36' Sabre 362 Cruisers

Construction

     "The hull and deck are cored, laid up by hand using a different schedule than most manufacturers: The bottom is balsa-cored to the waterline, except on the centerline, where it is reinforced with eight layers of overlapping bi-axial and unidirectional reinforcing cloth to provide impact resistance and reinforcement for the keel and skeg. The engine bed is constructed of plywood stringers with threaded steel caps encased in fiberglass into which engine bolts are threaded.

     The hull is further stiffened by installation of furniture components and cabinetry, all of which are tabbed to the hull. We think this method produces a stronger, quieter and more accessible structure than installation of pre-molded pans.

     Topsides are solid fiberglass, the major difference between Sabre and other manufacturers who want stiffness in the large unsupported panels of the topsides, and donââ?¬â?¢t want the risk of wet balsa below the waterline. Sabreââ?¬â?¢s reasoning is that balsa stiffens the high load panels of the underwater hull, but because it sells mostly dark-colored hulls, itââ?¬â?¢s use in the topsides too often causes print through.

     In the deck, marine mahogany plywood replaces the balsa in high load areas and where deck fittings and hardware are to be installed.

     Vinylester resin under the ISO NPG gel coat provides a superior moisture barrier; Sabre calls its protection system Duralamââ??¢. The company warrants that ââ?¬Å?all fiberglass hulls will be free from structural defects under normal useââ?¬ï¿½ for 10 years, and ââ?¬Å?the gel coat below the waterline of all fiberglass hulls manufactured by it against premature weathering or deteriorationââ?¬ï¿½ for five years.

     The hull-deck joint is the same internal flange used on Hewsonââ?¬â?¢s first boats. The deck is bonded to the flange with 3M 5200, and fastened with stainless steel bolts on 6" centers.

     The mast is stepped on the keel, and shrouds are attached to stainless steel deck chainplate fittings bedded in solid fiberglass and through-bolted to backing plates with 3/8" bolts. Belowdecks, Navtec rod is attached to the lower section of the deckplate; its lower end is bolted to a 4" wide stainless steel chainplate secured to the hull using 1/2" bolts." ~ Practical Sailor Boat Review January 1, 1999

     Caprice's was built with the optional wing keel giving her the flexibility good off shore performance and the ability to slip into less than 5 feet of water when necessary. Her topsides are blue Awlgrip with double white Awlgrip boot stripe and gold cove stripe. Other features include:

• Feathering (3) blade Maxi Prop ~ 2011
• Bronze strut
• Stainless steel shaft ~ 2018
• Bright teak rubrail with stainless steel cap
• Stainless steel striker plate on bow
• Upper and lower stainless steel protective plates on trailing edge of transom

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     "Hull: Topsides

     Found the vessel to be a standard production version of a Sabre 362 fiberglass sloop. No unusual modifications were noted on the hull or deck.

     Sighted the topsides fore and aft and athwart-ship, as much as space would allow. The topsides appeared fair and smooth, no signs of hard edges or stress were observed. They appeared to have been painted with Awlgrip or similar material the finish remained in serviceable condition. No significant flaws were noted in the accessible portions of the topsides.

     Sounded the topsides at random locations about every two square feet with a light plastic hammer for signs of hollow or dull areas in the lay up that would be audibly noticeable. None were noted; the soundings
were sharp and clear. An area of somewhat hollow soundings was noted on the starboard side amidships. The area corresponded to that of lead trim ballast that was bonded to the inside of the hull.

     Readings were made at random locations about every two square feet with a Tramex portable electronic moisture meter. The readings ranged between 15 and 25 on Scale 2.

   Hull: Bottom

     Found the anti-fouling fair and smooth over the entire bottom. It had been painted since the vessel was last hauled from the water and the paint appeared to be well adhered.

     Sounded the bottom at random locations about every square foot with a plastic hammer for evidence of hollow or dull areas that would be audibly noticeable. None were noted; the hammer soundings were sharp and clear at the time of the survey.

