BREAKERS [x] OUTLETS [x] SHORE POWER [x]
HERTZ READING; 60 NORMAL; 59.9 cycles found. Good
GENERATOR:
MAKE 12 volt Phasor generator charges inverter
batteries.
A Xantrex 1.8 KW inverter is installed.
GENERATOR NO LOAD HERTZ: 60 NORMAL; N/A
GENERATOR FULL LOAD HERTZ: N/A
GENERAL CONDITION Good
File No. OB091808.SUR
Page 7
POTABLE WATER SYSTEM
TANKS 2
MATERIAL Plastic
CAPACITY 210 gallons total
TANK LOCATION Port and starboard foredeck locker
PUMP 12 volt
HOSES & CLAMPS Good
GAUGE [ ]
WATER HEATER [x] CONDITION See rec. #14
GENERAL CONDITION Generally good.
INTERIOR LAYOUT
Port hull has forward double berth/ Port hull enclosed head and walk-thru to private aft cabin
with double berth. Starboard hull has a forward double berth/ Enclosed head/ Walk through to aft
shower. The main salon has a port galley, central dinette.
INTERIOR CONDITION Good. See rec. #15
GALLEY: STOVE [x] FUEL : CNG [ ] KEROSENE [ ] ELECTRIC [ ]
OVEN [x]
PROPANE [x] ALCOHOL [ ] MICROWAVE [ ]
PROPER FLAME PROTECTION [x] ADEQUATE FUEL SHUTOFF [x]
TANK LOCATION In dedicated starboard aft cockpit locker.
GENERAL CONDITION & COMMENTS Good. See rec. #16.
REFRIGERATION: 110V [ ] 12V [x] MECHANICAL [ ]
ICE BOX: MATERIAL
Fiberglass
HEAD FACILITY: NUMBER 2
HOLDING TANK [x ] MATERIAL Plastic
CONDITION Good.
TYPE 12 volt
DIVERTER VALVE OPTION [x ]
DOCKSIDE PUMPOUT CAPABILITY [x ] TANK LOCATION Port and starboard hulls,
outboard sides, aft of midships.
CONDITION Good. See rec. #17
File No. OB091808.SUR
Page 8
EQUIPMENT LIST
Complete interior cushions
Link 10 charge & battery monitor
Cockpit cushions
Yacht ensign
Hot and cold pressure water
12 volt interior fans
Swim shower
Bow and stern corner rails with custom stern rail
Stainless steel davits
2003 Mercury 3.3 hp outboard motor. Serial #4247832
Inflatable dinghy
Mermaid 5200 BTU reverse cycle air conditioning
30 amp shore power cord
Sentry battery charger
Galvanic isolator
St. St. hot water heater
Solar vents
12 volt interior fans
Solar vents. 1 reportedly does not function
Sea Frost 12 volt refrigeration with cold plate
Small Isotherm refrigerator
4 12 volt bilge pumps with high water alarms
2 manual bilge pumps
Fenders in racks
Docking lines
Mast head fly
16 mile Furuno radar
Garmin 182C GPS chartplotter
Autohelm ST7000 autopilot
Raymarine ST60 wind instruments
Autohelm Tridata; depth, speed and log
Compass
Dodger
Bimini is damaged and leaks
Seawater washdown
12 volt windlass
Bow roller
Trampoline
Propane cooking fuel
Propane port and starboard cabin heaters
VHF/FM radio
JVC AM/FM CD stereo with inside and exterior speakers
Sharp flat screen TV
File No. OB091808.SUR
Page 9
SPECIAL NOTE REGARDING MOISTURE LEVELS REPORTED
Special Note, regarding moisture readings in this report; Detected moisture levels are quite
often confusing to the prospective buyer. This note is an attempt to clarify moisture levels and
soundings. This office uses a non-destructive Tramex Skipper + meter. Moisture levels are not
percentages, but relative levels compared to the original levels of the vessel, when built. To
develop percentages of water, a destructive meter is required, or a core sample would be
removed, weighed, dried, then re-weighed, to determine actual percentages of moisture. Core
sample testing laboratories are available and this office has a destructive meter as well. Original
moisture levels on most vessel’s vary between approx. 3 and 20 on the relative scale of 0-100,
quite often depending on the region, in which the vessel was built, due to humidity or quality of
the builders facility. Detected elevated moisture levels up to 80 to 85 on that scale, indicate the
presents of moisture vapor, but not raw water. If the core is exposed, no moisture may be
discernable to the touch. These levels do indicate that the core has been subjected to moisture,
due to a leak in the proximity, old or new, or core may have been exposed to a dew, or light
moisture during the construction process. After much testing and study, it is my opinion that
standard balsa and plywood cores with levels up to 80-85 relative, will not rot. Above 80 to
approx. 85, if the core is exposed, minor moisture may be detected by touch, but still may not be
conclusive. Above 85, the core is damp to the touch and, at 90 to 100 the presents of raw
