The New Boat Survey – To be continued
The story below (Bare Asset) was first published on April 30, 2014. On Monday, March 21, 2016, the Western Flyer, receives a new “in the water” insurance survey. Among the major changes, upgrades or improvements are: new custom hardtop/new dinghy/new aluminum boom with 8 to 1 blocks and winch/reconditioned windlass/all window tinting/new stove and refrigerator/new A/C; new water heater/water pump/detailed engine room/all new mechanical systems/all new 110V outlets/LED lighting/new bonding/new batteries/removal of original generator/new shore power outlet and cables/all new electronics/autopilot and pump/new varnishing of interior floors/removal of varnish exterior and new Cetol/fiberglass and painting/new water tanks/too much to list engine wise from new engine mounts to new alternator/starter/etc. etc. etc.
THIS IS WHAT A BOAT SURVEY LOOKS LIKE:
The list does not nearly look as scary as it did when I first saw it. Rather than address each single item to let you know that it was immediately addressed I’ll try to follow up with a picture, when possible. Rest assured – every item was corrected, eliminated, changed, updated, fixed or other.
IMMEDIATE ATTENTION REQUIRED
1. FOUND: 12VDC System Deficiencies:
a. The inverter is wired with welding cable. This is substandard cable.
b. The inverter case ground is undersized.
c. The engine room blower did not power up. The circuit breaker would trip after approximately (5) seconds.
d. Several DC hot terminals are not fitted with insulating covers.
e. Battery cables are secured to the battery with wing nuts. Wing nuts often loosen creating high resistance and arcing.
f. Wiring is routed between an engine room bilge cover board and top of a stringer.
g. One circuit breaker labeled BILGIE PUMP trips after several seconds.
h. The battery combiner is secured by a nylon zip tie to system wiring behind the main panel board. This can cause damage to
Wiring and the zip tie could break causing the combiner terminals to short against other components.
i. Large gauge battery cables are placed over smaller gauge battery cables on the battery posts.
RECOMMEND: 12VDC System Corrections:
a. Replace the welding cable with wiring of the correct gauge labeled “Boat cable” per ABYC E-11 standards.
b. Install a case ground to the DC ground terminal or battery not less than one gauge smaller than the main DC supply cables.
c. Repair or replace as required and prove operational.
d. Install terminal covers over all hot terminals in accordance with ABYC and NFPA recommendations [NFPA 302, 7-5 and
e. Replace wing nuts with hex nuts and split-type lock washers for dependable connections as per ABYC E-10.8.3 Battery
Cables and other conductors size 6 AWG (13.3 mm2) and larger shall not be connected to the battery with wing nuts.
f. Reroute the wiring in accordance with ABYC E-11 standards. Install chafe protection as necessary and secure the wiring at
Least every 18”
g. Trace the circuit to the consumer. Determine the cause of the fault and correct as necessary. Prove operational.
h. Secure the battery combiner to the vessel structure using fasteners through the mounting holes provided in the body of the
i. ABYC E-10 standards require the largest gauge cable to go on first with the decreasingly smaller cables applied in order.
2. FOUND: 110VAC System Deficiencies:
a. AC Buss bar inside galley cabinet has no insulating cover. Hot terminals are exposed to accidental contact. The rear of the
main 110VAC panel is not protected from casual contact.
b. The 110VAC outlets in the head and in the galley are not protected from moisture in the forward head, 0galley sink, and engine
Room & aft head.
c. AC wiring to the AC outlets are connected by shoving the stranded wiring into outlet connectors designed for solid core
Wiring. Several wires are loose, other wires are not making good contact.
d. The wiring running into the battery charger housing is not provided with strain relief to protect the wires from damage.
e. The backside of several electrical outlets are not covered and hot terminals are exposed.
f. Evidence of excessive heat at shore power connector due to arcing within the shore power cord plug.
RECOMMEND: 110VAC System Corrections:
a. All connections normally carrying current shall be made in an enclosure to prevent shock hazard and accidental short circuits
[NFPA 8-14.1].All connections normally carrying current shall be made in a secured enclosure to prevent accidental short
Circuits. Access to hot connections must require the use of a key or tools in accordance with ABYC and NFPA
Recommendations [ABYC E-22.214.171.124].
b. Install GFCI-type outlets in the 110VAC outlet circuits. Install a watertight cover over the outlet in the head if the outlet is
Located in the shower area and subject to splash as recommended by the NFPA [NFPA 302, 8-15.1 and 8-15.7].
c. Make all connections with crimp-type fasteners to comply with NFPA recommendations [ABYC E-126.96.36.199 and E-188.8.131.52].
d. Install strain relief devices to retain the wiring against snagging and pulling and to protect the wiring from being cut by the
Sharp edges of the case in accordance with NFPA and ABYC recommendations [NFPA 302, 8-14.2].
e. Install all AC receptacles in approved outlet boxes to provide protection against shock hazard.
f. DO NOT USE SHORE POWER! Replace shore power connector and shore power cord immediately. Replace any damaged
Wiring as necessary. Ensure correct polarity is re-established. Always ensure lock ring is tight and that the cord is secured to
The vessel structure before it is run to the dock to prevent strain on the cord and plug.
3. FOUND: The fire extinguishers do not display current inspection certificates.
RECOMMEND: Have the fire extinguishers, including Halon or CO2 if any, inspected by a certified facility and tagged with
000current certificates [NFPA 302, 5-2.3].