     Moisture meter readings were made with a Tramex moisture meter on the bottom of the vessel without removing the anti-fouling paint. Generally, they were low, ranging between 15 and 25 on Scale 1.

     Keel and Ballast

     A moderate draft external lead ââ?¬Ë?wingââ?¬â?¢ keel was attached a molded keel root that was integral with the hull. The exterior of the ballast was smooth. Visually inspected the keel for indications of past grounding and none were observed. The ballast to hull joint was tight and faired smooth. No evidence of weeping or staining was present along the area of the joint. Soundings made on the molded keel stub were sharp and clear. Moisture meter readings remained low.

     Rudder

     A semi-balanced rudder was supported by an FRP and stainless steel rudderstock. The rudder rotated easily and came up firmly against the stops. Noted a small amount of play between the rudderstock and the fiberglass rudder bushing but it was not excessive. The bushing was tight to the hull. Recommend the rudderstock tube be packed with grease to reduce play and prevent wear of the FRP bearing. Grease cups were installed on the rudderstock tube in the lazerette.
     Sounded the rudder at random locations with a light plastic hammer for indication of hollow and none were noted. The soundings were sharp and clear.
     Moisture meter readings were low, ranging between 15 and 25 on Scale 1 on the Tramex moisture meter. No swelling or weeping was present on the exterior of the rudder at the time of the survey.

     Propeller, Shaft and Through Hull Fittings

     The propeller, the shaft and strut had been removed from the vessel for service and were not examined as part of the survey. 
     Eight bronze mushroom head through hulls were installed below the waterline. Where the anti-fouling was removed, no indications of stress, corrosion or damage were observed. The reinforced polycarbonate sailing instrument sending units were also secure and serviceable.
     Through hull fittings and tank vents installed above the waterline also remained serviceable at the time of the survey. The stainless steel engine exhaust and bilge pump discharge were finished flush with the transom, which was not original construction. When the vessel was built, they extended an inch or so beyond the surface of the transom to prevent water from dribbling onto the transom. Re-position and re-glass the tubes as desired." ~ Gene Barnes, AMS for Owner

     Working your way from bow to stern, Caprice's decks are well organized and thought out. The off-white textured GRP decks with bright teak toe-rails feature:

     Foredeck

• Cast aluminum bow plate with single anchor roller
• Bow chocks port and starboard
• Stainless steel pushpit
• Stainless steel deck protection plate
• Twin bow cleats port and starboard
• Maxwell 1200 W electric vertically mounted windlass with up/down foot switches

     Coach roof

• (2) Large forward opening aluminum framed deck hatch
• (2) stainless steel opening port lights port and starboard
• Bright teak hand rails port and starboard
• (3) Block deck organized port and starboard
• (2) Molded dorade boxes with cowls
• (2) Fixed port lights port and starboard
• Traveler forward of dodger
• Stainless steel dodger frame with dodger (see soft goods)
• (2) Small aft opening aluminum framed deck hatch

    Weatherdecks

• Stainless steel stanchions with double coated wire lines
• Stainless steel chain plates port and starboard
• Inner aluminum Genoa track port and starboard
• Outer auxiliary aluminum track mounted on toe rail
• Single line boarding gate port and starboard with pelican hook

     Cockpit

• (2) Lewmar 30 self-tailing 2-speed winches on coach roof
• Triple clutch blocks
• Suite of electronics on coach roof bulkhead and on binnacle (see electronics)
• (2) Inboard opening port lights
• (2) Lewmar 48 primary self-tailing 2-speed winches on coaming
• Cubbyhole storage inboard port and starboard built into the molded cockpit coaming
• Bright teak folding cockpit table with (2) drop-down leafs
• Edson binnacle with compass, electronics pod, cup holders and throttle arm
• Stainless steel wheel
• Stainless steel bimini frame with bimini (see soft goods)
• Engine panel
• High volume whale pump manual control
• Pressurized fresh water hot/cold cockpit shower
• Stern cleats, port and starboard, mounted on the outboard coaming