water most likely will be found. The high moisture level areas may still offer years of good,
strong soundings and service, but will eventually rot, especially if the moisture source is not
corrected. The rate of core damage will vary according to the core type used. Balsa if at 85-100,
offering good, normal soundings, may offer compromised soundings in ten to twelve years, or
so. Plywood holds up for much longer periods than balsa and if in the high moisture range, may
offer good soundings for fifteen to twenty years. Other non-rotting cores are used in some
applications. Once the core has been exposed long enough to become compromised, re-coring of
the affected area may be required, based on safety parameters, such as cleat and lifeline security,
chainplate condition, etc, or in the event of a refinish, core should be replaced prior to the
upgrade. Practically all vessel’s five years old or older, will have some elevated moisture issues.
The best preventative measure is to routinely lift and rebed all hardware in areas where core
exists. This applies to cored hulls as well. There are many tricks to hardware installation from
the typical and standard installations with simple bedding, to the custom methods, where core is
omitted in way of the hardware. Some custom applications go much further by over-drilling or
cutting, filling with epoxy, re-drilling and bedding hardware, to removing the core in the
hardware hole perimeter, filling with epoxy, faring the epoxy and bedding hardware. If elevated
moisture levels are detected during this survey, most of the problems may be corrected by
rebedding the hardware in the affected area, stopping the moisture source. Hardware rebedding
should be considered a routine maintenance item on all boats.
File No. OB091808.SUR
Page 10
FINDINGS
ITEM
#1.
DESCRIPTION
RECOMMENDATION
Documentation number is not installed in the hulls.
#1. Affix documentation number to a
structural member, engine bed, etc. as the USCG requires. USCG REQUIREMENT.
ESSENTIAL,
#2.
All moisture levels were checked using a Tramex meter. The relative scale of 0-100
was used. The original levels of this vessel are approx. 10 on that same scale. The following
elevated moisture level areas and other conditions were noted;. A. The port rudder post pedestal
has been wracked, possible by recent storm grounding. The secondary bonds securing the
pedestal are debonded, port, starboard and aft. Bond separation appears to turn into a crack
which enters the hull core envelope. The lower core envelope surrounding the pedestal offered
high moisture levels between 70-100. Some water logged soundings, or minor compromised core
soundings were noted. B.The port rudder compartment, fore and aft structural member is
cracked. High moisture levels were detected in both the port and starboard rudder compartment,
fore and aft members. Soundings are good in each. C. The port and starboard stern freeboard,
where the engine exhaust ports are installed through the core, offered localized levels of 100
around the ports, as checked from the hull interior and 70-80 from the outside. Soundings are
good. D. The starboard stern sugar scoop top flange, has a craze running down the perimeter of
the stern edge, on the exterior freeboard. A crack has been covered on the starboard aft gunwale
near the stern rail base. Both above cracks are in a solid portion of the hull. E. The port sugar
scoop stern, inboard boarding ladder base, offered levels of 60 and good soundings. F. The
starboard bow, inboard hull, is covered with overspray and rough. G. The underside of the
forward end of the bridge deck offered spotty elevated level of 60 and good soundings, but when
checked out of the water, levels of 100 were found. Soundings are good. H. The port hull has a
smudge abrasion on the paint incurred during the recent storm as hull swiped a piling. I. The
starboard stripes are scratched and scraped and a slightly delaminated area approx. 4’ in length
by approx. 2’ wide was noted ahead of the starboard forward porthole. A small crack was noted
above the striping ahead approx. 2’ ahead of the porthole Area is dry. Some scrapes and
abrasions noted. K. A couple minor core to outer skin voids were noted of no consequence. L.
