1996 33' Jupiter 31 Open Center Console - Sample Survey Report

Suenos Azules Marine Surveying and Consulting
REPORT OF MARINE SURVEY

Pre-purchase Condition and Value
of the vessel bearing Hull Identification Number MEV00011H596
1996 33' Jupiter 31 Open
PREPARED EXCLUSIVELY FOR:

Brian Moore
15 North Avenue
Lake Worth, Florida 33460
CONDUCTED BY:
Capt. John Banister, SA
on
February 5, 2014
Suenos Azules Marine Surveying and Consulting
4521 PGA Boulevard, Suite 461
Palm Beach Gardens, Florida 33418
(561) 255-4139
Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida
Report file #: 14-000100

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SURVEY REPORT TABLE OF CONTENTS
Major Systems Surveyed
Page No.
INTRODUCTION
DEFINITION OF TERMS
GENERAL INFORMATION (SHORT FORM)
SURVEY SCOPE & GENERAL INFORMATION
EXTERIOR HULL & BOTTOM INSPECTION
INTERIOR HULL & STRUCTURAL INSPECTION
15
TOP DECK & SUPERSTRUCTURE
16
FISHING EQUIPMENT
19
HELM & NAVIGATION ELECTRONICS
20
CABIN INTERIOR APPOINTMENTS
24
ELECTRICAL SYSTEMS
25
OUTBOARD PROPULSION SYSTEM
27
STEERING SYSTEM
31
TANKAGE
31
SAFETY EQUIPMENT
33
AUXILIARY EQUIPMENT
36
SEA TRIAL
38
INSPECTION RECOMMENDATIONS SUMMARY
40
CONDITION AND VALUE REPORT SUMMARY
45
APPRAISAL VALUE CERTIFICATION SUMMARY
46


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INTRODUCTION
REPORT INTRODUCTION COMMENTS:

At the request of Mr. Brian Moore, the prospective buyer of a 1996 Jupiter 31 Open, I agreed to conduct a
pre-purchase and valuation survey. I arrived at the vessel's location on February 5, 2014 at 9:25 AM and
met with the current owner of the vessel, Mr. Dan Smith (who in this survey will be referred to as "the
vessel's current owner"). The vessel was on its trailer at Mr. Smith's home located at 38 SW 10th Avenue
in Palm City, Florida. The survey was conducted from 9:30 AM - 5:15 PM.
The weather on the day of the survey was warm, sunny, and dry with partly cloudy skies. Moisture
readings were taken of the vessel with a calibrated Model GRP 33 Marine Moisture Meter. Thermal
images were taken with a calibrated "Flir" brand "E50" model infrared thermal imaging camera.
DC power was made available during the survey. There were no AC electrical systems sighted on this
vessel. A sea trial was performed as part of this survey. The vessel's papers were on board showing that
Mr. Smith was the owner of the vessel. Mr. Smith was present during the survey.
During a vessel's survey the mandatory standards promulgated by the United States Coast Guard (USCG),
under the authority of title 46 United States Code (USC), Title 33, and Title 46, Code of Federal
Regulations (CFR), and the voluntary standards and recommended practices developed by the American
Boat and Yacht Council (ABYC), and the National Fire Protection Association (NFPA) have been used as
guidelines in the conduct of this survey. Findings in the summary pages of this survey reflect conditions
observed at the time of survey.


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DEFINITION OF TERMS
The following terms and words have the following meanings as used in this report of survey:
APPEARED - Indicates that a very close inspection of the particular system, component, or item was not
possible due to constraints imposed upon the surveyor (e.g. no power available, inability to remove panels,
or requirements not to conduct destructive tests).
FIT FOR INTENDED SERVICE - Service for which is intended by Survey Purchaser (present or
prospective owner).
ADEQUATE - Sufficient for a specific requirement.
POWERED UP - Power was applied only. This does not refer to the operation of any system or component
unless specifically indicated.
EXCELLENT CONDITION - New or like new.
GOOD CONDITION - Nearly new, with only minor cosmetic or structural discrepancies noted.
AVERAGE CONDITION - Denotes that the system, component, or item is functional as is with minor
repairs.
POOR CONDITION - Unusable as is. Requires the replacement of a system for the component or item to
be considered functional.
USE OF * - Use of * in the body of this report will indicate that a footnote may be listed at the bottom of
the page or a finding will be listed in the "Findings and Recommendations" section pertaining to the *
items or the use of the text colors red, green, and blue.


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GENERAL INFORMATION (SHORT FORM)

FILE NUMBER: 14-000100
SURVEY PREPARED FOR: Mr. Brian Moore
_________________________________________________________________________________
NAME OF VESSEL: N/A
TYPE OF SURVEY: Pre-purchase and valuation survey
OVERALL VESSEL RATING: AVERAGE CONDITION
ESTIMATED MARKET VALUE: $53,050.00 (hull only: $38,500.00, outboards: $12,100.00, trailer $2,450.00)
ESTIMATED REPLACEMENT COST: $139,000.00 (hull only)
YEAR/MAKE/MODEL OF VESSEL: 1996 Jupiter 31 Open
BUILDER: Jupiter Marine International, Palmetto, Florida
YEAR BUILT: 1996
MAKE OF VESSEL: Jupiter
MODEL OF VESSEL: 31 Open
HULL IDENTIFICATION NUMBER: MEV00011H596
OFFICIAL NUMBER: N/A
HAILING PORT: N/A
STATE VALIDATION STICKER: 1500002
STATE REGISTRATION NUMBER: FL 0000 NN
OWNER NAME: Don Cooper
OWNER'S ADDRESS: 38 SW 10th Avenue, Palm City, Florida 34990
PLACE OF SURVEY: 38 SW 10th Avenue, Palm City, Florida 34990
DATE/TIME OF SURVEY: February 5, 2014 from 9:30 am to 5:15 pm
HULL MATERIAL: Fiberglass
HULL TYPE: Deep vee
LENGTH OVER ALL: 33'2"
BEAM: 9'6"
DEPTH: 2'4"
DRAFT: 2'4"
DISPLACEMENT: 7,490 lbs.
PROPULSION SYSTEM: Two Suzuki six cylinder, four stroke, 250 horsepower engines
FUEL TYPE: Gasoline
FUEL CAPACITY: 260 Gallons
AC POWER: N/A
DC POWER: 12 Volts
FRESH WATER CAPACITY: 60 Gallons
HOLDING TANK: N/A Gallons
INTENDED USE: Recreation
INTENDED CRUISING AREA: Inland and coastal waters


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SURVEY SCOPE & GENERAL INFORMATION

SCOPE OF SURVEY
14-000100.
February 5, 2014.
February 6, 2011.
Capt. John Banister, SA.
Brian Moore.
To assess the overall condition and value of the vessel for pre-purchase decision
making.
Recreational.
Intended use:
38 SW 10th Avenue, Palm City, Florida 34990.
Vessel surveyed at:
Sunny, warm, and dry with partly cloudy skies. Light winds.
Weather conditions:
The vessel was surveyed both while afloat and while hauled out of the water.
How survey conducted:
A sea trial was performed as part of this survey. The results are included in the Sea
Sea trail:
Trail section.
Electrical systems checked: DC power was used to check the DC electrical systems. There were no AC
electrical systems sighted on board this vessel.
A calibrated Electrophysics marine moisture meter, Model GRP33 was used for
Moisture checks:
moisture readings referenced in this report.
Surveyor's qualifications: The surveyor is a member of SAMS
(Society of Accredited Marine
Surveyors), ABYC (American Boat and
Yacht Council), IAMI (International
Association of Marine Investigators), and
the NFPA (National Fire and Protection
Association). The surveyor is also ABYC
Standards Accredited, a USPAP (Uniform
Standards of Professional Appraisal
Practice) Certified Appraiser, a ITC
(Infrared Training Center) Certified Level
II Infrared Thermographer, and a USCG
Licensed Master Captain.
Report file no:
Inspection date(s):
Date of written report:
Conducted by:
Requested by:
Purpose of survey:
SURVEY REQUESTED BY
Client name:
Street address:
City/State/Zip:
Cellular phone:
Brian Moore.
15 North Avenue.
Lake Worth, Florida 33460.
(561) 555-1000.
VESSEL INFORMATION
Vessel Yr/Make/Model:
1996 Jupiter 31 Open.


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Hull ID number
verification:
MEV00011H596.
State registration no.:
FL 0000 NN.


