Initial Inspection Safety Items

There are many opinions and strategies available from other folks, self-proclaimed experts, on the internet, and in books on what one should look at and inspect on a prospective boat. Accept and evaluate all the different opinions and don't forget to remember whose opinion counts most - yours. It is ultimately your decision and responsibility, and no others, as to what is "right" for you. If you are not sure of yourself and lack knowledge, seek it out, the information is freely available. The only thing separating you from the so called "experts" or "professional" sailors is not knowledge or experience, it is confidence in yourself.

Be wary of people deemed experts. On a previous prospective boat, was advised to seek out a reputable professional marine surveyor with industry standard qualifications/certifications and have the boat hauled out, hull inspected, and heed the wisdom years of experience would provide, besides was also advised, you'll need the survey report if you seek insurance or financing. Did this once; but never again. For the cost of the survey and paying for a haul out, to include a bottom scrub, ended up with a written report that had an inventory list of equipment onboard that really mirrored the for sale advertisement, a few vague statements of what appeared ok, some items recommended to be fix, and the standard legal disclaimer of non-accountability - non-accountability for his opinions, findings, and recommendations - and most interesting, non-accountability for what he might have not discovered. What was lacking in this standard industry provided report was stunning. When confronting the surveyor: What about the integrity of the mast and rigging? Well they appear ok, but you need to seek the services of a professional rigger for a proper assessment. What about the state of sails? They appear "satisfactory", but you really should seek the advice of a sail maker. How about the diesel engine? It runs, but you should really have it evaluated by a qualified mechanic. For about $1000.00, I learned an expensive lesson - in the end, all the non-accountability wisdom and advice in the world from a supposed expert did nothing to improve our knowledge of the condition of the prospective boat, and ultimately it was my opinion that would be the determining factor. I opted out on this prospective boat, but did receive an e-mail from the owner expressing thanks for the free haul out and bottom scrub as they now would have a smooth bottom for their trip south down the inter coastal way for the winter - argh!! Never again.

Well this experience motivated me to research the marine surveyor industry and it revealed how questionable the qualifications for this "profession" really are - found out on the internet that I too could easily become an "accredited" marine surveyor with not much more effort than paying an accreditation fee to an organization, pretty sorry state of affairs; but this again confirmed the value of my own judgement and opinion. Continued research through extensive internet searches and by reading some well thought out books by Nigel Caulder, Don Casey, and many others. Practical Sailor, US Boats, and many other online marine related sites contained a wealth of information. Read the USCG regulations, American Boat and Yacht Council (ABYC) Standards, and National Fire Protection Association (NFPA) codes/standards; dull reading, but they contain very specific and detailed criteria. The United States Coast Guard (USCG) death and accident boating statistics gave clear areas to focus on. Lastly, read multiple websites of folks with boats, which revealed problems they experienced and had to overcome; but very evident with most of these problems, was the lack of evaluation of the individual's responsibility/accountability of what should have been done before the item became a problem - preventive inspections, maintenance, or spare provisioning. It seemed that most of these folks jokingly chalked up their problems to the "unescapable fate" of boat ownership: "Everything will eventually break", “Everything on your boat is broken……you just don’t know it yet.”, and often further quoted the expression, the definition of voyaging/cruising is “fixing your boat in exotic locations" or BOAT equals "Break Out Another Thousand". I could not accept or succumb to this very common nonchalant attitude.

After evaluating many inspection strategies, our philosophy was focused on the general simple categories of:

Safety First.
Boat no sink.
Stick no fall down.
Boat no burn up.
What's aboard, works reliably.

