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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

Number MEV00011H596 1996 33' Jupiter 31 Open PREPARED EXCLUSIVELY FOR: Brian Moore 15 North Avenue Lake

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

SURVEY REPORT TABLE OF CONTENTS

Major Systems Surveyed

Page No.

INTRODUCTION

3

DEFINITION OF TERMS

4

GENERAL INFORMATION (SHORT FORM)

5

SURVEY SCOPE & GENERAL INFORMATION

6

EXTERIOR HULL & BOTTOM INSPECTION

9

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

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.

survey reflect conditions observed at the time of survey. Surveyed for: Brian Moore - 1996 Jupiter

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.

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

SURVEY SCOPE & GENERAL INFORMATION

SCOPE OF SURVEY

Report file no:

14-000100.

Inspection date(s):

February 5, 2014.

Date of written report:

February 6, 2011.

Conducted by:

Capt. John Banister, SA.

Requested by:

Brian Moore.

Purpose of survey:

To assess the overall condition and value of the vessel for pre-purchase decision

Intended use:

making. Recreational.

Vessel surveyed at:

38 SW 10th Avenue, Palm City, Florida 34990.

Weather conditions:

Sunny, warm, and dry with partly cloudy skies. Light winds.

How survey conducted:

The vessel was surveyed both while afloat and while hauled out of the water.

Sea trail:

A sea trial was performed as part of this survey. The results are included in the Sea

Trail section. Electrical systems checked: DC power was used to check the DC electrical systems. There were no AC

Moisture checks:

Surveyor's qualifications:

electrical systems sighted on board this vessel. A calibrated Electrophysics marine moisture meter, Model GRP33 was used for moisture readings referenced in this report. 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.

Infrared Thermographer, and a USCG Licensed Master Captain. SURVEY REQUESTED BY Client name: Brian Moore. Street

SURVEY REQUESTED BY

Client name:

Brian Moore.

Street address:

15 North Avenue.

City/State/Zip:

Lake Worth, Florida 33460.

Cellular phone:

(561) 555-1000.

VESSEL INFORMATION

Vessel Yr/Make/Model:

1996 Jupiter 31 Open.

Hull ID number verification:

State registration no.:

Hull ID number verification: State registration no.: MEV00011H596. FL 0000 NN. Surveyed for: Brian Moore -

MEV00011H596.

number verification: State registration no.: MEV00011H596. FL 0000 NN. Surveyed for: Brian Moore - 1996 Jupiter

FL 0000 NN.

State validation sticker:

Manufacturer/Builder:

Vessel description:

r : V e s s e l d e s c r i p t

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:

Fiberglass.

Length overall (L.O.A.):

33'2"

Length on deck:

31'0"

Beam:

9'6"

Draft:

2'4"

Displacement:

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

Surveyed for: Brian Moore - 1996 Jupiter 31 Open Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida

Report file #: 14-000100 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.

EXTERIOR HULL & BOTTOM INSPECTION

HULL EXTERIOR

Construction material:

& BOTTOM INSPECTION HULL EXTERIOR Construction material: Stem: S t e m t h r u

Stem:

Stem thru hull fittings:

Side thru hull fittings:

Fiberglass, with a white gel coat surface.

t i n g s : Fiberglass, with a white gel coat surface. Solid, no cracks

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.

Rub rail: Transom: Boarding ladder: Hull cosmetics: The rub rail appeared to be made of
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%).

Thermal images:

Thermal images: Thermal images of the hull exterior topsides showed no thermal anomalies that were consistent

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 of survey nor was there a means to re-board the vessel from the water line.

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

Bottom paint:

as recommended by ABYC H-41 . HULL BOTTOM Bottom paint: S t r e s s

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

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.

Moisture/Delamination:

prophylactic coatings on this vessel. Moisture/Delamination: All moisture meter readings were relatively dry (less than

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:

E x t e r n a l d r a i n p l u

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.

Thermal images:

Thermal images: All of the thermal images for the hull bottom were normal. No thermal anomalies

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.

Condition summary:

Findings:

Recommendations:

condition. Condition summary: Findings: Recommendations: Have a qualified marine technician repaint the vessel bottom

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

Trim tabs:

Trim tabs: The 12 volt "Trim Master" brand trim tabs on this vessel were sighted on

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.