4. FOUND: LPG System Deficiencies:
a. The propane range oven control turns off the oven but leaves the pilot light on.
b. The (2) propane tanks are co-joined at the pressure regulator. This can allow one tank to supply the other.
c. The propane locker hose end wire penetration is not sealed from the vessel interior.
RECOMMEND: LPG System Corrections:
a. Modify or retrofit the stove oven control to eliminate the “Pilot ON” position or replace the stove with a unit that complies
With current ABYC & NFPA recommendations [ABYC, A-3.8.1&2] requiring the pilot light be turned off when the oven
Control knob is turned to the OFF position.
b. Separate the tanks by a two-way selector valve or an automatic changeover regulator.
c. Seal all penetrations from the locker to the vessel to prevent propane vapor from entering the vessel.
5. FOUND: Fuel System Deficiencies:
a. The fuel tank fill is not bonded to the tank and the tank is not bonded to the main engine ground.
b. The fuel tanks are not restrained against vertical movement. The aft ends of the fuel tanks are not restrained against
Movement inward towards the center.
c. The fuel tank vent hoses are vinyl tubing. The Generator fuel return hose is old and hard. The fuel supply hose is not
Protected against chafe.
d. No flame shields on 3 of 4 Racor fuel filters.
e. The forward inspection port on the starboard fuel tank is seeping fuel.
f. There are (2) fuel pumps in series supplying the diesel heater.
RECOMMEND: Fuel System Corrections:
a. Bond the deck fill to the tank and the tank to the engine or other major ground buss with an 8 gauge green-clad wire in
Accordance with NFPA and ABYC standards [NFPA 302, 5-2.3, 7-11.2 and ABYC H-24.8 & H-33.5 k].
b. Reposition fuel tanks and install blocking to prevent movement of more than ¼” in any direction per ABYC H-33 standards.
c. Replace all non-compliant and/or degraded hose with hose labeled USCG Type A-1 Approved hose. Protect all hose from
chafe in compliance with ABYC H-33 standards.
d. Install flame shields in compliance with ABYC H-33 standards.
e. Attend as necessary and clean all residual fuel.
f. Unknown why both pumps are necessary. The heater manufacturer only recommends supplying with their OEM pump.
Check with Espar distributor to ascertain if the accessory fuel pump is appropriate or if it should be removed.
6. FOUND: No carbon monoxide detector or smoke detector found aboard. This vessel uses fossil fuels (gasoline, diesel, LPG,
CNG, kerosene and alcohol) for propulsion, cooking and cabin heating. During the burning of any of these fuels, Carbon
Monoxide (CO) gas may be created due to incomplete combustion. Adequate ventilation must be provided at all times while
burning any of these fuels, but CO may also be drawn into the cabin through ventilation systems.
RECOMMEND: ABYC A-24.7 standards require CO detectors on all vessels manufactured after July 31, 2003. CO detectors
Shall be marine grade and installed per specific guidelines. NFPA 302-44 12.3 standard recommends smoke detectors in all
Vessels 26 ft (8m) or more in length with accommodation spaces intended for sleeping shall be equipped with a single station
smoke alarm that is listed to UL 217, Standard for Single and Multiple Station Smoke Alarms, for recreational vehicles and is
installed and maintained according to the manufacturer’s instructions. CO is a silent menace and kills without warning; therefore,
this surveyor recommends installation of CO & smoke detectors in each occupied space below deck.
7. FOUND: The bow white navigation light did not illuminate. The stern white navigation light is obscured by the dingy.
RECOMMEND: Repair or replace as required and prove operational. Relocate the white stern navigation light to ensure
unobscured visibility over the proscribed 135° arc.
8. FOUND: The diesel heater is drawing its burner air from the engine room. The heater manufacturer installation instructions state
that the burner air should come from outside the vessel.
RECOMMEND: Reroute the burner air hose to draw air from the vessel exterior.
A. FOUND: The forward head shower sump pump float switch did not operate-it appears to be always making contact.
RECOMMEND: Repair or replace as required and prove operational.
B. FOUND: The water heater pressure relief valve is set for 150 psi. ABYC standards require the maximum relief pressure to
Be limited to 150% of the system working pressure. The system working pressure is approximately 50 psi, therefore the
Pressure relief valve should be set to 75 psi. The pressure relief valve discharge is not piped to the vessel exterior or the
Vessel bilge at the least.
RECOMMEND: Replace the pressure valve with a valve rated at 75 psi [ABYC H-23.7.2]. Pipe the relief valve discharge
to the vessel exterior or into the bilge with the discharge line and fittings selected to handle the maximum temperature and
flow [ABYC, H-184.108.40.206].
C. FOUND: The starboard engine exhaust hose connection to the fore-aft hose at the aft starboard corner of the engine room
appears to leak.
RECOMMEND: Correct as necessary and prove leak free.
D. FOUND: An above waterline thru hull fitting in the lazarette has no hose connected. This plastic thru hull is broken.
RECOMMEND: Seal the opening by replacing the thru hull and attaching a hose or install a blanking plate.
E. FOUND: One lazarette cockpit hatch drain hose fitting is broken off.
RECOMMEND: Repair the drain to prevent water from entering the lazarette.
F. FOUND: The sanitation hoses are original. Evidence of possible leakage at holding tanks.
RECOMMEND: Replace all degraded sanitation hose and clamps as necessary. Prove leak free. The stainless steel
holding tanks may be corroded.