The initial simple approach we opted for is to first look at the items that are subject to inspection if boarded by an "authority", in our case, the minimum federal safety equipment requirements for recreational boats the United States Coast Guard (USCG) would be interested in. The USCG Vessel Safety Check Requirements are easily found on the internet and explained thoroughly in A Boater's Guide to the Federal Requirements for Recreational Boats and Safety Tips pamphlet. Discoveries and discrepancies in this area would be the initial indicators in formulating an opinion of the real state and condition Indra was in. I did not subscribe to our previous marine surveyor's philosophy of, "it's not my boat - I can't dissemble items to inspect" and those other items: sails, rigging, engine, etc., need a different expert's evaluation. Instead, inspect means to look at everything and anything, and since this was agreed to by the current owner, I had no limits. So I started with a full complement of tools, pen & paper, my knowledge from research, my wit and discerning critical attitude, and most important - a camera. Pictures allow you to look over again areas of interest and magnify those areas of interest to see even more - as the old expression implies, a picture is worth a thousand words; in this case they are worth their weight in gold for the insight they can provide, if you look at them critically. It is recommended to use a ruler or caliper in your pictures to get the perspective of size of items/objects.

Regardless of what item you observe/inspect; record any/all information about it. Take the time to research the internet and determine if there are any requirements for that item - whether regulatory (USCG/CFR) or recommendations (ABYC, etc.), always attempt to obtain a manufacture's installation, operator, and/or repair manual, do a general internet search and see what the consensus is of that item, and check if the item is available for purchase still, where a replacement can be obtained, and it's price - the item might be discontinued or replaced by something else dependent upon its age. Determine if the item has an expiration date, recommended replacement interval, or inspection intervals. Organize your findings into lists that make sense to YOU - inventory of items aboard, schedule inspection/replacement/expiration dates, project/to-do-lists, spare list, drawings, etc. Compile and analyze your information - determine if the item is the right part for its current use, is it actually installed correctly, is it serviceable and working, is it due some preventive maintenance, when should this item be inspected again, etc. Also look for what is not there - a missing double clamp, a missing bond wire, a missing fuse, no seacock on a hose below the water line, missing cotter keys, etc. Read the manufacture's installation guides they usually have all the criteria for a compete installation spelled out. Be aware that all the previous owners choices/decisions are aboard - based on many circumstances, part availability, costs, time limits, etc., some of the choices/decisions were compromises and not the best choices - temporary fixes, good enough for now, fix it right/correctly later, to why bother to fix it at all. Once YOU have a level of confidence in the information and knowledge on the item, it is decision time - keep it, fix it, delete it, or replace it - all based on your opinion and judgement. Do this for each and every item aboard and it is pretty well guaranteed that you will soon know about everything there is to know about your boat.

Also considered was the validity of what Indra's for sale advertisement claimed. “Indra is a 'step aboard and go cruising opportunity. Everything you need is aboard...."

Indra's advertisement listed safety gear:

406 EPIRB.
12V electric bilge pump with alarm.
Large capacity manual bilge pump operated from the cockpit.
Danbuoy man-overboard pole.
Lifesling retrieval bag.
Flares.
Para anchor and drogue.
Fire extinguishers.

Vessel Safety Check (items 1 thru 11) Inspection Categories:

Registration
Life Jackets
Fire Extinguishers
Visual Distress Signals (VDS)
Sound Producing Devices
Navigational Lights
Oil Pollution Placard
Garbage Placard
Marine Sanitation Devices
Navigation Rules (Inland Only)
Overall Vessel Condition
EPIRB
Manual Bilge Pump
Automatic Bilge Pump
Para-Tech Sea Anchor
Lifeguard Forties LG3104 Life Raft

1. Registration

USCG Requirements: (Federal documentation in our case). Current, original Certificate of Documentation (COD) on board the vessel [46CFR 67.313]. Letters “NO. ” with COD number permanently affixed in block-type Arabic numerals not less than three inches in height on some clearly visible interior structural part of the hull or on a separate plate permanently fastened to the hull [46CFR 67.121]. Hull means the shell, or outer casing, and internal structure below the main deck which provide both the flotation envelope and structural integrity of the vessel in its normal operations. [46CFR 67.3]) Ships name and hailing port clearly marked together on the hull (usually stern), minimum lettering 4 inches in height [46CFR 67.123].