     Aft-deck

• Stainless steel pushpit
  
• Outboard motor bracket and hoist

     Transom

• Stainless steel step with bright teak tread
• Fold down stainless steel swim ladder with bright teak treads

NOTES FROM SURVEY 

From March 1, 2018 survey by Gene Barnes:

     "Deck and Superstructure

     Gelcoat on deck was in reasonable cosmetic condition but random crazing was present on the side decks, cockpit and cabin top. The highest concentrations were noted on the smooth areas of gelcoat but the crazing did extend into the non-skid areas at a few locations. Gelcoat crazing on deck is a common condition for Sabre Yachts built in the late nineteen-nineties and the early two thousands. Generally, it is cosmetic condition but monitor the areas and repair as needed if the condition deteriorates in the future. The teak trim and toe-rails were serviceable had been recently re-coated with gloss C-tol or varnish and they made a nice impression.

     Sounded the deck at random locations with a plastic hammer for indication of hollow or dull areas and none were noted. The soundings remained sharp and clear at the time of the survey.

     Moisture meter readings made at random areas on deck and around most of the major pieces of hardware were generally low, ranging between 15 and 25 on Scale 2 on the Tramex meter. The following exception was noted, all readings on Scale 1 on the Tramex meter:

     1) Readings ranged between 60 and 75 on the adjacent to the bases for the forward three lifeline stanchions, port and starboard.
     2) Similar readings were obtained within a few inches of the bases for the dodger bows, port and starboard.
     3) Readings ranged between 35 and 50 on the cockpit sole, around the bases for the steering pedestal guard.

     A stainless plate had been added to the foredeck around the opening for the foredeck anchor locker, adjacent to the bases for the pulpit. Elevated moisture meter readings have been found on most Sabre built vessels surveyed by the undersigned around the pulpit bases but the area was not accessible due to the addition
of the stainless plate. 

     Recommend fasteners for the hardware adjacent to the areas of elevated moisture meter readings be removed and resealed to reduce that possibility moisture into the core material on the side decks and cockpit sole.

     Cockpit

     A deep locker was located to port. The bonds between the partial or full bulkheads and hull that were accessible in the in the locker appeared to remain intact. Found the hull to deck joint to consist of an inward turning hull flange with deck set upon it and bolted through it and the teak toe rail and/or aluminum genoa sheet track. The joint and fasteners appeared tight and free from indications of excessive leaks or damage.

     An Edson steering pedestal was securely attached to the cockpit sole. A Ritchie compass was fitted to the pedestal and appeared serviceable. The engine shift and throttle lever installed on the pedestal appeared to be functional without running the engine. Noted the wheel brake was frozen in place and did not rotate. Repair or replace it as needed to hold the wheel and rudder in place when not in use." ~ Gene Barnes, AMS for Owner

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     ââ?¬Å?An aluminum mast collar was fastened to a reinforced section of the cabin top. No indications of stress or damage were observed on the collar or the surrounding deck. When sounded with a hammer, the surrounding laminate appeared to be sound. Moisture meter readings were low, below 25 on Scale 2 on the Tramex meter.

     A single strap type stainless steel chain plate was installed on each side of the vessel and connected to stainless turnbuckle and anchor that were installed below deck. Visually inspected the chain plates and surrounding deck for signs of stress or lifting and neither were noted.

     Stainless pad eyes were attached to the outboard corners of the transom for the split backstay. They appeared secure, no indications of stress or damage were observed. The head-stay tang was bolted through the stem with four stainless bolts and appeared secureââ?¬Â¦.

     The two forward transverse keel floors supported the box type stainless mast step. Found no indication of compression, damage or significant corrosion on the step or surrounding structure. The bonds between the floors and the hull remained intact, where they were accessible for visual examination.

     A stainless steel pad eye was bolted underside of the deck below the chain plate installed on deck. A turnbuckle attached the pad eye to a strap type anchor that was bolted the longitudinal settee berth back with ten, 0.50-inch stainless bolts and nuts. A plywood and fiberglass laminate knee was bonded between the berth back and the hull. Additional support for the chain plate attachment appeared to be provided by tabbing along the base of the berth back but that area was concealed with fabric trim that could not be easily removed. The attachments that were accessible appeared adequate and free from signs of movement or damage at the time of the survey.