The two port, outboard hull, plastic thru-hull area offered levels of 60-90. Level diminishes
toward the bootstripe. M. Both port and starboard inboard hull portholes offered moderate,
although elevated moisture levels, but good soundings. The port hull porthole has a trace of
elevated moisture which runs into the bootstripe. N. The bottom offered general moisture levels
of 60-80. No osmotic blistering or hydrolysis delamination was found. O. The port stern cleat is
loose. P. The underside of the bridgedeck offered generally elevated moisture levels of 60-100
but good soundings. The area ahead of the escape hatch is good. The escape hatch gasket is
damaged and hatch appears to leak while underway. One hatch dog is broken. Q. The starboard
aft bridgedeck, underside, where the steering system thru-bolts are located, offered moderate
levels of 70 and good soundings.
Continued next page;
File No. OB091808.SUR
Page 11
FINDINGS
ITEM
DESCRIPTION
RECOMMENDATION
Finding #2 continued; R. The port forward half of the keel bottom is crushed. Keels, skegs and
rudders offered extreme moisture levels of 100 but good soundings. The port aft keel has been
previously repaired. The visible fiberglass laminate, associated with a previously repaired area,
near the aft end of the port keel, is leaking steadily. The aft end of the port keel is broken away.
S. A possible outer skin crack or laminate seam was noted inboard of the port keel, approx. 7”
outboard of the keel. Paint has visibly popped away from the port skeg to hull radius. S. A
crack, or split seam mold appears to exist ahead of the port rudder above the propeller aperture.
T. The starboard keel is crushed in a similar manner as the port. Previously existing damage is
believed to exist, based on the poor repairs noted forward, visible filler applied and poor general
repair methods used. Damage is also believed to be pre-existing since a barnacle or two was
found in the damage. The starboard keel trailing edge was previously repaired to good standards,
but is cracked away due to grounding. The upper trailing edge of the keel to hull radius,
appeared cracked. Bottom paint popped away from inboard keel to hull radius from possible
stress. U. The starboard forward hull freeboard, ahead of the porthole has a small laminate crack
ahead of the porthole, above the striping. The crack appears to be associated with an approx. 5’
long by 2’ wide minor delam area, reportedly caused by recent grounding and dock strike.
Chronic leaking was reported by the owner during delivery. The port hull was reported, but
starboard side may be leaking as well.
#2. Consider rebedding all bridgedeck,
underside thru-hulls. The hatch may be considered as well. Repair gasket and broken hatch dog.
Rebed both hull inboard portholes. Rebed steering gear bolt in bridgedeck. Repair all crazing,
cracks and cosmetic striping damage. No action appears needed, regarding slightly delaminated
soundings noted on the starboard forward hull freeboard. More damage may be incurred by
injection. Address all keel and skeg seam cracks and crazing in radii by grinding away for
investigation. Repair all damaged areas structurally. Ask the manufacturer about the keel
installation and if it makes sense to replace the keels or grind all damage away for structural
repairs. Regarding hull leaking, remove port and starboard stern, plastic rub rails to allow
inspection of hull to deck joint for potential leaking while underway. The port rudder should be
dropped, rudder post port tube should be closely examined for internal damage and repaired or
replaced as found needed. Any wet core in the internal port ruder pedestal area should be
diagnosed by core sample and replaced as found needed. Special attention should be made to the
possibly cracked, port rudder skeg split seam above the port propeller aperture. As well, the
manufacturer may give insight to potential keel leaking to the bilges, due to excessive damage.
Note; As found, the port rudder pedestal will require failed secondary bond grinding and relaminating. Although the pedestal passes through a solid bottom skin, the failed secondary bonds
have caused cracks to run into the core envelope. Elevated moisture levels and minor
compromised soundings may indicate that the core may require removal and recoring locally.
The full scope of the repair will not be understood until repair work is initiated. Rebed both
engine exhaust ports. Consider omitting the core in way of the exhaust port hole perimeter,
packing solid with epoxy and the rebed both exhaust ports to prevent further moisture ingress to
the hull core.