Indra had aboard a current Australian Registration Certificate, Official Number 858927, however the Particulars of Propulsion section was not updated (non-compliant) to reflect the installation of a new 4 cylinder Yanmar engine three years earlier and still identified the original installed 3 cylinder engine. (Yes, we researched Australian Ships/Maritime Requirements prior to visit.)

A nicely wood engraved placard with the required Australian markings was attached above the companionway entrance, however this was not in compliance with either Australian or USCG requirements as this location is above the deck of the ship. (The Official Number, the number denoting the Register(RT)/Net Tonnage (NT), or the Length Overall (LOA) where the ship is not measured for tonnage, shall be cut in the main beam, a main structural member or other integral part, under the upper deck of the ship. [Australian Shipping Registration Act 1981, Section 26, Regulation 20.])

Indra had a nameplate affixed at the mast pulpits on both sides. However, it did not have the ships name marked on both bows and the ships name and homeport marked at the stern as stipulated by Australian requirements, suspect most likely due to the recent repainting of those areas.

As it was our preference to register Indra with the USCG, then all the requirements for that would need to be complied with. Indra was previously USCG documented and then was deleted from the USCG registry due to foreign ownership/registry; however it still retained the mandatory permanent markings required per 46CFR 67.121 of USCG COD NO. 600692 located on the inside bottom of the forward keel, sealed in place by a 1/4-inch cover of clear epoxy.

The first items added to the To Do List were as follows:

A0001 - Obtain Australian Certificate of Deletion.
A0002 - Apply for USCG Certificate of Documentation.
A0003 - Apply for Federal Communications Commission (FCC) Ships Radio Station Authorization and Restricted Radiotelephone Operator Permit.
B0004 - Obtain USCG Documentation plaque.
A0005 - Obtain ships name and homeport stencils.
B0006 - Replace section of wood that contained Australian Ship’s markings above the companionway entrance.
B0007 - Remove Indra name at the mast pulpits.

2. Life Jackets / Personal Flotation Devices (PFD)

USCG Requirements: One USCG approved, serviceable, and properly fitted life jacket for each person on board and one throwable PFD is on board. [33CFR 175.15]

Indra had aboard two SECUMAR ULTRA X 150 with integrated safety harness and are manually activated inflatable PFDs. No spare CO2 cartridges were located aboard. This model is no longer made. The PFD inspection interval due dates were July 2006 and August 2005 and not updated as required by the manufactures manual.

Physical inspection of the PFDs revealed that they were both afflicted with mold/mildew, the metal grommets were corroded, and the CO2 cartridges were rusted/corroded. Per the manufactures manual this was sufficient grounds to declare them unserviceable and remove them from use.

Review of the SECUMAR website revealed: "The lifespan of an inflatable lifejacket is limited to ten years." per the Emergency Sea Rescue Equipment Trade Federation (FSR) recommended lifespan timescales for inflatable and foam filled lifejackets and buoyancy aids. Was unable to find a similar definitive lifespan requirement on US based websites; makes one wonder why the Europeans decided on a stricter safety requirement. So in the US, the lifespan is derived on the serviceable conditions for PFDs as defined in 33CFR 175.23.

However per 33CFR 175.15.a.(3) "Each PFD is used in accordance with any requirements in its owner's manual..."; then the two SECUMAR ULTRA X 150 PFDs are deemed unserviceable due to the ten year lifespan as stated by SECUMAR since they were date stamped 08/2005 and 07/2006. In addition, they are deemed unserviceable since these PFDs are not USCG approved.

Added to the To Do List:

A0008 - Obtain one manually activated PFD with harness.
A0009 - Obtain one automatically activated PFD with harness.
A0010 - Obtain four spare CO2 cartridges.
A0011 - Obtain four adult and one child Type 1 Offshore life jackets.
A0012 - Obtain three personal life jacket water activated distress lights.
A0013 - Obtain two safety harnesses, tethers, and jack lines.