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State validation sticker:
Manufacturer/Builder:
Vessel description:
15000002.
Jupiter Marine International, Palmetto, Florida.
The 1996 Jupiter 31 Open center console is a recreational sport fishing power boat.
The vessel was made of fiberglass on a deep vee hull design and was powered by
two Suzuki 250 horsepower, four stroke, outboard engines. The vessel also
included three deck recessed live wells, magnetic compass, VHF radio, a Garmin
navigation system, a Furuno depth/fishfinder, Pyle stereo system, a center cabin
space in the console with a porta-potti install option, aluminum T-top, stainless
steel rod holders, outriggers, raw water and fresh water wash down pumps, padded
vinyl seat cushions, and plenty of locker spaces for gear storage. This vessel also
comes with a triple axle bunker type aluminum trailer.
VESSEL SPECIFICATIONS
Type:
Length overall (L.O.A.):
Length on deck:
Beam:
Draft:
Displacement:
Fiberglass.
33'2"
31'0"
9'6"
2'4"
7,490 pounds.
SURVEY STANDARDS
Standards followed:
This survey was completed using as reference the federal regulations and
amendments issued and enforced by the United States Coast Guard under the
authority of Title 33 and Title 46 of the United States Code of Federal Regulations
(CFR's). In addition the American Boat and Yacht Council (ABYC) and the
National Fire Protection Association (NFPA-302) voluntary standards were used
as reference during the survey. These ABYC and NFPA voluntary standard
practices are generally followed by most vessel manufacturers today.
SURVEY INSPECTION COMMENTS

Comments:
All systems and components inspected and described herein are considered
serviceable and/or functional except as indicated in the survey report and
recommendations section. Electronic devices and instruments were checked for
power up only, not for functionality. If a component is not identified in this


Page no: 8 of 46
report, it was not inspected.

"Priority I Recommendations" are related to Safety and Regulatory findings and
are listed in RED in the report.
"Priority II Recommendations" are related to Maintenance and Standards
findings and are listed in GREEN in the report.
"Other Recommendations" are findings that are relatively minor in nature and
are listed in BLUE in the report.
It is the nature of marine vessels that deterioration, wear, and accidents do
occur and as such this report therefore represents the condition of the vessel only
at the time the survey was conducted.

HULL EXTERIOR
Construction material:
Fiberglass, with a white gel coat surface.

Stem:
Stem thru hull fittings:

Side thru hull fittings:
Solid, no cracks on external inspection. Moisture readings were relatively dry (less
than 14%) Note: Moisture readings of 14% or less are considered dry for
fiberglass.
A stainless steel bow eye for trailering was well secured through the stem.
Stainless steel mushroom type thru hull fittings were sighted on the vessel's
topsides. All thru hull fittings appeared to be well secured to the vessel.


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Rub rail:
Transom:
Boarding ladder:
Hull cosmetics:
The rub rail appeared to be made of a black rubber like material and surrounded the
vessel at the hull to deck joint. The rub rail was reinforced with a chemical bonding
compound and stainless steel fasteners. No loose areas or damage was sighted on
the rub rail.
Shear transom with an attached "Armstrong" brand aluminum painted outboard
platform. Appeared secure. Backing hardware sighted for the platform.
The boarding ladder was not sighted on the vessel at the time of survey, however it
appeared the boarding ladder was a stainless steel and plastic single pole type
ladder as the mounting bracket was sighted on the port side of the outboard
platform.
Hull cosmetics were in good condition with only minor nicks and scratches sighted.
Moisture/Delamination:
All moisture meter readings on side hull near the water line and surrounding thru
hull fittings were relatively dry with normal comparative moisture meter readings
(less than 14%).


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Thermal images:
Thermal images of the hull exterior topsides showed no thermal anomalies that
were consistent with delamination, hidden fiberglass damage or blistering.
Average condition.
Condition summary:
Findings:
Recommendations:
No boarding ladder was not sighted on board at the time Consider installing a boarding ladder that can be
of survey nor was there a means to re-board the vessel deployed from the water as a means to re-board the
from the water line.
vessel as recommended by ABYC H-41.
HULL BOTTOM
Bottom paint:
Stress cracks:
Osmotic blistering:
Blister comments:
Anti-fouling bottom paint was sighted on the hull bottom. The anti-fouling paint
was in average condition and was faded in many of the areas.
No stress cracks were sighted in the hull when inspected.
The bottom of the hull was sounded with a phenolic hammer. No evidence of
blisters or delamination were sighted on the hull bottom during the bottom
inspection.
Blisters (delamination) are an unknown factor on all boats and if not currently
present, there is no guarantee that they will not appear in the future. Blisters have
a tendency to dry out over winter or during dry storage unless severe or large.
Blisters (if any) best appear after the vessel has been in water for an entire season
or for a long period of time. In addition, the symptomatic evidence of blistering can
be obscured by bottom coatings, a dry storage period during which blisters


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spontaneously depressurize, bottom laminate sanding, and other conditions or

actions. Recommend full inspection for blisters immediately after haul-out and
power wash each time the vessel is hauled out of the water. The Surveyor has no
firsthand knowledge of the history of the bottom maintenance, blistering, repairs or
prophylactic coatings on this vessel.
All moisture meter readings were relatively dry (less than 14%) on the unpainted
areas of the hull bottom. Note: Moisture readings can not be taken over
anti-fouling paint as anti-fouling paint contains metal composites that read high on
the moisture meter.
Grounding damage:
Strainers/Scoops/Screens:
Transducers:
Thru hull fittings:
External drain plugs:
Some signs of previous grounding (or from trailering) was sighted on the forward
keel. Only some gel coat was missing. No trapped water was sighted under the gel
coat along the keel when tested.
All bronze raw water intake strainers were well secured to the hull bottom. Clear of
debris and sea growth.
Transducers for speed and depth were adequately sealed and bonded to the hull. No
working externally mounted transducers were sighted on the transom.
Mushroom type bronze fittings for all below water line sea cock locations. Well
secured to the hull bottom. All fittings appeared clear of debris and sea growth.
Transom mounted bronze drain plug fitting. In good condition. No leaks sighted.


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Thermal images:
Condition summary:
Findings:
All of the thermal images for the hull bottom were normal. No thermal anomalies
were sighted that were consistent with hull damage, previous major fiberglass
repair or delamination.
Average condition.
Recommendations:
Have a qualified marine technician repaint the vessel
bottom with proper anti-fouling paint if the vessel is
going to be in the water for a long period of time. Have
a qualified marine technician properly fill the
unprotected fastener holes to prevent water from
seeping into them.
The anti-fouling paint was faded and should be

repainted to insure its effectiveness against bottom
growth. Some fastener holes were sighted on the port
and starboard side near the trim tabs on the transom
below the water line (no water or trapped moisture was
sighted in or around these holes when tested)
TRIM TABS, STABILIZERS, AND THRUSTER SYSTEMS


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Trim tabs:
Condition summary:
Findings:
The 12 volt "Trim Master" brand trim tabs on this vessel were sighted on the port
and starboard sides of the transom below the waterline. The trim tabs were double
ram, stainless steel 12 volt / hydraulic trim tabs. Both trim tabs were secure and
worked properly when tested.
Average condition.
Recommendations:
Have a qualified marine technician secure the trim tab
motor to prevent it from moving inside the lazarette.
The 12 volt / hydraulic trim tab motor (sighted in the aft

lazarette between the batteries) was sighted to be loose
and unsecured.
ANODES
Outboard engines:
Other notes:
Anodes were sighted under the outboard engine mounting brackets and on each
side of the lower units. All anodes were less than 15% worn and were well secured
to the outboard engines. Bonding wires were sighted for the outboard mounting
brackets and for the outboard engines.
Monitor all anodes frequently and replace when they are more than 50% worn.
Anodes are normal replacement items designed to protect the running gear from


Page no: 14 of 46
galvanic corrosion. It is recommended to keep spares aboard the vessel.

Findings:
Recommendations:
Bonding wires or bonding system could not be sighted If desired, have a qualified marine technician further
for all of the underwater running gear and thru hull
inspect the bonding system on this vessel. Consider a
fittings.
more thorough bonding system for this vessel if the
vessel is to remain in the water for a long period of
time. Note: Dissimilar metals and metal alloys have
different electrode potentials when two or more of these
metals exist in the same electrolyte (such as seawater).
When this happens a galvanic couple can be created
and depending upon the nobility of the metal, one metal
will become the anode and another metal will become
the cathode and can form electrolysis between the two
electrodes (the anode and the cathode). Once the
galvanic couple is formed between the two metals, the
anode metal will dissolve into the electrolyte. This
electrochemical reaction is called galvanic corrosion
and can occur on a vessel below the waterline between
two metals that are different in nobility or charged at
different levels. Bonding underwater metals together
causes the metals to remain at the same potential and
helps prevent or slows the galvanic corrosion process.