Condition summary:

Findings:

Recommendations:

condition. Condition summary: Findings: Recommendations: Have a qualified marine technician secure the trim tab motor

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:

sighted to be loose and unsecured. ANODES Outboard engines: O t h e r n o

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

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

Findings:

Recommendations:

Bonding wires or bonding system could not be sighted for all of the underwater running gear and thru hull fittings.

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.

INTERIOR HULL & STRUCTURAL INSPECTION

HULL INTERIOR & STRUCTURAL COMPONENTS

Hull to deck joint:

INTERIOR & STRUCTURAL COMPONENTS Hull to deck joint: B i l g e ( s )

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

sighted. Stringers were checked with a moisture meter where accessible and all readings were relatively dry

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.

were sighted from inside the vessel. Reinforced. Appeared secure with no cracks or separations sighted. Good
were sighted from inside the vessel. Reinforced. Appeared secure with no cracks or separations sighted. Good
were sighted from inside the vessel. Reinforced. Appeared secure with no cracks or separations sighted. Good

ALL THRU HULL FITTINGS

Sea valves:

sighted. Good condition. ALL THRU HULL FITTINGS Sea valves: The raw water intake / discharge seacocks

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.

Condition summary:

Average condition.

Findings:

Recommendations:

Some seacocks were difficult to open and close.

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.

TOP DECK & SUPERSTRUCTURE

MAIN DECK & FITTINGS

Deck Surface:

Deck Surface: Molded, cored fiberglass deck construction (core not sampled). White gel coat with a molded

Molded, cored fiberglass deck construction (core not sampled). White gel coat with a molded in non skid fiberglass surface.

Moisture/Delamination:

in non skid fiberglass surface. Moisture/Delamination: A n c h o r / c h a

Anchor/chain locker:

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

Windlass:

lock. No windlass was installed on this vessel.

Cleats & fairleads:

Stainless steel horn cleats were all well secured to the deck and functional with

Center console to deck joint:

proper backing hardware where they could be seen. Fastened in with stainless steel fasteners and backing hardware. No stress cracks were sighted.

Deck hatches:

Yes, deck hatches were made of FRP and were well secured, seals were in good

Windshield:

condition. A single molded Lexan glass windshield was sighted on the center console of the

Scuppers/deck drain(s):

vessel. Appeared secure and in good condition. Yes. Drains were clear and drained overboard.

Grab rail(s):

Grab rails were sighted around the T-top and the stern of the helm station seating.

Transom shower:

All grab rails were secured when tested. Yes, fresh water transom shower was functional when tested.

Other deck fittings:

Other deck fittings: Padded vinyl white seat cushions and aft retractable bench seat for the transom

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:

covers appeared to be in good condition. Thermal images: Thermal images were taken of the decks.

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

around the T-top base. Thermal imaging and moisture

readings of between 15% - +30% verified the presence

of trapped water in this area.

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.

BRIDGE DECK / COCKPIT

Cockpit & Helm seating

Cockpit & Helm seating Helm seating was a two person padded vinyl bench seat that were

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:

by ABYC. Canvas: S t o r a g e : Condition summary: The cockpit area

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:

Good condition. FISHING EQUIPMENT FISHING GEAR Outriggers: Two (port and starboard) stainless steel and aluminum manual

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.

Live / bait wells:

Live / bait wells: There were two working live wells on board this vessel. One was

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:

a n i n g s t a t i o n : Condition summary: Two

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.

HELM & NAVIGATION ELECTRONICS

NAVIGATION ELECTRONICS

Helm station:

Electronics mounted on the cockpit bulkhead and in the covered overhead console.

Compass:

Compass:

VHF radio(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

Autopilot(s):

powered up when tested and could properly receive and transmit messages. A 12 volt "Simrad" brand "AP11" model autopilot system was sighted on this

Multi-function

vessel at the helm station. The unit did not power up when tested.

instrument(s):

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):

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 did not power up when tested.

Other electronics:

Findings:

Recommendations:

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.

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

ENGINE INSTRUMENTS AND CONTROLS

qualified marine technician further inspect the digital depth sounder gauge. Repair, replace or renew as necessary.

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 alarm shutdown:

Volt:

Engine alarms worked properly when tested.

o w n : Volt: Engine alarms worked properly when tested. Port and starboard analog 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 console compartment. Appeared functional when tested. Port and starboard analog oil pressure gauges were sighted at the helm station. 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. 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 helm station. The unit did not power up when tested. Average condition.