Indra had aboard a USCG approved Type V Lifesling2 horseshoe buoy/flotation collar throwable type PFD/rescue sling and its instruction manual was available on the internet. It was immediately noticeable that it wasn't properly setup as the bitter end of the safety tether line was not secured to a sturdy fixed point on the boat. In addition the polypropylene line that protruded from the stowage bag was severely UV degraded and was missing the protective nylon cover for the exposed portion of the line. Upon opening the stowage bag, which also had UV degradation allowing water to penetrate the top of the bag, noticed the floatation collared was covered with mold/mildew, and the line wasn't coiled properly into its internal compartment.

Added to the To Do List:

B0014 - Obtain new Lifesling2 stowage bag.
B0015 - Clean Lifesling2 floatation collared.
A0016 - Trim UV damage line, properly pack stowage bag, and attach bitter end to boat encased in a UV protective cover.
A0017 - Obtain three Type IV throwable buoyant seat cushions.

Indra had aboard a Forespar man overboard pole attached to the backstay rigging, though not a USCG requirement, an additional safety item to increase the visibility of the location of an overboard person. It had severe evidence of UV degradation and cracks on the float section.

Added to the To Do List:

B0018 - Repair/replace/delete man overboard pole.

3. Fire Extinguishers

USCG Requirements: Must carry at least the minimum number of portable fire extinguishers set forth in 46CFR table 25.30-20(a)(1) - for Indra at length of ~34 feet, this table stipulated two 5-B portable fire extinguishers were required. Every portable fire extinguisher must be supplied with a suitable bracket which will hold the extinguisher securely in its stowage location. [46CFR 162.028-3.c.] Every portable extinguisher must bear a label containing the Coast Guard approval number, thus: “Marine Type USCG Type Approval No. 162.028/__.” [46CFR 162.028-4]. Portable extinguishers must be inspected and maintained in accordance with NFPA 10, Standard for Portable Fire Extinguishers. [46CFR 25.30-10.a].

NFPA 10, Standard for Portable Fire Extinguishers Requirements: Fire extinguishers shall be manually inspected when initially placed in service. [NFPA 10 7.2.1.1] Fire extinguishers shall be inspected at least once per calendar month. [NFPA 10 7.2.1.2.1] Manual Inspection Records - kept on a tag or label attached to the fire extinguisher, month and year the manual inspection was performed and the initials of the person performing the inspection shall be recorded, shall keep records of all fire extinguishers inspected, and records shall be kept to demonstrate that at least the last 12 monthly inspections have been performed. [NFPA 10 7.2.4.1] Nonrechargeable fire extinguishers shall not be required to have a 6-year internal examination and shall not be hydrostatically tested but shall be removed from service at a maximum interval of 12 years from the date of manufacture. [NFPA 10 7.3.6.3]

Indra had three fire extinguishers aboard; one located in the head, one inside the hanging locker opposite the head, and one in the starboard aft berth area within easy reach of the galley. Each was secured with what appeared to be an acceptable bracket. There was no inspection tag or label attached to any fire extinguisher.

Types of fire extinguishers aboard:

One AMEREX 2.5lb ABC dry chemical fire extinguisher, model A417, with fire rating 1A:10B:C, and approved by UL and USCG. This extinguisher still indicated in the operable range and had safety seals intact, but the container was excessively corroded and was deemed unserviceable.

Two Chubb 1.0kg ABE dry chemical fire extinguishers, model number 2040/01, with fire rating 1A 10B:E, and compliant to Australian Standard AS 1841 were aboard. Both were missing the lockpin and safety wire seal, and one indicated below the operable range. The Chubb Technical Datasheet 2040/01 Ext 1.0kg ABE stated that Australian Standard AS1851 service requirements required the replacement of the dry chemical powder every five (5) years evidenced by a date stamp on the on the neck ring of the cylinder – as there was no date stamps this required maintenance was never performed. These issues combined with their perceived age and non-USCG approval, both were deemed unserviceable.