HULL INTERIOR & STRUCTURAL COMPONENTS
Hull to deck joint:
Bilge(s):
Stringers:
Overlap (Shoe box type). Elastomeric bonding compound was sighted in the hull to
deck joint and reinforced with stainless steel fasteners. No leaks were sighted in
any part of the hull to deck joint area.
Bilge spaces were relatively clean and dry where they could be sighted. Minimal
water was sighted in the bilge spaces. NOTE: Whenever you arrive at the vessel, it
is a good practice to check the bilge spaces for higher than normal levels of water.
Also check for anything else that could be causing obstructions in the limber holes
at the bulkheads, frames or at the bilge pumps themselves.
Hull stiffness provided by FRP (fiber reinforced plastic) cored longitudinal
stringers that ran the length of the vessel. Complete inspection was not possible due
to limited access. Stringers were sighted in the lazrette and under the center console
compartment. Stringers sighted were well glassed in to the hull where sighted.
Stringers were sounded with a phenolic hammer where accessible and appeared
very sound. No soft spots, separations, cracks or splitting was sighted. Limber
holes appeared to be adequately sealed where sighted. Stringers were checked with
a moisture meter where accessible and all readings were relatively dry (less than


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Bulkheads:
Stem:
Inside of transom:
Condition summary:
14%). Thermal images were taken along the stringers where they could be
accessed. No thermal anomalies were sighted.
Athwartships reinforcement was enhanced by structural bulkheads bonded to the
hull with FRP (fiber reinforced plastic). All tabbing appeared serviceable and
sound with no cracks or separations of the tabbing sighted in any of the
compartments where they could be seen. No visual evidence of movement was
sighted in any of the bulkheads.
Solid stem, no cracks or separations were sighted from inside the vessel.
Reinforced. Appeared secure with no cracks or separations sighted.
Good condition.
ALL THRU HULL FITTINGS

Sea valves:
The raw water intake / discharge seacocks below the water line on this vessel were
bronze ball valve type seacocks. All seacocks tested on board were properly
secured to the hull. No leaks were sighted at any of the seacock locations. Seacocks
were functional but some were very difficult to open and close. All of the seacocks
that could be sighted on this vessel were bonded with green insulated 8 AWG
wiring as recommended by ABYC.
Average condition.
Condition summary:
Findings:
Some seacocks were difficult to open and close.
Recommendations:
Have a qualified marine technician further inspect these
seacocks. Repair, replace, or renew as necessary. Note:
All seacocks aboard a vessel should be in the closed
position when the vessel is unattended. Seacock valves
can and will corrode if left unattended. It is a good
practice to turn the seacock valves regularly to insure
the valves are working properly. Note: Tapered wooden
plugs tied to sea valves are an inexpensive safety item
and highly recommended under current ABYC
standards.

MAIN DECK & FITTINGS


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Deck Surface:
Molded, cored fiberglass deck construction (core not sampled). White gel coat with
a molded in non skid fiberglass surface.
Anchor/chain locker:
Windlass:
Cleats & fairleads:
Center console to deck
joint:
Deck hatches:
Windshield:
Scuppers/deck drain(s):
Grab rail(s):
Transom shower:
Moisture meter readings were relatively dry in most areas (less than 14%). A soft
spot was sighted on the starboard side aft deck around the T-top base. Thermal
imaging and moisture readings of between 15% - +30% verified the presence of
trapped water in this area. No other delamination or soft spots were discovered.
Yes, accessed from the aft side of the anchor locker at the bow. Functional hatch
lock.
No windlass was installed on this vessel.
Stainless steel horn cleats were all well secured to the deck and functional with
proper backing hardware where they could be seen.
Fastened in with stainless steel fasteners and backing hardware. No stress cracks
were sighted.
Yes, deck hatches were made of FRP and were well secured, seals were in good
condition.
A single molded Lexan glass windshield was sighted on the center console of the
vessel. Appeared secure and in good condition.
Yes. Drains were clear and drained overboard.
Grab rails were sighted around the T-top and the stern of the helm station seating.
All grab rails were secured when tested.
Yes, fresh water transom shower was functional when tested.


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Other deck fittings:
Padded vinyl white seat cushions and aft retractable bench seat for the transom was
sighted in the vessel owner's garage. These seat cushions appeared to be in good
condition. A large maroon boat cover was sighted in the vessel owner's garage. The
covers was in average condition. Some small tears and chaffing sighted on the
forward and aft covers. An off-white console cover was sighted. Two outboard
engine overs were also sighted. The outboard engine covers appeared to be in good
condition.
Thermal images:
Thermal images were taken of the decks. Aside from the starboard aft T-top mount,
no other anomalies were sighted on the decks that were consistent with
delamination or core damage.
Average condition.
Condition summary:
Findings:
Recommendations:
A soft spot was sighted on the starboard side aft deck
Have a qualified marine technician further inspect the
around the T-top base. Thermal imaging and moisture deck area around the starboard aft T-top mount that had
readings of between 15% - +30% verified the presence elevated moisture. Repair, replace or renew as
of trapped water in this area.
necessary.
BRIDGE DECK / COCKPIT


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Cockpit & Helm seating
Helm seating was a two person padded vinyl bench seat that were fixed to an
aluminum base that was fastened into the deck. The seating area at the helm had an
adequate field of view as recommended by ABYC.
Canvas:
Storage:
Condition summary:
The cockpit area was protected by a off white overhead canvas T-top supported on
an aluminum frame that fastened into the surrounding deck areas. The overhead
T-top canvas covered the entire cockpit and center console area. The canvas
appeared to be in good condition when inspected. Front and side panels were
off-white and eisenglass panels. Were in good condition. Side front panels flared to
connect to the port and starboard gunnels for weather and wind protection for the
cockpit and aft section of the vessel.
In the T-top base under the helm station. Working door.
Good condition.
FISHING EQUIPMENT
FISHING GEAR
Outriggers:
Two (port and starboard) stainless steel and aluminum manual outriggers were
sighted in the vessel owner's garage. The outriggers were in good condition.
Mounts and outrigger handle controls on the T-top were in good condition.


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Live / bait wells:
There were two working live wells on board this vessel. One was below the aft
deck and the other was on the forward deck. Both live wells were recessed below
the decks with working FRP hatches to protect them. Both of these live wells raw
from a single seacock and 12 volt live well pump sighted under the deck in the
center console compartment. Each live well had an approximate capacity of 40
gallons. The live well water supply was controlled by an in-line "Y" valve that was
installed on the aft bulkhead in the center console compartment. Both filled and
drained when tested during the sea trial. A third live well was sighted in-line with
the aft live well behind the helm seating. The live well was capped off and could
not receive raw water.
Fish box(s)
Rod holders:
Wash down system:

Cleaning station:
Condition summary:
Two (port and starboard) fish boxes were sighted on the sides of the center console.
On forward fish box was sighted on the forward deck. The fish boxes drained
overboard and were covered with FRP hatch covers that latched closed.
Stainless steel rod holders in the gunnels on the aft sides of the vessel were sighted.
Aluminum "rocket launcher" type rod holders were sighted in the back of the helm
seating and on the aft side of the center console T-top. Fishing rod storage was
sighted on the port and starboard inboard bulwarks of the vessel. All of the rod
holders were well secured and in good condition.
Raw water and fresh water wash down valves and hoses were sighted on the port
and starboard sides of the aft deck. Both powered up when tested.
A cleaning station was sighted on the aft transom. The cleaning station had a cold
water transom shower, raised cutting board, and sink that drained overboard. In
good condition.
Good condition.

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


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Compass:
VHF radio(s):
Autopilot(s):
The magnetic compass at the helm station was a "Ritchie" brand "Powerdamp
Plus" series compass. The compass appeared to be working properly with very little
deviation.
The VHF radio on this vessel was a 12 volt "West Marine" brand radio. The unit
powered up when tested and could properly receive and transmit messages.
A 12 volt "Simrad" brand "AP11" model autopilot system was sighted on this
vessel at the helm station. The unit did not power up when tested.
Multi-function
instrument(s):
A 12 volt "Garmin" brand "GPSmap 440" model GPS/navigation unit was sighted
in the overhead console at the helm station of this vessel. The unit powered up
when tested.
Fish finder(s):
A 12 volt "Furuno" brand "FCV-582L" model depth/fishfinder was sighted in the

overhead console at the helm station. The unit powered up when tested. The screen
display was faded.
One 12 volt digital depth sounder gauge was sighted on the helm station. The unit
Other electronics:
did not power up when tested.
Findings:
Recommendations:
The 12 volt autopilot system was not working properly If desired, have a qualified marine technician further
when tested. The screen display on the fishfinder unit
inspect the autopilot system. Repair, replace or renew as
was faded when tested. The digital depth sounder gauge necessary. If desired, have a qualified marine technician
at the helm station was not functional when tested.
further inspect the fishfinder unit display screen.
Replace or repair as necessary. If desired, have a

Page no: 21 of 46
qualified marine technician further inspect the digital

depth sounder gauge. Repair, replace or renew as
necessary.
ENGINE INSTRUMENTS AND CONTROLS