File No. OB091808.SUR
Page 12
FINDINGS
ITEM
DESCRIPTION
RECOMMENDATION
Recommendation #2 continued; Prep and touch up dings in hull paint, replace tape stripes as
desired. Wet sand, compound and buff heavy over-spray, both inboard hull, bow sections. No
action regarding the couple minor factory hull voids noted. ESSENTIAL REGARDING PORT
RUDDER REPAIR. REPAIR OF FREEBOARD CRACKS, CRAZING ETC. AS WELL
AS REBEDDING OF ALL BRIDGEDECK THRU-HULLS AND OTHERS, IS HIGHLY
SUGGESTED, COSMETIC AND PREVENTATIVE, BUT NON-ESSENTIAL. REPAIR
OF ALL GROUNDING DAMAGE AND LEAKING TO THE BILGES IS ESSENTIAL.
#3.
All moisture levels were checked using a Tramex meter. The relative scale of 0-100
was used. The original level of the vessel was approx. 5-15 on that same scale. The following
elevated moisture levels, compromised core, etc. were found; A. The port sheet winch mounting
area offered a level of 90, but good soundings. B. An approx. 3” factory void noted inboard of
the starboard sheet winch. C. The port and starboard cabin top grab rails, inboard though the
genoa tracks approx 1’, offered levels of 90-100 full length of the track and grab rail, but good
soundings. D. The port and starboard cabin top main sheet block mounting areas offered levels
of 100, but good soundings. E. Spotty elevated levels of 80-100 noted along the forward side of
the dodger track. F. The mast step offered levels of 80-100 and good soundings. G. The windlass
platform has three open holes in addition to 4 drain holes. The hardware added holes pass
through the core. Platform levels are 100, but soundings are good. H. The forward, approx. 1/3
of the two large water tank compartment hatches, offered levels of 90-100 but good soundings.
The port hatch lift ring plate is missing. I. The anchor hatch offered levels of 100 and mid ranged
compromised soundings. The anchor lid latch does not secure. J. The starboard forward hatch
protection rail, two outer bases, levels of 60. K. Level of 50 to 70 noted along the inboard side of
the toe rails, port and starboard, generally between the first and second life line stanchion bases.
One small area of 100 noted on the starboard side deck, along the toe rail, which offered minor
compromised soundings. L. The port aft side deck offered mid ranged levels with no source
found. M. The port aft jack line padeye area of the deck is crushed and crazed. Locally the
moisture is 90 or so. One spot of either voided laminate or compromised core noted inboard of
the bale. N. The main sail traveler area of the arch offered high moisture levels, but the structure
is believed to be solid. O. The port cockpit coaming area, ahead of the hatch, offered level of 90
and possibly very minor compromised soundings. P. Most roller furling line fairleads areas
offered levels of 100, but good soundings. Q. Starboard deck jack lines padeyes offered
moderately elevated levels of 40. R. The cockpit hatch, aft hinge offered levels of 80-90, but
good soundings. S. The port and starboard salon side windows are loose forward. Owner is
having the side windows rebedded. Side window Plexiglas is crazed.
Recommendation #3 next page;
File No. OB091808.SUR
Page 13
FINDINGS
ITEM
DESCRIPTION
RECOMMENDATION
Recommendation #3.
#3. Its time for a general lift and rebed
off all deck and cabin top hardware as practical, to prevent further moisture ingress to the deck
core. If not rebedded, all 85-100 level areas may require recoring in the next ten to twelve years.
Some high level areas will remain requiring re-core attention in the future. Owner is rebedding
port and starboard salon side windows. Grind any crazed or cracked areas away to allow
inspection of the underlying laminates for mirror crazing. As found, grind it away and laminate
full, then upgrade cosmetically. IMPORTANT. PREVENTATIVE. POSSIBLE EVENTUAL
REPAIRS. HIGHLY RECOMMENDED. NON-ESSENTIAL.
#4.
Sailing in approx. 30 knots of wind, it appeared the mast may have a hook to port. The
Lazy jacks are worn. Sheets and halyards are stiff. Sails are dirty. The ground tackle ring cracked
and failed A casting flaw may be determined as the cause.
#4. Check rig tune for straight and mast
head center. Replace lazy jacks. Wash and soften running rigging. Clean sails. Replace ground
tackle ring. Consider over-sized ring. IMPORTANT. NON-ESSENTIAL
#5.
The port stern bearing offered some wear but is serviceable. The starboard stern
bearing is worn to a greater degree, but could be considered serviceable. During sea trials some
vibration was noted. It could be caused by engine mis-alignment, stern bearing wear and poor
condition of starboard propeller.