Hour meter(s):

Oil pressure:

Fuel:

GPH:

Condition summary:

Findings:

Recommendations:

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.

Consider having a qualified marine technician further inspect the non-working oil pressure, Floscan, and forward fuel tank gauges. Repair or replace as necessary.

OTHER ELECTRONICS AND CONTROLS

Antenna(s):

Antenna(s): One VHF fiberglass whip antenna, and two small GPS antennas were sighted on the center

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.

Bilge pump switches:

Courtesy lights:

Emergency Shutdown:

High water alarm:

Other:

Condition summary:

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. 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 when tested. None sighted. 12 volt forward, aft spreader, and overhead T-top fluorescent lights were functional when tested. Average condition.

Findings:

Recommendations:

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.

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 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.

CABIN INTERIOR APPOINTMENTS

CENTER CONSOLE INTERIOR

Description:

Description:

Bulkheads:

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. FRP door with working latch on the port side of the console. Functional when tested. None sighted. One 12 volt light was sighted on the port aft bulkhead in the center console. The light did not power up when tested. Average condition. One working FRP sink was sighted in the center console interior.

Doors:

Water intrusion signs:

Light fixtures:

Condition:

Other notes:

Findings:

Recommendations:

The 12 volt bulkhead light in the center console interior was not functional when tested.

ENTERTAINMENT ELECTRONICS

If desired, have a qualified marine technician repair or replace the non-working 12 volt light in the center console interior.

Stereo(s):

Stereo(s): A 12 volt "Pyle" brand "PLMR87WB" model AM/FM/MP3 stereo system with auxiliary functions was

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. One 12 volt "JL Audio" brand stereo amplifier was sighted in the port locker in the center console compartment mounted on the bulkhead.

Stereo power amplifier(s):

Findings:

Recommendations:

Three of the four speakers on board did not power up when tested.

If desired, have a qualified marine technician further inspect the non-working speakers. Repair or replace as necessary.

ELECTRICAL SYSTEMS

D.C. ELECTRICAL SYSTEMS

D.C. Voltage system:

12 volt system.

Primary batteries:

Battery selector switch:

Battery monitor:

Charging system:

Distribution panel:

Breaker(s)/fuse(s):

Connectors:

) / f u s e ( s ) : C o n n e c

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.

charged all of the batteries during the sea trial. The power distribution panel was at the

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

D.C. wiring:

DC Electrical ground:

Other notes:

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.

system using the outboard engines as the common ground. No thermal anomalies were sighted when checking

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 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).

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 PROPULSION SYSTEM

OUTBOARD ENGINE(S)

No./Type/Cylinders

OUTBOARD ENGINE(S) No./Type/Cylinders Two "Suzuki" brand, "V" configured six cylinder, four stroke, 250

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):

both engines were manufactured in 2004. Serial no(s): Port engine: 25001F-420090, Starboard engine: 25001Z-420030.

Port engine: 25001F-420090, Starboard engine: 25001Z-420030.

Engine(s) hours:

Hoses and clamps:

Cooling system(s):

Oil level and condition:

l e v e l a n d c o n d i t i o

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

Surveyed for: Brian Moore - 1996 Jupiter 31 Open Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida

Report file #: 14-000100 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:

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.

tilts and trim. Sound, no cracks or separations sighted. U p p e r h o

Upper housing(s):

Lower housing(s):

Skeg condition:

Prop(s):

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.

direction of one another on the port and starboard outboard engines. The propeller size on both
direction of one another on the port and starboard outboard engines. The propeller size on both
direction of one another on the port and starboard outboard engines. The propeller size on both

Compression test results:

Compression test results: On the date of survey I conducted a compression test of the outboard

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:

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 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.

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.

STEERING SYSTEM

STEERING SYSTEM

Type:

working condition. STEERING SYSTEM STEERING SYSTEM Type: Mounting(s): Condition summary: The steering system on board

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

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.

starboard sides of the vessel via stainless steel fittings. Two port and starboard chrome plated fuel

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.

Tank(s) condition:

Visually good where it could be sighted. No strong odor of gas or fuel found in the bilges when inspected.

Findings:

Recommendations:

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.

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.