Throttle and shift controls: The throttle and shift controls were "Suzuki" brand Morse like throttle and shift
controls (sighted at the helm station). The unit was functional when tested during
the sea trial. 12 volt engine tilt buttons on the throttles worked properly when
tested.
Engine alarms worked properly when tested.
Engine alarm shutdown:
Volt:
Port and starboard analog volt gauges were sighted at the helm station. Both gauges
appeared functional when tested during the sea trial.
Port and starboard hour gauges were sighted inside the aft bulkhead in the center
Hour meter(s):
console compartment. Appeared functional when tested.
Port and starboard analog oil pressure gauges were sighted at the helm station.
Oil pressure:
Both gauges were not functional when tested during the sea trial.
Port and starboard and forward analog fuel gauges were sighted at the helm station.
Fuel:
The port and starboard gauges appeared functional when tested. The forward tank
fuel gauge did not appear to be functional when tested. The vessel's current owner
stated the forward tank never has fuel in it and it is never used.
One 12 volt digital "Floscan" brand fuel management gauge was sighted at the
GPH:
helm station. The unit did not power up when tested.
Average condition.
Condition summary:
Findings:
Recommendations:
Both oil pressure gauges did not power up when tested. Consider having a qualified marine technician further
The forward tank fuel gauge did not appear to be
inspect the non-working oil pressure, Floscan, and
functional when tested. The vessel's current owner
forward fuel tank gauges. Repair or replace as
stated the forward tank never has fuel in it and it is
necessary.
never used. The 12 volt digital "Floscan" brand fuel
management gauge sighted at the helm station did not
power up when tested.
OTHER ELECTRONICS AND CONTROLS


Page no: 22 of 46
Antenna(s):
One VHF fiberglass whip antenna, and two small GPS antennas were sighted on
the center console. The fiberglass whip antenna was sighted to have part of the top
broken off. One of the GPS antennas was sighted to be wedged between the
overhead console and the canvas overhead on the starboard side.
Forward and aft bilge switches were sighted at the helm station. The switches were
properly fused protected as recommended by ABYC.
12 volt deck courtesy lights were sighted under the port and starboard gunnels.
Courtesy lights:
Only one port forward courtesy light was functional under the gunnel. The other
three deck courtesy lights were not functional when tested.
Emergency shutdown with a cut lanyard available at the helm position. Functional
Emergency Shutdown:
when tested.
None sighted.
High water alarm:
12 volt forward, aft spreader, and overhead T-top fluorescent lights were functional
Other:
when tested.
Average condition.
Condition summary:
Findings:
Recommendations:
One of the GPS antennas was sighted to be wedged
Have a qualified marine technician properly mount the
between the overhead console and the canvas overhead wedged GPS antenna on the T-top to prevent movement
on the starboard side. Emergency shut down lanyard
while underway and for better reception. Have a
was cut at the clip insert near the kill switch. Only one qualified marine technician repair or replace the cut
port forward courtesy light was functional under the
emergency shutdown lanyard at the helm station so both
gunnel. The other three deck courtesy lights were not
engines cut off if pulled as recommended by ABYC
functional when tested. No working high water alarms A-33. Consider having a qualified marine technician
were installed on this vessel.
replace or repair the non-working 12 volt courtesy lights
under the gunnels. Consider having a qualified marine
technician install a working float switch to include an
audible alarm as recommended by ABYC H-22. Note:
Since 2005, ABYC H-22 has recommended use of a high
water bilge alarm for all vessels with accommodation
spaces. Recommend compliance with ABYC on this
vessel.
Bilge pump switches:


Page no: 23 of 46

CENTER CONSOLE INTERIOR
Description:
FRP center console interior housed the head area and locker spaces for helm station
components, wiring, and hoses. The area was clean and functional. The toilet was
take out but sighted in the vessel's owner's garage. The toilet appeared to be a raw
water toilet with a 12 volt flushing motor. Not tested due to no power.
FRP bulkheads and overhead. In good condition.
Bulkheads:
FRP door with working latch on the port side of the console. Functional when
Doors:
tested.
None sighted.
Water intrusion signs:
One 12 volt light was sighted on the port aft bulkhead in the center console. The
Light fixtures:
light did not power up when tested.
Average condition.
Condition:
One working FRP sink was sighted in the center console interior.
Other notes:
Findings:
Recommendations:
The 12 volt bulkhead light in the center console interior If desired, have a qualified marine technician repair or
was not functional when tested.
replace the non-working 12 volt light in the center
console interior.
ENTERTAINMENT ELECTRONICS


Page no: 24 of 46
Stereo(s):
A 12 volt "Pyle" brand "PLMR87WB" model AM/FM/MP3 stereo system with

auxiliary functions was sighted in the overhead console. The unit was wired into
two "JL Audio" brand 6.5 inch speakers that were sighted in the port and starboard
sides of the center console near the deck and two "Kicker" brand 8 x 12 inch
speakers sighted on the port and starboard sides of the overhead console. The
stereo powered up when tested. Only one starboard side "JL Audio" speaker
powered up when tested. The remaining three speakers did not power up when
tested.
Stereo power amplifier(s): One 12 volt "JL Audio" brand stereo amplifier was sighted in the port locker in the
center console compartment mounted on the bulkhead.
Findings:
Recommendations:
Three of the four speakers on board did not power up
If desired, have a qualified marine technician further
when tested.
inspect the non-working speakers. Repair or replace as
necessary.
ELECTRICAL SYSTEMS
D.C. ELECTRICAL SYSTEMS
D.C. Voltage system:
12 volt system.


Page no: 25 of 46
Primary batteries:
Battery selector switch:
Battery monitor:
Charging system:
The primary batteries on board this vessel were three 12 volt "Optima" brand,
AGM (absorbed glass mat) batteries (model number 24M, blue top series). The
batteries were sighted in the transom locker space. The batteries were deep cycle
marine batteries and were rated at 800 CCA (cold cranking amps). The batteries
were charged between 11.33 - 12.65 volts when tested with a multimeter. The
batteries were wired in a parallel circuit and were designated for port engine start,
starboard engine start, and house battery use. The batteries were strapped in but not
secure properly to the vessel. The batteries were wired with proper gauged battery
cable.
Three "Cole Hersee" brand rotary battery switches were sighted above the battery
banks. All switches were functional when tested. Note: Recommend alternating use
of battery one, two, and three when using the vessel. Only use the battery switch
"All" or "Both" position if all of the batteries are low or when charging with the
onboard battery charger or the outboard engine's alternators.
Yes, port and starboard volt gauges at the helm station. Both functional.
The vessel's batteries could be charged via the outboard engine alternators. The
vessel's alternators charged all of the batteries during the sea trial.
Distribution panel:
Breaker(s)/fuse(s):
Connectors:
The power distribution panel was at the helm station via toggle type switches. All
appeared functional when tested.
All DC circuits were adequately protected by fused circuits.
Proper ring, spade, snap (bullet type) or blade type crimp on connectors sighted for


Page no: 26 of 46
D.C. wiring:
DC Electrical ground:
wiring connections as recommended by ABYC E-11.

All wiring runs were properly secured every 18 inches per ABYC E-11
recommendations.
The DC electrical system was properly tied in to the vessel's electrical ground
system using the outboard engines as the common ground.
Other notes:
No thermal anomalies were sighted when checking the DC and AC wiring that
were consistent with overheating wiring, short circuits or arcing in the wiring
where it could be sighted. All fused circuits remained on during the survey without
shutting off or failing to remain powered. Note: For 12 volt systems, a fully
charged battery reads 12.7 volts, 75% charged battery reads 12.4 volts, 50%
charged battery reads 12.2 volts, 25% charged battery reads 12.0 volts, and a
discharged battery reads 11.9 volts or less. Check battery condition and charge
frequently.
Average condition.
Condition summary:
Findings:
Recommendations:
Battery terminals were not protected with
Have a qualified marine technician install
non-conductive boot covers. Batteries were not properly non-conductive battery boot covers over the terminals to
secure to the vessel. The starboard side battery
prevent accidental arcing of the terminals as
discharged quickly once the vessel's outboard engines
recommended by ABYC E-10. Have a qualified marine
were shut down (drained to under 12.0 volts within two technician properly secure the batteries to their tray.
hours after the sea trial).
NOTE: All batteries should be properly secure to their
locations and can not be moved more than one inch in
any direction as recommended by ABYC E-10. Have a
qualified marine technician further inspect the starboard
battery to determine its existing life. Repair, replace or
renew as necessary.


Page no: 27 of 46
OUTBOARD ENGINE(S)
No./Type/Cylinders
Two "Suzuki" brand, "V" configured six cylinder, four stroke, 250 horsepower
outboard engines powered this vessel (model numbers: Port engine: DF 250,
Starboard engine: DF 250Z). Both engines powered up when tested. No unusual
engine smoke or gear noise was heard during the sea trial. The engine's propellers
were counter rotating from one another. Based on the outboard engine serial
numbers, both engines were manufactured in 2004.
Serial no(s):
Port engine: 25001F-420090, Starboard engine: 25001Z-420030.