#5. Consider replacement of starboard
stern bearing. Check and adjust starboard engine alignment. IMPORTANT.
PERFORMANCE.
NON-ESSENTIAL.
#6.
No zinc anodes were found. The starboard propeller is dead sounding and suffering
from electrolysis.
#6. Replace starboard propeller.
IMPORTANT. HIGHLY SUGGESTED. NON-ESSENTIAL.
#7.
Some of the below waterline hoses connections are single clamped.
#7. Install high quality stainless steel
hose clamps, doubled, on all below waterline hose connections. PRIORITY. SAFETY.
ESSENTIAL.
#8.
A galvanic corrosion protection level test was conducted. A low level of 420
millivolts DC was found. A proper protection level is between 650 and 750 millivolts DC. Upon
haul-out, both propeller shaft end zincs were found fully wasted.
#8. Replace and maintain all zinc anodes.
IMPORTANT. HIGHLY SUGGESTED. ESSENTIAL TO MAINTAINING SHAFTS AND
PROPS. NON-ESSENTIAL.
File No. OB091808.SUR
Page 14
FINDINGS
ITEM
DESCRIPTION
RECOMMENDATION
#9
The wire rope for the steering, as viewed from the starboard engine room, is rusty, but
no broken strands were found.
#9. Monitor steering wire rope. Consider
inspection and possible replacement prior to serious cruising. IMPORTANT. NONESSENTIAL.
#10
Both engines started and ran well. Both engine temperatures were within the factory
spec parameters of 170 to 190 Fahrenheit. Port engine idles higher than factory spec of 750 to
950, showing true idle rpms of 1121. The starboard side is set high at 950, but within spec. The
port engine fresh water pump is leaking and fresh water coolant is pure water with no protection
level. The starboard shaft vibrated at cruise rpms. The starboard engine fresh water coolant is
properly protected to –34 Fahrenheit, but coolant is a little cloudy. The port engine oil gauge
stays pegged at 100. Both fresh water cooling heat exchangers ran warmer than ideal with hot
spots up to 220F plus. Engines did not turn up to factory spec rpms of 3,600. 3348 found to port
and 3480 to starboard. Starboard engine hose arrangement for the hot water heater, is leaking
antifreeze. Engine room foam insulation is breaking down and particles may be ingested by the
engines.
#10. Rebuild or replace the port engine
fresh water circulation pump. Drop fresh water coolant from the port and starboard systems,
flush with fresh water and flush treatment, then replenish with a 50/50, or 60/40, water to
antifreeze mixture. Check and replace as needed, all fresh water coolant system zincs. Tighten
starboard engine fresh water cooling hoses which run to the hot water heater. Check starboard
engine alignment by parting the couplings enough to insert a feeler gauge. Take measurements at
four points. Rotate the coupling 180 degrees then re-check. If values remain the same the engine
alignment is out, if values change at 180 the shaft is bent, or coupling tolerances are off. Repair
or replace as needed. If alignment and shafting are found good, prop damage may be the cause
for vibration. Recondition if found needed. Replace port engine oil pressure gauge and/or
sending unit. Either adjust tachometers or run engine according to the disparity in the sea trial
results. Consider dropping 1” of pitch from each propeller to gain approx. 200 rpms. Replace
engine room foam insulation. IMPORTANT. HIGHLY SUGGESTED. ROUTINE
MAINTENANCE. NON-ESSENTIAL.
#11
No carbon monoxide detector is installed. The port blower hose is off the blower, the
starboard blower did not function.
#11. Install an audible Co detector in
each sleeping quarters, to warn of carbon monoxide build-up. PRIORITY. SAFETY.
ESSENTIAL. Repair blower hose and blower. IMPORTANT. NON-ESSENTIAL.
#12.
The fuel tank and system appeared in good condition. Copper propane tubing and
what appeared to be AC wiring runs are wrapped around the fuel tank and in contact with the
tank.
#12. Re-route, hang, strap and isolate
both the AC wiring runs and the propane fuel, copper tubing from the aluminum fuel tank.
PRIORITY. SAFETY. ESSENTIAL.
File No. OB091808.SUR
Page 15
FINDINGS
ITEM
DESCRIPTION
RECOMMENDATION
#13.