FRESH WATER TANK(S)

No & locations of tanks:

FRESH WATER TANK(S) No & locations of tanks: One water tank was below the aft deck

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:

or tank. Water pump(s): S u p p l y l i n e s :

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:

Waste treatment system(s) installed:

None sighted on board at the time of survey. None sighted.

SAFETY EQUIPMENT

U.S.C.G. REQUIRED

Navigation lights:

All navigation lights were not operational when tested.

Life Jackets(PFD's):

Life Jackets(PFD's): T h r o w a b l e t y p e P

Throwable type 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 PFD appeared to be in good condition and was serviceable. Four "Orion" brand day / night flares were sighted on board this vessel. The flares 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. MARPOL garbage discharge placards were sighted on this vessel.

Visual Distress Signals:

Sound devices:

USCG placards:

Findings:

Recommendations:

The navigation lights were not functional when tested.

FIRE FIGHTING EQUIPMENT

Have a qualified marine technician properly repair or replace the non-working navigation lights as required by 33 CFR 84 and 72 COLREGS.

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 board this vessel at the time of survey. No current annual inspection tags were sighted on the portable fire extinguishers.

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.

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

Surveyed for: Brian Moore - 1996 Jupiter 31 Open Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida

Report file #: 14-000100 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
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 the ground tackle. Some surface corrosion was sighted on the ground tackle chain.

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.

AUXILIARY SAFETY EQUIPMENT

EPIRB: One "ACR" brand 406 MHz "Satellite 2" series EPIRB was sighted in the center
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,

2011.

Have a qualified marine technician inspect this EPIRB for proper function and renew or replace the EPIRB.

AUXILIARY EQUIPMENT

TRAILER

Manufactured by:

the EPIRB. AUXILIARY EQUIPMENT TRAILER Manufactured by: Trailer serial ID number: Unknown, the trailer's

Trailer serial ID number:

Unknown, the trailer's manufacturer identification plate was not on the trailer at the time of inspection. Not sighted.

Frame material:

Aluminum.

Length:

35'0"

GVWR:

Not sighted on the trailer.

Brakes:

Safety chains:

Electrical connections:

Trailer jack:

Winch:

Axle(s):

Fenders:

Tires:

Bunks/Rollers:

Loading guides:

Lights:

License number:

Condition summary:

number: C o n d i t i o n s u m m a r

Did not appear to be working. Chains in place and well secured to trailer frame.

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

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.

on each side. Both tail lights were not working when tested. Florida tag ASP M00. Sighted

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

Surveyed for: Brian Moore - 1996 Jupiter 31 Open Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida

Report file #: 14-000100 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 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.

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.

SEA TRIAL

SEA TRIAL DETAILS

Date & Time:

this trailer. SEA TRIAL SEA TRIAL DETAILS Date & Time: A sea trial was conducted on

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 St. Lucie River in Stuart, Florida. Sea trial results: The vessel's outboard engines started up

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

Thermal images:

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.

Findings:

Recommendations:

while the engines were running. Findings: Recommendations: Have a qualified marine technician further inspect the port

Have a qualified marine technician further inspect the 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.

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.

EXTERIOR HULL & BOTTOM INSPECTION 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.

TOP DECK & SUPERSTRUCTURE 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.

HELM & NAVIGATION ELECTRONICS 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

Surveyed for: Brian Moore - 1996 Jupiter 31 Open Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida

Report file #: 14-000100 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 PROPULSION SYSTEM 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

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.

EXTERIOR HULL & BOTTOM INSPECTION 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.

INTERIOR HULL & STRUCTURAL INSPECTION 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.

HELM & NAVIGATION ELECTRONICS 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

Surveyed for: Brian Moore - 1996 Jupiter 31 Open Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida

Report file #: 14-000100 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.

CABIN INTERIOR APPOINTMENTS 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.

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

ESTIMATED MARKET VALUE

ESTIMATED REPLACEMENT VALUE

INTENDED USE OF VESSEL

AVERAGE

$53,050.00

(hull only: $38,500.00, outboards: $12,100.00, trailer: $2,450.00)

$139,000.00

(hull only)

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.

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.

SURVEYOR’S 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.

for any other purpose or relied upon by any other person. ATTENDING SURVEYOR Capt. John Banister,

ATTENDING SURVEYOR

Capt. John Banister, SA, Marine Surveyor