     A lightning grounding system was viewed between the upper shroud chain plates, back and head-stay and forward keel bolts. It appeared to be secure but little of the connections or wiring were visible for inspection. ââ?¬Å? ~ Gene Barnes, AMS for Owner

• Bondell main sail ~ 2013
• Bondell Genoa ~ 2010

     The engine on Caprice has been upgraded to a Yanmar 3JH3-E 40HP engine. THe key features of this engine are:

• Fresh water cooled
• (3) Cylinder
• 29.4 kW engine at 3,800 rpm
• 2,614 hours on the engine meter

NOTES FROM SURVEY 

From March 1, 2018 survey by Gene Barnes:

      "Engine Installation

      Auxiliary power was a three-cylinder, freshwater-cooled, normally aspirated Yanmar diesel. The general condition of the engine and surrounding spaces appeared serviceable but service work was on going at the time of the survey. The motor mounts had been replaced but the forward mounts had not been refastened to the beds. Obviously, the installation should be completed before the vessel is launched. Visually inspected the timber and FRP engine beds and found them free from signs of stress or damage.

     Checked the crankcase and coolant. Found the crankcase oil clean and just below the mark on the dipstick. A Sen-Dure coolant expansion tank was fitted in the port cockpit locker, above the engine and domestic hot water tank. It was not possible to remove the cap and the coolant level should be checked during re-commissioning and topped up if necessary. Found the transmission fluid in the Kanzaki gearbox to be clean
and close to the mark on the dipstick. The belt for the Balmar alternator appeared to remain serviceable.

     A Groco strainer was installed on the raw water intake. The strainer, intake hose and intake ball valve all appeared to remain serviceable at the time of the survey."  ~ Gene Barnes, AMS for Owner

     In Cockpit

• Raymarine ST-4000 steering wheel drive autopilot
• Garmin 4210 radar/chart plotter on binnacle in pod
• Standard Horizon RAM Mic on binnacle attached to pod
• Garmin GMI 10 multi-display on coach roof bulkhead
• (2) Garmin GMI 20 multi-display on coach roof bulkhead

     At Navigation Station

• Standard Horizon Spectrum+ marine VHF
• Garmin GPS 182C color chart plotter
• Sony Marine Drive S MP3 WMA AAC receiver

     12-Volt DC System

• (2) 4D house batteries
• (1) Group 27 AGM cranking battery
• Bass electrical distribution panel with branch breakers for each of the vessel's 12-volt functions
• Analog voltmeter

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     "12-Volt DC System

     Two, 4D and one Group 27 AGM, (absorbed glass mat) 12-volt batteries were found aboard. One, 4D battery was stored in the port cockpit locker with the second below the seat in the aft cabin. The smaller battery was installed on its side below the forward end of the aft bunk. The 4D batteries appeared to be connected for Ã¢â?¬Ë?houseââ?¬â?¢ service with the smaller battery located below the forward end of the aft bunk used for engine starting.
The batteries were strapped in place and protective covers were installed over the terminals for the battery in the cockpit locker. They should be added for the battery located below the small seat in the aft cabin. Covers were present adjacent to the starting battery but not installed. Re-attach them there as needed. The starting battery
was dated 2006. Suggest it be slated for replacement as a precaution due to age. Dates were not noted on the Ã¢â?¬Ë?houseââ?¬â?¢ batteries. Installing different size batteries is not recommended without the use of a battery isolator and an isolator was found aboard, adjacent to the smaller battery located below the forward end of the aft bunk.

     Battery cables were 2/0-gauge, stranded copper battery cable, color-coded for polarity. Most of the battery cables were marked ââ?¬Ë?Marine Gradeââ?¬â?¢. Over-current protection was found within seven-inches of the house battery in the cockpit locker but it did not appear to be connected to the main DC buss. Over-current
should be located within seven-inch of both house batteries in keeping with current ABYC standards.