Engine(s) hours:
Hoses and clamps:

Cooling system(s):
Oil level and condition:
Port engine: 1,825.5 hours, Starboard engine: 1,974.4 hours.

Good condition, no cracks sighted.
Raw water intakes through the lower outboard units circulated through the engine
and combined with the engine exhaust and routed through the outboard propellers.
Raw water intakes were clear of debris and sea growth.
Relatively clean and full on both dipsticks. No foreign debris or water sighted in


Page no: 28 of 46
Fuel supply lines:

Engine mounts and beds:
Engine ground cable:
Tilt/trim/trailer function:
Anti-cavitation plate(s):
Lube oil condition:
Upper housing(s):
Lower housing(s):
Skeg condition:
Prop(s):
the engine oil.

Black flex hoses. All appeared to be in good condition. No leaks sighted.
Outboard engine mounting brackets appeared to be well secured to the reinforced
transom.
Outboard engines were properly grounded together with a proper size conductor
cable.
Powered up and appeared functional when tested. No leaks or damage was sighted
in the hydraulic motors or hoses on the engine mounting brackets for outboard
engine tilts and trim.
Sound, no cracks or separations sighted.
Lower unit lube oil on both outboard engines were in average condition when
checked. No signs of metal cuttings were sighted in the lower unit lube oil when
checked on both units. Some slight water emulsification was sighted in the
starboard lower unit when inspected.
Sound, no damage sighted. Only minor chips and scratches.
Sound, no damage sighted. Only minor chips and scratches.
Good condition. No chipped or damaged areas sighted. Only some normal missing
paint on both skegs.
Three bladed stainless steel propellers were in good condition with no cracks,
corrosion or bent, nicked or chipped blades. Propeller nuts secure. The propellers
spun in a counter rotating direction of one another on the port and starboard
outboard engines. The propeller size on both propellers were: 3X18X23L.


Page no: 29 of 46
Compression test results:
On the date of survey I conducted a compression test of the outboard engines. The
following are the results:
Port Engine:
Cylinder 1: 148 psi
Cylinder 2: 153 psi
Cylinder 3: 148 psi
Cylinder 4: 150 psi
Cylinder 5: 152 psi
Cylinder 6: 151 psi
Starboard Engine:
Cylinder 1: 161 psi
Cylinder 2: 160 psi
Cylinder 3: 155 psi
Cylinder 4: 138 psi*
Cylinder 5: 150 psi
Cylinder 6: 152 psi
NOTE: These compression readings were within acceptable levels for these
engines except for cylinder number four on the starboard engine which was at 138
psi. In compression checks, there should not be a difference in compression
readings more than 10% psi on each cylinder on each engine.
* Cylinder number four on the starboard engine was initially tested at 128 psi. On
the second attempt the cylinder well was sprayed with lubricant and re-tested. The
second test gave a final reading of 138 psi.
Other notes:
NOTE:


Page no: 30 of 46
It is good practice when buying a used vessel that all fluids (outboard engines
and lower units) be changed and the raw water cooling impellers also be
changed.
As stated in the work agreement, It is understood that the attending surveyor is
not an engine / transmission surveyor. As such, I recommend that all gasoline
outboard engines and lower units be disassembled and visually inspected by a
qualified engine surveyor / mechanic to determine the internal condition of the
outboard engines, lower unit gears, and pumps, etc.
Disassembling engine components and parts for inspection is outside the scope of
a pre-purchase marine survey.
Average condition.
Condition summary:
Findings:
Recommendations:
Cylinder number four on the starboard engine was
sighted to have more than 10% lower compression
powerhead and cylinder number four on the starboard
compared to the other cylinders on that engine.
engine. Repair or replace if necessary. Have a qualified
Starboard lower unit lube had some slight water
marine technician further inspect the starboard lower
emulsification sighted in it when checked after the sea unit for causes of leaks. Repair, replace or renew as
trial.
necessary. Have a qualified marine technician give a
thorough 100 service on both of these outboard engines.
This includes changing and replacing all fluids and
filters, thoroughly inspecting all hydraulic and electrical
systems, and running a computer diagnostic on the
outboard engines to search for error codes recorded by
the engine's CPU, actual hours on the outboard engines,
and to insure the outboard engines are in good working
condition.
STEERING SYSTEM
STEERING SYSTEM
Type:
Mounting(s):
Condition summary:
The steering system on board this vessel was a manual hydraulic steering system
with a single hydraulic ram arm (sighted just forward of the outboard engines). The
outboards connected by a stainless steel tie bar that connected the two outboards
together. The steering system worked properly when tested and turned both ways
equally. No leaks were sighted in the hydraulic lines or ram seals when tested.
Secure.
Good condition.
TANKAGE


Page no: 31 of 46
FUEL TANK(S)
No & Location:
Tank type & capacity:

Manufacturer' s label(s):
Fuel supply hoses:
Vent line/location:
Fill line(s) located:
Two fuel tanks were below the aft deck on the port and starboard sides below the
aft deck sole and a center tank under the main deck sole. The tanks could not be
sighted due to limited access. Inspection could only be made via access panels
along the port and starboard fuel fill hoses under the gunnels. No leaks were
detected when inspected.
Aluminum. The tanks' total rated capacity was 260 gallons.
The USCG required label was not sighted on the fuel tanks due to limited access.
USCG A1 flex hoses were sighted from the fuel tanks to the outboard engines. All
hoses where they could be sighted appeared to be in good condition. Note: Most
fuel hose manufacturers now recommend fuel hoses be replaced every five years.
This is more important with the introduction of ethanol into gasoline as hoses can
and do deteriorate from the inside. The date of manufacture is imprinted on all
USCG approved fuel hoses. Consider replacing all flexible fuel hoses every five
years as a part of routine maintenance.
On the port and starboard sides of the vessel via stainless steel fittings.
Two port and starboard chrome plated fuel fittings were sighted on the gunnels of
the vessel outboard of the center console. The fill hoses were USCG type A2 fill
hoses and was properly double clamped and grounded. No leaks were sighted in the
hose or around the clamps where they could be seen.
Inspection/cleaning access: No, proper access could not be made to the tanks. Access plates were caulked and
sealed in on the aft deck.
Visually good where it could be sighted. No strong odor of gas or fuel found in the
Tank(s) condition:
bilges when inspected.
Findings:
Recommendations:
The fuel tanks, fill hoses, and grounding wires could not Have a qualified marine technician further inspect the
be fully inspected due to limited access. Access to the fuel tanks and fuel deck fittings to insure safe use of the
fuel fitting clamps, ground wires, and hoses requires
vessel and to be sure the fuel deck fittings are
disassembling the fuel fill fittings and aft deck for
thoroughly double clamped and grounded as
inspection.
recommended by ABYC H-24.

Page no: 32 of 46
FRESH WATER TANK(S)

No & locations of tanks:
One water tank was below the aft deck near the center console. The tank was made
of an unknown material as it could not be sighted due to limited access. The water
tank was rated to hold 60 gallons. The tank appeared well secured, vented, and on a
flat surface. The water fill for the tank was sighted on the port side of the bulkhead
inside the center console compartment. The deck fill and plastic hoses were
properly secured and appeared to be in good condition. No leaks were sighted in
the potable water system or tank.
Water pump(s):
Supply lines:
The fresh water pump was sighted on the port side interior of the center console.
The fresh water pump was an automatic 12 volt "Shurflo" brand water pump. The
pump powered up and worked properly when tested. The 12 volt raw water pump
was above it mounted on the same bulkhead.
Reinforced flex plastic hose. No leaks sighted.
HOLDING TANK(S) - BLACK WATER

Marine Sanitation Device: None sighted on board at the time of survey.
Waste treatment system(s) None sighted.
installed:
SAFETY EQUIPMENT
U.S.C.G. REQUIRED
Navigation lights:
All navigation lights were not operational when tested.