Added to the To Do List:

A0019 - Obtain three USCG approved type B-1 fire extinguishers.
A0020 - Obtain Fire Extinguisher Inspection Tags.

4. Visual Distress Signals (VDS)

USCG Requirements: Minimum of three day-use and three night-use or three day/night combination pyrotechnic devices that meet the requirements of table 33CFR 175.130; or an electric distress light meeting the standards of 46CFR 161.013 (night use) and an orange flag meeting the standards of 46CFR 160.072 (day use). [33CFR 175.110/130]
Indra had an assortment of pyrotechnic flares stowed in a plastic container; however, all had exceeded their expiration date.
An Orion 12 gauge launcher with five red and one white aerial flares were aboard, however their expiration date was October 2003.

Six Orion Skyblazer XLT red aerial flares for inland costal water use with expiration date of August 2002 were still aboard.

Four Comet handheld red flares, three expired December 2007 and one expired December 2006, were aboard.

Two Comet orange smoke handheld flares with expiration of January 2007 were aboard.

Added to the To Do List:

A0021 - Obtain required number/types of pyrotechnic flares or electric distress light with orange flag.

5. Sound Producing Devices

USCG Requirements: A vessel of less than 12 meters in length shall not be obliged to carry the sound signaling appliances prescribed in paragraph (a) of this Rule but if she does not, she shall be provided with some other means of making an efficient sound signal. [33CFR 83.33.b]

Search of Indra's contents did not reveal a suitable sound producing device.

Added to the To Do List:

A0022 - Obtain an air pressurized signal horn with refill canisters.
B0023 - Install a PA hailer (speaker) that emanates sounds driven by onboard radio.

6. Navigational Lights

USCG Requirements: Vessels are required to display navigation lights between sunset and sunrise and during periods of restricted visibility. [33CFR 83.20] In a vessel of less than 12 meters in length— (i) A masthead light, 2 miles; (ii) A sidelight, 1 mile; (iii) A stern light, 2 miles; (iv) A towing light, 2 miles; (v) A white, red, green or yellow all-round light, 2 miles; and (vi) A special flashing light, 2 miles. [33CFR 83.22.c] Sailing vessels underway and vessels under oars (Rule 25) requirements listed at 33CFR 83.25.

Not mentioned in any requirements was the common day practice of changing navigational lights incandescent bulbs with LED bulbs; as also found in most of Indra's navigation lights. After researching this subject on the internet the discussions revealed that USCG approval of manufacture's navigational lights was based on the luminosity of the bulb type it was tested/certified with as specified in 33CFR 183.810, either incandescent or LED - not both. So in essence by replacing a navigational light's incandescent bulb with a LED bulb, the person performing the change is invalidating the USCG certification of the navigational light and in turn, making the vessel noncompliant with USCG regulatory requirements.

Masthead Light - Indra had a Hella Marine Masthead/Floodlight Model 8505 installed at approximately 21 feet up the mast below the radar dome and was rated at 2 NM Minimum Visible Distance. The masthead light did have the correct incandescent bulb installed. The floodlight bulb was missing/not installed and spare bulbs were not found aboard for either of the two lights.

Sidelights - Indra had new Hella Marine 2984 Series 2 NM Navigation Lamps installed at the masthead pulpit for both port and starboard sidelights. The for sale advertisement pictures showed these lights previously located on the stainless rails at the bow spirit. The current location at the masthead pulpit essentially locates these lights at the middle of the vessel and have the disadvantage if the jib or staysail were out they would be obstructed from view. Additionally, the placement at masthead pulpit does not appear to meet the requirements for location and degree of light visibility as required in 33CFR 83.21.b.