Batteries have no positive terminal protection. Engines and Phasor starter posts are not
protected. VHF/FM radio will not scan. Wind instrument is not secured in the dash panel. 6 volt
batteries appeared good, but there are no dates. The port aft cabin 12 volt light did not function.
A port and a starboard salon overhead light did not function. Starboard hull step down courtesy
light did not function
#13. Install red rubber caps on all
battery positive terminals, as well as engine and generator starter positive posts to prevent
accidental arcing. PRIORITY. SAFETY. ESSENTIAL. Secure wind instrument. Monitor 6
volt battery condition and replace if deemed necessary. Repair starboard salon step down
courtesy light. Repair interior lights. IMPORTANT. NON-ESSENTIAL.
#14.
The hot water heater did not function on AC shore power. The starboard engine fresh
water coolant lines heat the hot water tank when running. The valves are turned off and line
connections at the shut off valves, are leaking slightly. The potable water tubing and
connections, located beneath the galley sink, have been patched with silicone or epoxy to stop
leaking, or damaged fittings.
#14. Repair or replace hot water heater
element, or hot water heater as found necessary. Stop minor fresh water coolant leak from
starboard engine system to hot water heater valves. Monitor and replace if found needed, potable
water system fittings and tubing beneath galley sink. IMPORTANT. NON-ESSENTIAL.
#15.
The interior is generally good. Excessive mildew noted in most corners and joints, in
lockers, such as under the galley counters and on practically every hose run through the boat.
Boat smells of mildew. The port and starboard forward cabin outboard side panels offered
elevated moisture, most likely due to ports being left open or leaking, allowing water to affect
panels. The starboard forward cabin lower panel is lumpy and sounded as if a soft spot exists.
#15. Clean interior thoroughly; all
compartments, all interior panels, caulked interior joints, hose runs, etc. . A bleach solution may
be needed. Consider ventilation improvements, louvers and air flow, as found possible. Replace
forward interior panels as desired. IMPORTANT. COSMETIC. NON-ESSENTIAL.
#16.
Stove, oven broiler and lower burner, as well as both heater electronic igniters are not
working.
#16. Repair igniters as desired.
IMPORTANT. NON-ESSENTIAL.
#17.
The port forward head, did not want to pump out overboard, but pumped to holding
tank well. The starboard head sink drain was slow.
#17. Vessel has not been hauled for some
time and growth may be restricting some thru-hull intakes and exhaust. Clean thru-hulls and
attempt to improve drainage. IMPORTANT. NON-ESSENTIAL.
Other findings and comments;
No oil discharge or refuse dumping plaques were noted.
Port solar vent did not function
File No. OB091808.SUR
Page 16
CONCLUSION
The 1999 Leopard 38’ fiberglass catamaran, “XXXXXXX XXXX”, was surveyed in the water,
at the owners home in New Byrne, N. C. and out of water at Zahniser’s Marina in Solomons,
Md. Vessel has recently suffered damage during a grounding during tropical storm Hanna.
Damage was found extensive to keel bottoms, keel to hull radii, where crazed and freeboard
scuffing, minor delamination and minor freeboard cracks were noted. Several freeboard and
under bridgedeck thru-hulls and penetrations should be removed and rebedded preventatively
since elevated moisture levels were found. Both keels and port rudder, internal post pedestal
secondary bonds and cracked, port rudder compartment, as well as fore and aft stringer, were
found separated and cracked. Owner complained of leaking to hull bilges during delivery, but
leaking sources have not been determined. It would seem that the grounding damage to keels and
stress crazing noted in the port aperture, may be potential sources. Several scrapes and dings
noted in the hull paint and stripes. Hull and below waterline hardware, port hull freeboard, hull
inside freeboards, as well as bridge deck underside, were found strong, but moisture levels were
elevated. Decks were found with several large and small areas of elevated moisture, but only the
anchor hatch lid and a couple other localized areas of minor to mid ranged compromised
soundings were found. Spars, rigging and sails appeared good, needing only routine
maintenance. Westerbeke diesel engines started easily and ran well, but are ready for grooming,
including port fresh water pump rebuild/replace, heat exchanger flush and maintenance and
cause determination regarding starboard vibration. Most below waterline hardware was found in
good order, although the starboard stern bearing and propeller should be replaced. Interior and
exterior cosmetics are good, but need a concerted effort to bring her to higher standards, by
external cleaning, compound and wax, paint and stripe repairs and interior complete wipe down
and mildew control. A good equipment inventory was found. Practically all onboard systems
functioned. AC/DC systems are good and wiring execution was found generally good.