     A Bass Products electrical distribution panel with branch breakers for each of the vessel's 12-volt functions was installed outboard of the chart table. An analog voltmeter was also present and functional. It was possible to access the back of the electrical panel but tools were required and the panel was not removed as part
of the survey.

     Little of the balance of the wiring was visible, most appeared to be run through plastic conduit. What was visible appeared to be double PVC insulated, stranded copper ââ?¬Ë?boat cableââ?¬â?¢. Navigation electronics were installed in the panel forward of the electrical distribution panel and the installations appeared completed to reasonable standards. Noted a number of loose and poorly supported wires in the port cockpit locker and they should be secured in place." ~ Gene Barnes, AMS for Owner

     120-Volt AC System

• Bass electrical distribution panel with branch breakers for the vessel's 120-volt functions
• Marinco 30-amp AC inlet
• 120-Volt GFCI outlets in head, vanity and at chart table
• ProSine 1800, 1.8-kW inverter
• Pro-Mariner  60-amp battery charger

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     "120-Volt AC System

     A Marinco 30-amp AC inlet was installed in the cockpit but no thirty-amp shore power cord was aboard. A double-pole single throw master breaker was installed at the electrical panel. The branch breakers and reverse polarity indicator were present as well. Tools were required to access the connections at the back of the panel and it was not opened as part of the survey.

     The outlet at the chart table, head and vanity were GFCI type. Experience with Sabre Yachts suggests the balance of the ground leads were connected to outlet at the navigation station. That was not confirmed, however. Wiring was double or single insulated, stranded copper ââ?¬Ë?Boat Cableââ?¬â?¢. What could be visually examined remained serviceable.

     Found a ProSine 1800, 1.8-kW inverter installed below the chart table. It was secure and free from signs of damage. The exterior of the inverter case did not appear to be connected to the AC grounding buss or the DC negative buss, in keeping with current ABYC standards. Over-current protection was not noted on the DC supply adjacent to the inverter and it should be add if not currently aboard.

     Found a 60-amp Pro-Mariner battery charger installed in the port cockpit locker. It could not be determined if the unit was functional. Over-current was integral with the unit." ~ Gene Barnes, AMS for Owner

• Bimini canvas and connectors ~ 2012
• Dodger canvas ~ 2012
• Mackpack ~ 2016
• Interior upholstery ~ 2014

     Entering the interior down the companionway step you enter the open and airy interior of Caprice. Directly to port is Caprice's only head featuring:

     Shower Stall

• Overhead dome lighting

• Separate shower stall
• Freshwater shower head with flexible hose 
• Teak towel rack
• molded seat 

     Head

• Fixed port light
• Shelf and locker storage outboard
• Corian counter top
• Single basin sink with molded in soap dish
• Single lever fresh water hot/cold mixer tap
• Storage below sink
• Marine head

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     "A molded fiberglass head compartment was located to port, adjacent to the companionway. Noted the bi-fold door between the head and salon did not close completely and it will need to be adjusted. The Raritan PH-II manual marine head appeared to remain serviceable but was de-commissioned and not operated.

     Visually inspected the structure outboard and under the sink, outboard of the toilet and in the shower stall locker. Found it secure and free from signs of stress, damage or repair. Two bronze ball valves were installed under the sink. They were functional. A vented loop was installed in the cockpit locker for the head discharge hose and elevated to deck level. No traces of past leaks were noted at the hose connections." ~ Gene Barnes, AMS for Owner

     Continuing forward from the head on the port side is the aft facing navigation that utilizes the port side setee for seating. This area features:

• Overhead dome lighting
• Fixed port light outboard
• Shelf storage above electronics box
• Bulkhead mounted fire extinguisher
• Suite of electronics (see Electronics) 
• Adjustable day/night work light
• Weams and Plath barometer
• Engine hour meter
• Fuel gauge
• 110-Volt outlet
• 12-Volt outlet
• Electric panel (see Electrical System)
• Top loading work surface with white surface
• Inverter mounted below chart table
• Drawer storage below chart table aft and inboard