Stern Light - Indra had an Aqua Signal Series 25 Classic Stern light installed. The light lens had evidence of weathering reducing overall visibility/intensity of light emissions.

All Round Lights - Top of Mast - Indra had three light fixtures at the top of the mast:

An Aqua Signal Series 40 Tri-Color Navigation Light.
An Aqua Signal Series 25 All-Round Navigation Anchor Light.
An undetermined manufacture white strobe light.

Due to the large base of the strobe light and the metal extension tube of the anchor light, approximately 30% to 40% of the aft viewing angle of the tri-color navigation light was obstructed.

Spreader Deck Lights - While not a USCG requirement, deck lights provide an additional safety factor at night. Indra had Sea-Dog Spreader Adjustable Lights installed, but the starboard side was missing.

Added to the To Do List:

A0024 - Obtain Hella Marine Masthead/Floodlight 20W GX5.3s Base Halogen Deck Floodlamp replacement bulbs.
A0025 - Obtain Hella Marine Masthead/Floodlight Festoon 10W SV8.5 Base Navigation replacement bulbs.
A0026 - Remove wiring and both port/starboard Hella Marine 2984 series 2 NM Navigation Lamps from masthead pulpit.
A0027 - Route new wiring and install navigational side lights at bow spirit rails.
A0028 - Replace Aqua Signal Series 25 Classic Stern light.
A0029 - Remove all three existing navigational lights at masthead.
A0030 - Obtain and install a single masthead light fixture with Tricolor, Anchor, and Strobe Light functions.
A0031 - Obtain and install LED Spreader/Deck Lights.

7. Oil Pollution Placard

USCG Requirements: A ship, except a ship of less than 26 feet in length, must have a placard of at least 5 by 8 inches, made of durable material fixed in a conspicuous place in each machinery space, or at the bilge and ballast pump control station, stating the Discharge of Oil Prohibited statement. [33CFR 155.450].

Indra did not have a Discharge of Oil Prohibited placard aboard - this was not an Australian requirement.

Added to the To Do List:

A0032 - Obtain and install a Discharge of Oil Prohibited placard.

8. Garbage Placard

USCG Requirements: Display a Discharge of Garbage placard at least 20 cm (8 in) wide by 12.5 cm (5 in) high, made of a durable material, and legible; must notify the reader of the operating requirements contained in 33CFR 151.67 through 151.73 as they apply to that ship. [33CFR 151.59].

Indra did not have a Discharge of Garbage placard aboard - this was not an Australian requirement.

Added to the To Do List:

A0033 - Obtain and install a Discharge of Garbage placard.

9. Marine Sanitation Devices

USCG Requirements: All recreational boats with installed toilet facilities must have an approved, operable Type I, II, or III marine sanitation device (MSD) on board with a device which prevents discharge of treated or untreated sewage when prohibited. [33CFR 159.7].

Indra's toilet facilities was designed and installed as a direct pump overboard of toilet/head contents with sink and shower liquids accumulated in a holding tank prior to discharge overboard. This installation essentially renders the toilet/head useless and inoperable when a no sewage discharge area is encountered due to the lack of a sewage holding tank. Previous owner's logs indicated that the anti-syphon loops (small hole in top of hose loop) were not 100% effective as seawater back flowed into the toilet bowl occasionally requiring seacock closure. The vent for the holding tank was a 1/2 inch hose dead ended behind the cabinetry instead of vented to the exterior of the hull. This vent line was not really necessary as the shower pan drain hose also served as a vent.

Added to the To Do List:

A0034 - Redesign the head/toilet system to include sewage holding tank.

10. Navigation Rules (Inland Only)

USCG Requirements: The operator of each self-propelled vessel 12 meters or more in length shall carry, on board and maintain for ready reference, a copy of these Rules [33CFR 83.01.g]

While this requirement technically does not apply to Indra due to being 10.4 meter in length, this USCG Navigation Rules and Regulations Handbook is a valuable reference of many things an operator should know by heart, it will be aboard Indra. The Handbook contains both US inland and international navigational rules and should be reviewed for applications applicable to your vessel and its location. This is one of the few publications required to be "on board and maintain for ready reference" which means a current up-to-date paper copy physically onboard and accessible.