Page no: 33 of 46
Life Jackets(PFD's):
The following USCG approved life jackets were sighted on board: Six type II adult
life jackets were sighted on board. All of the life jackets were in serviceable
condition.
One USCG approved type IV throwable PFD was sighted on board this vessel. The
Throwable type PFD's:
PFD appeared to be in good condition and was serviceable.
Four "Orion" brand day / night flares were sighted on board this vessel. The flares
Visual Distress Signals:
were current and labeled to expire in October, 2014. One "Orion" brand 12 gauge
plastic flare gun was sighted on board this vessel. The flare gun had four flares on
an attached bandolier that were due to expire in September, 2014. NOTE: All visual
distress signals have a printed expiration date of three years from date of
manufacture. It is recommended that expired signals be retained for backup. There
must be at least three aerial or three red hand held signals that are current.
A working manual whistle was sighted on board.
Sound devices:
MARPOL garbage discharge placards were sighted on this vessel.
USCG placards:
Findings:
Recommendations:
The navigation lights were not functional when tested. Have a qualified marine technician properly repair or
replace the non-working navigation lights as required by
33 CFR 84 and 72 COLREGS.
FIRE FIGHTING EQUIPMENT

Portable fire extinguishers: One "Sea-Fire" brand USCG approved fire extinguisher was sighted on this vessel.
The fire extinguisher was properly charged and rated for B and C rated fires
(sighted in the locker space under the helm station).
Findings:
Recommendations:
There were not enough working fire extinguishers on
Place at least two portable fire extinguishers on board
board this vessel at the time of survey. No current
this vessel as required by 46 CFR 25. NOTE: USCG
annual inspection tags were sighted on the portable fire standards (46 CFR 25) for vessels 26 to 40 feet require
extinguishers.
two BI extinguishers or one BI and one fixed system.
ABYC A-4.6.3 and NFPA 302 Chapter 12 recommends
at least three fire extinguishers: One outside the engine
and or generator compartment, one at the steering
position, and one near the galley or cockpit area.
Recommend compliance with ABYC and NFPA for this
size vessel. Fire extinguishers should be permanently
mounted and readily available using the mounting
system for the brand chosen. ABYC A-4 and NFPA 302
recommends that fire protection systems be inspected
and reweighed at one year intervals and tagged
accordingly. Recommend compliance.
BILGE PUMPS
ELECTRIC PUMPS:
Two bilge pumps were on board this vessel. One bilge pump was in the aft transom
bilge and the other was under the center console space in the bilge area. Both bilge


Page no: 34 of 46
Bilge Pump Comments:
pumps were 12 volt bilge pumps with wired in float switches. The bilge pumps
were wired into a fused protected circuits as recommended by ABYC. The bilge
pumps both powered up when tested but the bilge pumps could not be fully sighted
due to limited access.
Note: Bilge pumps are high maintenance items. Bilge pumps are only the initial
part of a de-watering system, which may include a strum box, check valves,
anti-siphon loops, piping or seacocks (if the exit is below the waterline). This entire
system must be understood and maintained. Bilge pumps may fail at any time. No
warranty as to longevity can be expressed or implied in this survey report. Tapered
wooden plugs tied to seacocks are an inexpensive safety item and highly
recommended under current ABYC standards. Keeping bilges clean and free of
debris is a vital part of insuring proper operation of the bilge pumps. It is also
recommended that each bilge pump be periodically tested by filling the immediate
bilge area with water to ensure the pumps and float switches are operating
properly.
GROUND TACKLE
Primary anchor:
There were three anchors on board this vessel. The primary anchor was a aluminum
"Fortress" brand "FX-18" model Danforth type anchor. The anchor was properly
rated for this size vessel. The anchor was attached to approximately 15 feet of 3/8
inch diameter galvanized steel chain which attached to approximately 100 feet of
9/16 inch diameter three strand right lay nylon line. The entire ground tackle was in
average condition when inspected. Some corrosion sighted on the chain. The
second anchor on board was an aluminum "Fortress" brand "FX-11" model anchor.
The third anchor was a galvanized steel Danforth type anchor which weighed
approximately 20 pounds. Both of the spare anchors were rated for this size vessel.
All three of these anchors were sighted in the anchor locker.
Findings:
Recommendations:
Stainless steel wire was not moused to the shackles on It is a good practice of seamanship that stainless steel
the ground tackle. Some surface corrosion was sighted wire be tied into the shackle and shackle pin to prevent
on the ground tackle chain.
the pin from backing out of the shackle while the anchor
is deployed. Monitor corrosion on the anchor chain.
Replace when wear begins to deteriorate the anchor
chain.
AUXILIARY SAFETY EQUIPMENT


Page no: 35 of 46
EPIRB:
One "ACR" brand 406 MHz "Satellite 2" series EPIRB was sighted in the center
console compartment mounted on the starboard side bulkhead. The EPIRB was
registered (unit identification number ADCE023F2D42C01, serial number 45003).
The unit was overdue to be since September, 2011. The unit powered up when
tested.
Findings:
Recommendations:
The EPIRB was overdue for servicing since September, Have a qualified marine technician inspect this EPIRB
2011.
for proper function and renew or replace the EPIRB.
AUXILIARY EQUIPMENT
TRAILER
Manufactured by:
Trailer serial ID number:

Frame material:
Length:
GVWR:
Unknown, the trailer's manufacturer identification plate was not on the trailer at the
time of inspection.
Not sighted.
Aluminum.
35'0"
Not sighted on the trailer.


Page no: 36 of 46
Brakes:
Safety chains:
Electrical connections:
Trailer jack:
Winch:
Axle(s):
Fenders:
Tires:
Bunks/Rollers:
Loading guides:
Lights:
License number:
Condition summary:
Did not appear to be working.

Chains in place and well secured to trailer frame.
Seven pin wiring plug.

Swivel wheel.
Manual winch.
Triple.
Diamond plate aluminum full fenders. Well secured on both sides and in good
condition.
Five "Road Rider ST" brand tires (six on the axles and one mounted spare tire).
The tire size on all of the tires were ST 205/75 R15. All of the tires appeared to be
in good condition, with good tread and appeared to be properly inflated. All of the
tires were proper trailer tires.
Blue marine type carpet over wood bunkers that were properly secured to the trailer
frame. All of the bunkers appeared to be in good condition.
Loading PVC plastic tubular guides were installed and secure at aft end of trailer
on each side.
Both tail lights were not working when tested.
Florida tag ASP M00. Sighted on the left side of the rear of the trailer. The
registration sticker on the license plate was from another license plate and did not
match.
Poor condition. NOTE: Based on the overall appearance of the trailer components
that are visible, as many details about the trailer as possible are included in this


Page no: 37 of 46
portion of the survey report. It should be understood that a marine surveyor is not
to be considered a trailer expert and as such the trailer should be inspected by a
qualified trailer maintenance person and the electrical system and brakes tested
with the owner' s towing vehicle prior to use.
Findings:
Recommendations:
The registration sticker on the license plate was from
The trailer's registration should be verified prior to
another license plate and did not match. The trailer tail purchase. Have a qualified marine technician repair or
lights were not functional when tested. The brakes did replace the trailer lights to make them safe and
not appear to be working when tested.
functional as per Florida State Statute chapter 316.
Have a qualified technician further inspect this trailer
right away to determine its safe use for this vessel.
Repair, replace or renew any discrepancies that are
listed for this trailer.
SEA TRIAL
SEA TRIAL DETAILS
Date & Time:
A sea trial was conducted on February 5, 2014 from 11:52 AM to 12:41 PM. On
board the vessel at the time of the sea trial was Dan Smith (the current owner and
operator of the vessel), Brian Moore (the prospective buyer of the vessel), Lindsay
Adams (Mr. Custer's companion), Jeremy Tyler (the selling broker of the vessel),
and Captain John Banister (the marine surveyor). The vessel was operated along
the St. Lucie River in Stuart, Florida.
Sea trial results:
The vessel's outboard engines started up properly and both engines had adequate
exhaust discharge. All exhaust smoke was normal with no unusual vapors noticed.
The vessel ran fairly smoothly and accelerated properly as power was applied to
the port and starboard outboard engines. The vessel's wide open throttle (WOT)
was at 5,200 RPM on the port engine and 5,200 RPM on the starboard engine
(these outboard engines typically can reach a WOT RPM of at least 5,500 - 6,000).
The vessel's top speed was recorded at 40.0 knots at WOT. The vessel was able to
back down properly on both outboard engines. The turning radius of the vessel was

Page no: 38 of 46
Thermal images:
Findings:
approximately 35 feet when the outboard engines were turned at hard over on the
port and starboard sides. The vessel's turning radius was equal on both sides. After
running the engines, the following temperature readings were recorded (all
readings were recorded in degrees fahrenheit with an infrared thermal imaging
camera): Port engine block: 211.5 degrees, starboard engine block: 145.5 degrees,
port cylinder head covers: 128 - 139 degrees, starboard cylinder head covers: 123 140 degrees. No significant variation in temperatures were sighted around the
cylinder heads or heat exchanging systems on the outboard engines. All
temperature readings were within normal limits except for a section under the
starting motor on the port outboard engine which was approximately 65 degrees
warmer than the starboard engine in the same spot as they were ran up. All engine
mounts appeared to be secure.
Thermal images appeared mostly normal on the outboard engines. Aside from the
area under the starting motor on the port engine, no other abnormal thermal
anomalies were sighted while the engines were running.
Recommendations:
port outboard engine in the area of the warmer spot.
Repair, replace or renew as necessary.
All temperature readings on the outboard engine were

within normal limits except for a section under the
starting motor on the port outboard engine which was
approximately 65 degrees warmer than the starboard
engine in the same spot as they were ran up.