NOTES FROM SURVEY 

From March 1, 2018 survey by Gene Barnes:

     "Opposite the galley, to port was an aft facing chart table with the navigational electronics and electrical control panel installed outboard. Installations appeared secure and completed to acceptable standard. The fiberglass tabbing located below the chart table remained intact where it was accessible for visual examination." ~ Gene Barnes, AMS for Owner

     Continuing forward from the navigation station you enter the main salon of Caprice. With the table up the salon is open and spacious with plenty of storage as well as safe while underway with handrails under the port lights. This highlights of this area of Caprice are:

• Large overhead opening deck hatch
• Fixed port-lights port and starboard
• Opening port-lights port and starboard
• Hand rails port and starboard
• Single leaf drop down table 
• Reading lights port and starboard
• Marine speakers port and starboard
• 12-Volt fan
• Shelf storage forward and behind drop down table
• (2) Lockers with slat doors port and starboard
• Shelf storage port and starboard
• Bench settee seat to port
• L-shaped bench seat to starboard that converts to a double bunk

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     ââ?¬Å?A settee berth was located to port with a L-shaped dinette to starboard and a drop leaf table attached to the starboard side of the main transverse bulkhead. No smoke detector or carbon monoxide alarm was found in the cabin space. Suggest that both or a combination unit be installed as a routine safety precaution.

     None of the structure was visible under the port berth, as a water tank was installed there. To starboard, the structure appeared secure. Where it was possible to view the hull to deck joint, it appeared secure and free from signs of stress or damage but there was evidence of leaks in the lockers located outboard of the forward ends of the bunks, port and starboard. Flood test the deck to check for leaks and tighten or reseal the hull to deck joint fasteners as needed to eliminate any leaks found.

     Visually inspected the support and hull structure outboard of the berths and both were in good repair, where visible. Most was covered with vinyl or fabric trim, however and could not be completely examined. Sounded the accessible sections of tabbing below or outboard of the berths and soundings remained sharp and clear.ââ?¬ï¿½ ~ Gene Barnes, AMS for Owner

     Continuing forward from the salon you enter the spacious v-berth with great lighting and ample storage. This area features:

• Dome lighting overhead
• Opening deck hatch
• Stainless steel port lights port and starboard
• Hanging locker to port
• Reading lights port and starboard
• 12-Volt fan to port
• Shelf storage above v-berth port and starboard
• Small side table with storage surface and locker below to port
• (3) Drawer storage below settee
• Storage locker to starboard
• Small side table with storage surface to starboard
• Single settee
• 110-Volt outlets
• Single stainless steel basin
• Hot/cold fresh water mixing tap 
• Mirror above sink
• Courtesy lighting

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     "Found most of the interior furniture and bulkheads were bonded directly to the hull. The tops of the bulkheads and were mechanically fastened to molded bases, integral with the interior headliner. Where visible, the structural tabbing appeared to remain secure. It appeared to consist of several layers of bi-axial cloth but the exact laminate schedule was not known. The application was completed to high production boat standards. Longitudinal hull supports were installed at the berth edge and both appeared secure. Storage was present under the aft sections of the berth and where visible, the structural tabbing appeared in good repair.

     A polyethylene water tank was located under the forward section. It was clean and securely retained by the hull and surrounding berth cabinetry. Found the lockers, drawers and doors functional. The door between the forward and main cabin did not close completely and will need to be re-checked during re-commissioning. Adjust it as needed if it does not close with the vessel afloat and rigged.ââ?¬ï¿½ ~ Gene Barnes, AMS for Owner

     Exiting the v-berth and heading aft through the salon the L-shaped galley is to starboard opposite the head. With significant lighting from the companionway hatch, fixed port-light overhead and the 12-volt dome lighting this area as well lit. The work surface of the galley faces forward allowing the person in the galley to be involved in what is going on in the salon. Also featured in this area:

• Handrail overhead
• Lighting under the sofiets
• Shelf storage outboard
• Locker storage outboard
• White work surfaced inboard and outboard
• Double basin stainless steel sink
• Fresh water hot/cold mixer head
• Cutting board 
• Ice box with Grunart cold-plate
• Force-10 (2) burner propane stove with oven
• Reading light
• 12-Volt fan
• Xintex S-2A Propane/CNG Fume Detector and Control System

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     "The ââ?¬Â¦  galley with two-burner Force-10 LPG stove, double stainless sink with manual and pressure water and icebox with Grunert refrigeration was located to starboard. Installations were secure and appeared serviceable. Chafe protection was provided for the LPG supply hose, the stove gimbals and lock were functional. The stove was fitted with flame failure thermo-couple devices and an LP leak detector was installed with the sensor located below the stove.

     Where the secondary bonding was visible below the galley or stove no indication of stress or damage was observed. Hammer soundings made on the inner surface of the hull remained sharp and clear." ~ Gene Barnes, AMS for Owner

     Continuing aft on the starboard side directly behind the galley is the aft cabin featuring:

• Dome lighting overhead
• Opening port-light into the cockpit
• Shelf storage above bunk and outboard
• Reading light
• Locker storage outboard and forward
• Single settee
• Shelf storage above engine box in-board forward
• Breakers below bunk
• Battery switches
• Access to backside of the engine under box

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     ââ?¬Å?A double quarter berth was located under the starboard side of the cockpit. The cabinetry and trim were in secure. The cabin door needed a minor amount of adjustment. Minor water stains were present at the base of the cabinetry along the aft end of the bunk. Bonding between the hull and partial bulkheads was in good repair. The propeller shaft strut bolts were visible through a trap in the berth top. They were clean, dry and free from signs of past leaks or significant corrosion.ââ?¬ï¿½ ~ Gene Barnes, AMS for Owner

     Fresh Water

• (3) Polyethylene tanks with a total capacity of 90-gallons

NOTES FROM SURVEY 

From March 1, 2018 survey by Gene Barnes:

     "Two polyethylene water tanks were aboard the vessel. One was located under the port berth in the salon and the other under the V-berth. Capacity was reported to be seventy-eight-gallons total but labels were not visible to confirm the capacity. Both were held in place by surrounding berth cabinetry and timer or steel tie bars. The tanks appeared serviceable and the interiors were clean. A tank selection valve was located below the
starboard side bunk in the salon and it appeared to be functional....

     The water pressure pump and accumulator tank were installed under the galley sink. Both pieces of hardware appeared functional, although the systems had been decommissioned and were not pressurized. Recheck the domestic water system for signs of leaks during normal re-commissioning." ~ Gene Barnes, AMS for Owner

     Hot Water

NOTES FROM SURVEY 

From March 1, 2018 survey by Gene Barnes:

        "A galvanized steel hot water tank was installed in the (cockpit) locker (to port). The tank appeared to be free from signs of significant corrosion or leaks but was exposed to water and wet gear in the locker, (standard construction). Suggest keeping the locker as dry as possible to prevent corrosion on the exterior of the tank. Adding a protective plywood cover is also suggested as routine upgrade." ~ Gene Barnes, AMS for Owner

     Diesel 

• (1) 34-Gallon aluminium tank

NOTES FROM SURVEY 

From March 1, 2018 survey by Gene Barnes:

     "An aluminum fuel tank was located under a false floor at the aft end of the port side cockpit locker. It was not accessible for visual examination. Capacity was reported to be thirty-four gallons but the capacity label could not be viewed to confirm that. Vent, supply and return hoses were USCG Type A1 fuel hose. Fill was
USCG Type A2. A fuel supply shutoff was located on the bulkhead in the aft cabin. It appeared to be functional." ~ Gene Barnes, AMS 

     Propane

• (1) 6-Pound aluminum tank

NOTES FROM SURVEY 

From March 1, 2018 survey by Gene Barnes:

     "A sealed FRP locker was installed aft and to starboard of the helm. A single six-pound aluminum tank was securely installed in the locker. The tank was fitted with an OPD supply valve. The date of manufacturer was not noted. LP tanks should be hydro-statically tested and re-certified every twelve years in order to be refilled. The tank might need to be re-certified before it can be re-filled when empty. 