Added to the To Do List:

A0035 - Obtain current up-to-date paper copy of USCG Navigation Rules and Regulations Handbook .

11. Overall Vessel Condition

One of the last areas of a vessel safety check is the general category of overall vessel condition, including electrical, fuel systems, galley, heating systems, deck free of hazards/clean bilge, etc. This area will be detailed out in a separate section. However, a cursory look did not take long to spot areas of concern.

12. EPIRB - Emergency Position Indicating Radio Beacon

Indra had aboard an ACR Satellite2 406 EPIRB Model RLB-32 P/N 2775. Per the ACR manual and as identified on the unit; the battery must be replaced by the date indicated on the beacon or every five (5) years, whichever occurs first. Date on the EPIRB was 03/2010 which meant this unit had been unserviceable now for 5-plus years. Also the Australian beacon registration had expired 9 July 2014.

Added to the To Do List:

A0036 - Obtain and install a new EPIRB.

13. Manual Bilge Pump

A Whale model BP3010, bulkhead mounted, Gusher 30 manual bilge pump was installed in the aft port side cockpit corner bench. The installation and user's manual was available on the Whale website. A box strainer was installed to the 1 1/2 inch hose, in the lower bilge, with excessive corrosion present on the two clamps. The 1 1/2 inch hose was routed upward to the Gusher 30 manual bilge pump and secured with two clamps with minor corrosion present. The 1 1/2 inch hose was routed out of the Gusher 30 manual bilge pump and secured with one clamp with minor corrosion present and then routed through a Tru-Design model 90322, 1 1/2 inch (38mm) anti-syphon vented loop with single clamps - Tru-Design installation instructions recommend use of dual clamps at each end. From the anti-syphon vented loop it was routed to the discharge thru hull about 6 inches above the static water line. The Whale Gusher 30 manual recommended regular inspections with verification of pump operation. That rubber components should be replaced if worn or every three years regardless of condition and a spare service kit be kept aboard. The Tru-Design vented loop manual recommended regular checks of the functioning of the duck bill valve are conducted. The installed hose had no markings so was unable to determine type and manufacture. Internet consensus recommended a hose that has a smooth interior surface with as short as possible run, and that the discharge thru hull must be high enough to remain above the water at the deepest angle of heel.

Added to the To Do List:

A0037 - Obtain two (one spare) Whale AK3051 service kits for Gusher 30 bilge pump.
A0038 - Install Whale AK3051 service kit in Gusher 30 bilge pump.
A0039 - Replace manual bilge hoses and all corroded clamps; install double clamps at all hose ends.

14. Automatic Bilge Pump

A Rule 3700 model 14A non-automatic bilge pump was installed in the bilge under the Yanmar engine and in front of the exhaust water-lock muffler. It was mounted on a block of wood with a Rule-a-Matic model 35A float switch. The block of wood was not attached to the bilge floor allowing the pump to be pulled forward for access. A 1 1/2 inch hose was attached to the bilge pump with two clamps with minor corrosion visible. The hose was routed forward, then turned to the port side and was routed aft through a wood bulkhead with a 90 degree plastic fitting with double clamps on each end. It was then routed upwards to a Tru-Design model 90322, 1 1/2 inch (38mm) anti-syphon vented loop with single clamps and was then routed out a discharge thru hull approximately 3 inches above the static water line. The installed hoses had no markings so was unable to determine type and manufacture.

A Rule-a-Matic Plus model 40A float switch was mounted on a thin block of wood to the bilge floor just aft of the diesel tank. This switch when activated would complete the circuit to sound the high water alarm.

A Sea-Dog Bilge Water Alarm With Pump Switch control panel model 422035-1 was installed above the main circuit breaker panel by the navigation desk.