Page no: 39 of 46
INSPECTION RECOMMENDATIONS SUMMARY
PRIORITY I - SAFETY & REGULATORY RECOMMENDATIONS:

(MAY BE MANDATORY)
The items listed are required by state laws or federal laws and United Stated Coast Guard regulations or are
considered by the attending surveyor to represent unsafe operating conditions. Recommend that these items be
corrected before next use of vessel.
SAFETY EQUIPMENT
U.S.C.G. REQUIRED
Findings:
The navigation lights were not functional when tested.
Recommendations:
Have a qualified marine technician properly repair or replace the non-working navigation lights as required
by 33 CFR 84 and 72 COLREGS.
FIRE FIGHTING EQUIPMENT
Findings:
There were not enough working fire extinguishers on board this vessel at the time of survey. No current
annual inspection tags were sighted on the portable fire extinguishers.
Recommendations:
Place at least two portable fire extinguishers on board this vessel as required by 46 CFR 25. NOTE: USCG
standards (46 CFR 25) for vessels 26 to 40 feet require two BI extinguishers or one BI and one fixed
system. ABYC A-4.6.3 and NFPA 302 Chapter 12 recommends at least three fire extinguishers: One outside
the engine and or generator compartment, one at the steering position, and one near the galley or cockpit
area. Recommend compliance with ABYC and NFPA for this size vessel. Fire extinguishers should be
permanently mounted and readily available using the mounting system for the brand chosen. ABYC A-4
and NFPA 302 recommends that fire protection systems be inspected and reweighed at one year intervals
and tagged accordingly. Recommend compliance.
AUXILIARY EQUIPMENT
TRAILER
Findings:
The registration sticker on the license plate was from another license plate and did not match. The trailer
tail lights were not functional when tested. The brakes did not appear to be working when tested.
Recommendations:
The trailer's registration should be verified prior to purchase. Have a qualified marine technician repair or
replace the trailer lights to make them safe and functional as per Florida State Statute chapter 316. Have a
qualified technician further inspect this trailer right away to determine its safe use for this vessel. Repair,
replace or renew any discrepancies that are listed for this trailer.
PRIORITY II - MAINTENANCE & STANDARDS RELATED RECOMMENDATIONS:

(NOT NORMALLY MANDATORY)
These are important maintenance items sighted which in this firm's opinion should be performed. They may also
include recommendations to conform to current ABYC and NFPA-302 voluntary standards which may not have
been in effect or may not have been adhered to by the builder when the vessel was constructed. Some of these
findings if not addressed could lead to a Priority I safety issue and / or may result in a reduced vessel market value.

Page no: 40 of 46

HULL EXTERIOR
Findings:
No boarding ladder was not sighted on board at the time of survey nor was there a means to re-board the
vessel from the water line.
Recommendations:
Consider installing a boarding ladder that can be deployed from the water as a means to re-board the vessel
as recommended by ABYC H-41.
HULL BOTTOM
Findings:
The anti-fouling paint was faded and should be repainted to insure its effectiveness against bottom growth.
Some fastener holes were sighted on the port and starboard side near the trim tabs on the transom below the
water line (no water or trapped moisture was sighted in or around these holes when tested)
Recommendations:
Have a qualified marine technician repaint the vessel bottom with proper anti-fouling paint if the vessel is
going to be in the water for a long period of time. Have a qualified marine technician properly fill the
unprotected fastener holes to prevent water from seeping into them.
TRIM TABS, STABILIZERS, AND THRUSTER SYSTEMS
Findings:
The 12 volt / hydraulic trim tab motor (sighted in the aft lazarette between the batteries) was sighted to be
loose and unsecured.
Recommendations:
Have a qualified marine technician secure the trim tab motor to prevent it from moving inside the lazarette.
MAIN DECK & FITTINGS
Findings:
A soft spot was sighted on the starboard side aft deck around the T-top base. Thermal imaging and moisture
readings of between 15% - +30% verified the presence of trapped water in this area.
Recommendations:
Have a qualified marine technician further inspect the deck area around the starboard aft T-top mount that
had elevated moisture. Repair, replace or renew as necessary.
OTHER ELECTRONICS AND CONTROLS
Findings:
One of the GPS antennas was sighted to be wedged between the overhead console and the canvas overhead
on the starboard side. Emergency shut down lanyard was cut at the clip insert near the kill switch. Only one
port forward courtesy light was functional under the gunnel. The other three deck courtesy lights were not
functional when tested. No working high water alarms were installed on this vessel.
Recommendations:
Have a qualified marine technician properly mount the wedged GPS antenna on the T-top to prevent
movement while underway and for better reception. Have a qualified marine technician repair or replace the

Page no: 41 of 46
cut emergency shutdown lanyard at the helm station so both engines cut off if pulled as recommended by
ABYC A-33. Consider having a qualified marine technician replace or repair the non-working 12 volt
courtesy lights under the gunnels. Consider having a qualified marine technician install a working float
switch to include an audible alarm as recommended by ABYC H-22. Note: Since 2005, ABYC H-22 has
recommended use of a high water bilge alarm for all vessels with accommodation spaces. Recommend
compliance with ABYC on this vessel.
ELECTRICAL SYSTEMS
D.C. ELECTRICAL SYSTEMS
Findings:
Battery terminals were not protected with non-conductive boot covers. Batteries were not properly secure to
the vessel. The starboard side battery discharged quickly once the vessel's outboard engines were shut down
(drained to under 12.0 volts within two hours after the sea trial).
Recommendations:
Have a qualified marine technician install non-conductive battery boot covers over the terminals to prevent
accidental arcing of the terminals as recommended by ABYC E-10. Have a qualified marine technician
properly secure the batteries to their tray. NOTE: All batteries should be properly secure to their locations
and can not be moved more than one inch in any direction as recommended by ABYC E-10. Have a
qualified marine technician further inspect the starboard battery to determine its existing life. Repair,
replace or renew as necessary.
OUTBOARD ENGINE(S)
Findings:
Cylinder number four on the starboard engine was sighted to have more than 10% lower compression
compared to the other cylinders on that engine. Starboard lower unit lube had some slight water
emulsification sighted in it when checked after the sea trial.
Recommendations:
Have a qualified marine technician further inspect the powerhead and cylinder number four on the
starboard engine. Repair or replace if necessary. Have a qualified marine technician further inspect the
starboard lower unit for causes of leaks. Repair, replace or renew as necessary. Have a qualified marine
technician give a thorough 100 service on both of these outboard engines. This includes changing and
replacing all fluids and filters, thoroughly inspecting all hydraulic and electrical systems, and running a
computer diagnostic on the outboard engines to search for error codes recorded by the engine's CPU, actual
hours on the outboard engines, and to insure the outboard engines are in good working condition.
SAFETY EQUIPMENT
AUXILIARY SAFETY EQUIPMENT
Findings:
The EPIRB was overdue for servicing since September, 2011.
Recommendations:
Have a qualified marine technician inspect this EPIRB for proper function and renew or replace the EPIRB.
SEA TRIAL
SEA TRIAL DETAILS
Findings:
All temperature readings on the outboard engine were within normal limits except for a section under the
starting motor on the port outboard engine which was approximately 65 degrees warmer than the starboard

Page no: 42 of 46
engine in the same spot as they were ran up.

Recommendations:
Have a qualified marine technician further inspect the port outboard engine in the area of the warmer spot.
Repair, replace or renew as necessary.
OTHER OBSERVATIONS:
These are other less significant maintenance items or observations that if not addressed could lead to more
important priority issues and / or could lead to a reduced vessel market value. The cost of addressing these
recommendations is generally minimal.
ANODES
Findings:
Bonding wires or bonding system could not be sighted for all of the underwater running gear and thru hull
fittings.
Recommendations:
If desired, have a qualified marine technician further inspect the bonding system on this vessel. Consider a
more thorough bonding system for this vessel if the vessel is to remain in the water for a long period of
time. Note: Dissimilar metals and metal alloys have different electrode potentials when two or more of
these metals exist in the same electrolyte (such as seawater). When this happens a galvanic couple can be
created and depending upon the nobility of the metal, one metal will become the anode and another metal
will become the cathode and can form electrolysis between the two electrodes (the anode and the cathode).
Once the galvanic couple is formed between the two metals, the anode metal will dissolve into the
electrolyte. This electrochemical reaction is called galvanic corrosion and can occur on a vessel below the
waterline between two metals that are different in nobility or charged at different levels. Bonding
underwater metals together causes the metals to remain at the same potential and helps prevent or slows
the galvanic corrosion process.
ALL THRU HULL FITTINGS
Findings:
Some seacocks were difficult to open and close.
Recommendations:
Have a qualified marine technician further inspect these seacocks. Repair, replace, or renew as necessary.
Note: All seacocks aboard a vessel should be in the closed position when the vessel is unattended. Seacock
valves can and will corrode if left unattended. It is a good practice to turn the seacock valves regularly to
insure the valves are working properly. Note: Tapered wooden plugs tied to sea valves are an inexpensive
safety item and highly recommended under current ABYC standards.
NAVIGATION ELECTRONICS
Findings:
The 12 volt autopilot system was not working properly when tested. The screen display on the fishfinder
unit was faded when tested. The digital depth sounder gauge at the helm station was not functional when
tested.
Recommendations:
If desired, have a qualified marine technician further inspect the autopilot system. Repair, replace or renew
as necessary. If desired, have a qualified marine technician further inspect the fishfinder unit display screen.
Replace or repair as necessary. If desired, have a qualified marine technician further inspect the digital

Page no: 43 of 46
depth sounder gauge. Repair, replace or renew as necessary.