     The locker was sealed from the balance of the vessel and drained directly overboard above the static waterline. The sealant around the hose exit appeared to remain intact. The tank was fitted with a pressure gauge, regulator, electric solenoid shutoff valve, the supply and vent hose was UL listed for LPG and a Warning Labelââ?¬â?¢ was affixed to the locker lid. The tank retaining straps were not longer installed in the locker and they should be added." ~ Gene Barnes, AMS for Owner

     Black Water

• (1) Polyethylene holding tank 

NOTES FROM SURVEY 

From March 1, 2018 survey by Gene Barnes:

     "Waste from toilet was piped directly overboard or into a polyethylene holding tank that was installed below a false floor in the port cockpit locker. A Whale Marine, PVC Y-valve was attached the bulkhead in the locker; it appeared to be functional. A vented loop, anti-siphon device was installed on the discharge hose and elevated close to deck level. A Sea Land TW waste discharge pump was also installed in the locker to evacuate the tank when operating beyond three-miles of the coast. The pump appeared to be a recent replacement but it was not operated during the survey. Found the hoses and clamps for the discharge lines serviceable and free from evidence of past leaks. The reinforced white vinyl sanitation hoses appeared to have been recently updated." ~ Gene Barnes, AMS for Owner

NOTES FROM SURVEY

From March 1, 2018 survey by Gene Barnes:

     ââ?¬Å?Removed the center floorboards to visually inspect the bilge. Six, transverse 2.25-inch wide foam core fiberglass floors were installed below the cabin sole to stiffen the hull and support the ballast loads. Found no indication of stress or damage on the visible sections of the hull, the floors or the bonds between them. Hammer soundings on the floors and the laminate bonds between the floors and hull remained sharp and clear at the time of the survey. Moisture meter readings made on the keel floors and the adjacent hull surfaces were low.

     Seven stainless keel bolts, nuts and backing plates were present in the sump to retain the ballast. Light rust stains were present on several of the nuts and keel bolts but when removed the metal was clean and bright. Bonding wires were connected to the forward pair of keel bolts and the connections appeared secure.

     A Rule 2000 submersible electric and Whale Gusher 10 manual bilge pump was installed for dewatering of the bilge. Both appeared to be serviceable but proper function demonstrated at the time of commissioning. No high water alarm was noted. Suggest one be added as a routine safety precaution.ââ?¬Å? ~ Gene Barnes, AMS for Owner

• CQR anchor with chain and rode
• Oil Discharge placard
• Fire Port in engine box
• (3) 2.5-pound dry chemical fire extinguishers
• (6) Type III life jackets and one childââ?¬â?¢s Type II life jackets
• (4) Type V inflatable vests
• Bosonââ?¬â?¢s chair
• Life Sling with case and two throw ropes
• Canister type air horn

     A Certified Professional Yacht Broker (CPYB) is recognized as having achieved the highest level of industry accreditation, available only to fully-qualified yacht sales professionals. The CPYB program is administered by Yacht Brokers Association of America in partnership with Florida Yacht Brokers Association, Northwest Yacht Brokers Association, California Yacht Brokers Association, Boating Ontario Dealers, British Columbia Yacht Brokers Association and Gulf Coast Yacht Brokers Association.

     The CPYB program is also endorsed by the Marine Retailers Association of the Americas (MRAA) Marine Industry Certified Dealership (MICD) program and leading yacht manufacturers as a key component of their own industry standards; the highest level of achievement for their member yacht sales professionals.

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     The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

     Certified Professional Yacht Broker with over 20 years experience helping clients sell and purchase quality yachts. Please call Scott Woodruff, CPYB on his mobile at (954) 701-1072.