All "FINDINGS AND RECOMMENDATIONS" , listed in this report, may be given values,
such as; PRIORITY, IMPORTANT OR MINOR. These comments are to help the buyer,
prioritize maintenance items. Additional comments are made as to the nature of the finding, such
as; SAFETY, SYSTEM PERFORMANCE, STRUCTURAL and INVESTMENT VALUE. In
some cases the association or federal dept. responsible for the recommendation is given. These
are The American Boat and Yacht Council (ABYC), The United States Coast Guard (USCG),
The National Fire Prevention Association (NFPA) and The American National Standards
Institute (ANSI). All findings and recommendations are the opinion of this surveyor.
All "ESSENTIAL" items should be repaired or replaced prior to the next use of the vessel.
"IMPORTANT" items may be repaired or replaced at the owners discretion. "MINOR", items
require no attention at this time.
With all "ESSENTIAL" items repaired or replaced, this vessel should be considered a good
insurance risk.
The most recent SOLD BOATS.COM, values for a 1998 to 2003, Leopard 38’s, in average
condition with normal reasonable equipment, range from a low of $170,000, to a high of
$232,000. Boats are in both the US and Caribbean and prices reflect locations. It would appear
that an average value is around $195,000 to $205,000. With this in mind, keeping the need for
improvements now and in the foreseeable future, an approx. fair market value range between,
$XXX,XXX & $XXX,XXX, is appropriate. Replacement costs for a new like kind vessel with
similar equipment would be approx. $300,000.
File No. OB091808.SUR
Page 17
CONCLUSION CONTINUED;
THE FOREGOING INDEPENDENT SURVEY REPORT IS BASED UPON INSPECTION OF
ALL SPACES ACCESSIBLE WITHOUT REMOVAL OF FURNITURE AND FIXED
EQUIPMENT. THIS SURVEY IS NEITHER A GUARANTEE OF THE CONDITION OR
VALUE OF THE VESSEL, FITTINGS, OR EQUIPMENT; NOR IS IT A GUARANTEE OF THE
SEAWORTHINESS OF THIS VESSEL. IT IS THE SOLE RESPONSIBILITY OF THE MASTER
OF ANY VESSEL TO DETERMINE THE SEAWORTHINESS AND SUITABILITY OF HIS
VESSEL FOR ANY INTENDED VOYAGE. THE SURVEYOR SHALL NOT BE HELD LIABLE
FOR ANY ERRORS OR OMISSIONS, FOR ANY HIDDEN DEFECTS, OR FOR THOSE
MANIFESTING THEMSELVES AT A LATER DATE. THE USE OF THIS REPORT SHALL
CONSTITUTE ACCEPTANCE OF THESE CONDITIONS.
The prospective purchasers are advised to make inquiries and request full disclosure from the sellers,
brokers and other interested parties of any and all known or suspected conditions, hazards, problems
or the like, which may exist in addition to those outlined within this report that may affect the
vessel's safety, operability, and/or value. It is also recommended that surveys, and/or repair records
be obtained and reviewed and inquires made to those with firsthand experience in operating and/or
repairing the subject vessel. These details can be useful in scheduling maintenance and repairs as
well as disclosure of pertinent facts.
The prospective purchasers are also advised to conduct a "walk through" inspection, inventory
verification and operational testing of the vessel and all equipment immediately prior to the
conclusion of the purchase (similar to that done in other type transactions). Time elapsed from the
survey, vessel usage and other post survey factors (ie. collisions, grounding, storms, lightning
strikes, vandalism, etc. post survey repairs and prior to transfer of interest can alter conditions which
existed at the time of the survey.
New owners are also advised to contact the manufacturers of the boat, engine and other components
equipment to register their ownership and to obtain up to date information concerning the boat/
equipment and possible recall campaigns or other advisories.
Signed without prejudice;
Michael L. Previti
President
PREVITI*MARINE SURVEYOR AND
CONSULTANT, INC.
MEMBER OF THE AMERICAN BOAT AND YACHT COUNCIL SINCE 1982
NATIONAL ASSOCIATION OF MARINE SURVEYORS
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