ENGINE INSTRUMENTS AND CONTROLS
Findings:
Both oil pressure gauges did not power up when tested. The forward tank fuel gauge did not appear to be
functional when tested. The vessel's current owner stated the forward tank never has fuel in it and it is never
used. The 12 volt digital "Floscan" brand fuel management gauge sighted at the helm station did not power
up when tested.
Recommendations:
Consider having a qualified marine technician further inspect the non-working oil pressure, Floscan, and
forward fuel tank gauges. Repair or replace as necessary.
CENTER CONSOLE INTERIOR
Findings:
The 12 volt bulkhead light in the center console interior was not functional when tested.
Recommendations:
If desired, have a qualified marine technician repair or replace the non-working 12 volt light in the center
console interior.
ENTERTAINMENT ELECTRONICS
Findings:
Three of the four speakers on board did not power up when tested.
Recommendations:
If desired, have a qualified marine technician further inspect the non-working speakers. Repair or replace as
necessary.
TANKAGE
FUEL TANK(S)
Findings:
The fuel tanks, fill hoses, and grounding wires could not be fully inspected due to limited access. Access to
the fuel fitting clamps, ground wires, and hoses requires disassembling the fuel fill fittings and aft deck for
inspection.
Recommendations:
Have a qualified marine technician further inspect the fuel tanks and fuel deck fittings to insure safe use of
the vessel and to be sure the fuel deck fittings are thoroughly double clamped and grounded as
recommended by ABYC H-24.
SAFETY EQUIPMENT
GROUND TACKLE
Findings:
Stainless steel wire was not moused to the shackles on the ground tackle. Some surface corrosion was
sighted on the ground tackle chain.
Recommendations:
It is a good practice of seamanship that stainless steel wire be tied into the shackle and shackle pin to
prevent the pin from backing out of the shackle while the anchor is deployed. Monitor corrosion on the
anchor chain. Replace when wear begins to deteriorate the anchor chain.

Page no: 44 of 46
CONDITION & VALUE REPORT SUMMARY
DECLARATION:
Rating of vessel condition was determined upon completion and review of all reported survey information including
recommendations and comparing the vessel to the same or similar age models. Possible vessel condition ratings are
as follows:
EXCELLENT - Essentially as new or bristol in appearance.
ABOVE AVERAGE - Has had above average care with no obvious defects or limitations.
AVERAGE - Ready for sale but needs some maintenance or repairs, updates or cleaning.
BELOW AVERAGE - Needs significant maintenance, repair or service.
Definitions of value are clarified as defined by USPAP (the Uniform Standards of Professional Appraisal
Practice) and IVSC (the International Valuation Standards Council). The definitions are as follows:
ESTIMATED MARKET VALUE - A type of value, stated as an opinion, that presumes the transfer of
a property (i.e., a right of ownership or a bundle of such rights), as
of a certain date, under specific conditions set fourth in the
definition of the term identified by the appraiser as applicable in an
appraisal.
ESTIMATED REPLACEMENT VALUE - The current cost of a similar asset offering equivalent
utility.
Estimated market value was determined by cross referencing data from Soldboats.com, BUC, NADA,
Yachtworld.com, and other brokerage listings or local dealers. Adjustments are then made for condition or
equipment as necessary. The fair market value is for the vessel in its current condition prior to any repairs or
maintenance.
Estimated replacement value was determined using information obtained from BUC, ABOS or local dealer prices
using the same or similar make and model with similar equipment options.
RATING OF VESSEL CONDITION.............AVERAGE
ESTIMATED MARKET VALUE...................$53,050.00 (hull only: $38,500.00, outboards: $12,100.00, trailer: $2,450.00)
ESTIMATED REPLACEMENT VALUE......$139,000.00 (hull only)
INTENDED USE OF VESSEL.........................RECREATION (COASTAL CRUISING)
SUITABILITY FOR INTENDED SERVICE: Vessel IS considered fit for its intended use and upon
correction of all listed Priority I & II recommendations.
NOTE: All "Other Recommendations" should be thoroughly reviewed to bring the vessel up to current standards
and to improve the value of the vessel.


Page no: 45 of 46
APPRAISAL VALUE CERTIFICATION
CLOSING STATEMENT AND SIGNATURE:
SUMMARY:
In accordance with the request for a marine survey of the 1996 Jupiter 31 Open, for the purpose of
evaluating its present condition and estimating its fair market value and replacement cost on the date of the
survey. I herewith submit my assessment based on the preceding report. The vessel was personally
inspected by me (the undersigned) on February 5, 2014. Subject to the correction of the deficiencies listed
in the red and green summary pages, the vessel will be considered to be suitable for its intended use. Other
deficiencies listed in the blue findings should be attended to in a timely fashion.
SURVEYORS CERTIFICATION
I certify that, to the best of my knowledge and belief:
The statements contained in this report are true and correct.
The reported analysis, opinions, and conclusions are limited only by the reported findings, but may also
extend to the statements of the owner, captain, or representative of the vessel. My report may also be
limited based upon the conditions that the survey may bring. My findings and conclusions are from my
best efforts from professional analysis, opinions, and conclusions which are based upon my experience and
training.
I have no present or prospective interest in the vessel that is the subject of this report, and I have no
personal interest or bias to the parties involved.
My compensation is not contingent upon the reporting of a predetermined value from any party, nor the
direction in value or direction in a value assessment that favors the cause of the client. My compensation is
not contingent upon the amount of the value estimate, the attainment of a desired result or the occurrence
of a subsequent event.
I have made a personal inspection of the vessel that is the subject of this report.
This appraisal is submitted in confidence for the exclusive use of Mr. Brian Moore without prejudice to the
rights and / or interests of any other concerned parties and may not be used for any other purpose or relied
upon by any other person.
ATTENDING SURVEYOR ____________________________________

Capt. John Banister, SA, Marine Surveyor


Page no: 46 of 46

1996 33&#39; Jupiter 31 Open Center Console - Sample Survey Report

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REPORT OF MARINE SURVEY

1996 33' Jupiter 31 Open

PREPARED EXCLUSIVELY FOR:

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

SURVEY REPORT TABLE OF CONTENTS

Major Systems Surveyed

GENERAL INFORMATION (SHORT FORM)

SURVEY SCOPE & GENERAL INFORMATION

EXTERIOR HULL & BOTTOM INSPECTION

INTERIOR HULL & STRUCTURAL INSPECTION

TOP DECK & SUPERSTRUCTURE

HELM & NAVIGATION ELECTRONICS

CABIN INTERIOR APPOINTMENTS

OUTBOARD PROPULSION SYSTEM

INSPECTION RECOMMENDATIONS SUMMARY

CONDITION AND VALUE REPORT SUMMARY

APPRAISAL VALUE CERTIFICATION SUMMARY

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

REPORT INTRODUCTION COMMENTS:

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

GENERAL INFORMATION (SHORT FORM)

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

SURVEY SCOPE & GENERAL INFORMATION

1996 Jupiter 31 Open.

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

State validation sticker:

SURVEY INSPECTION COMMENTS

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

report, it was not inspected.

EXTERIOR HULL & BOTTOM INSPECTION

Fiberglass, with a white gel coat surface.

Stem thru hull fittings:

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

spontaneously depressurize, bottom laminate sanding, and other conditions or

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

The anti-fouling paint was faded and should be

TRIM TABS, STABILIZERS, AND THRUSTER SYSTEMS

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

The 12 volt / hydraulic trim tab motor (sighted in the aft

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

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

INTERIOR HULL & STRUCTURAL INSPECTION

Surveyed for: Brian Moore - 1996 Jupiter 31 Open

Report file #: 14-000100

ALL THRU HULL FITTINGS

1996 33' Jupiter 31 Open Center Console - Sample Survey Report

1996 33' Jupiter 31 Open Center Console - Sample Survey Report