Review of installation manuals and research revealed the following issues with this installation.

Mounting the bilge pump on a block of wood not secured to the bilge was not advised - manufacture installation instructions require the pump to be firmly attached to a surface.
The hose installation and routing utilized resulted in a significant amount of additional hose which degrades overall pump output - a direct and short as possible route was recommended.
The electrical amperage rating of these separate components is not compatible. The Rule 3700 model 14A bilge pump is stated to draw 15.5 amps at 12 volts and 20 amps at 13.6 volts - it requires use of a 25 amp fuse for circuit protection. The Rule-a-Matic model 35A float switch is rated for use at 14 amps maximum and should not be used with the Rule 3700 model 14A bilge pump. The Rule-a-Matic Plus model 40A float switch is rated for use at 20 amps maximum and is ok to use with the Rule 3700 model 14A bilge pump. The Sea-Dog Bilge Water Alarm With Pump Switch control panel model 422035-1 is equipped with a fuse holder but rated for a maximum fuse size of 15 amps which is not compatible with the 25 amp fuse requirement for the Rule 3700 model 14A bilge pump.

Added to the To Do List:

A0040 - Securely mount the Rule 3700 bilge pump to the surface of the bilge accessible through the aft floor hatch.
A0041 - Determine and install a shorter automatic bilge pump hose route to discharge water.
A0042 - Obtain a correct amperage float switch to replace the Rule-a-Matic model 35A float switch.
A0043 - Obtain a correct amperage control panel to replace the Sea-Dog Bilge Water Alarm With Pump Switch control panel.
A0044 - Obtain a smaller capacity bilge pump and install at bilge aft most location.
A0045 - Replace automatic bilge hoses and all corroded clamps; install double clamps at all hose ends.

15. Para-Tech Sea Anchor

A Para-Tech 15 foot sea anchor was stowed in the storage area below the forward V-berth. An instruction manual was available and obtained from the Para-Tech website. The sea anchor was removed from its deployable stowage bag and appeared relatively unused, however it was not properly packed in the bag and the chute shroud lines needed to be untangled. The float line exiting the bottom of the bag was only three feet long and appeared it had been cut. The instruction manual did not identify the recommended length of the float line, so sent an email to Para-Tech. They responded quickly within a few hours, identifying the length as about 15 feet and full instructions on how to repair it. The manual had detailed instructions as to what additional items were required to properly rig the sea anchor for deployment and not all of them were found aboard Indra.

Added to the To Do List:

A0046 - Repair sea anchor float line.
A0047 - Wash and shade dry sea anchor; repack chute in stow bag.
A0048 - Obtain 150 feet of 1/4 inch polypropylene 3-strand rope for trip line.
A0049 - Obtain sea anchor float and recovery buoys.
A0050 - Obtain 600 feet roll of 5/8 inch double braid nylon rope.
A0051 - Obtain 10 feet of 1/2 inch G-4 galvanized chain.
A0052 - Obtain two 1/2 inch anchor shackles.
A0053 - Obtain 3/8 inch stainless steel jaw swivel.
A0054 - Obtain four, 5/8 inch heavy duty stainless steel thimbles.
A0055 – Obtain two snatch blocks for bridle connection.
A0056 - Rig up Para-Tech sea anchor per instruction manual.

16. Lifeguard Forties LG3104 Life Raft

A Lifeguard Forties model LG 3104 four person life raft stored in a rigid container was mounted on the cabin top forward of the main mast. Its next service date was August 2012, long overdue. A manual found aboard in the ditch bag indicated this life raft was manufactured by Beaufort Air Sea Equipment Ltd, UK and the container identified it as RFD-Beaufort Limited. Internet research revealed the parent company as Survitec Group Limited, however its website provided no downloadable information on this obsolete model. The closest life raft model similar to this one was the Survitec Group Lifeguard Forties A model which had a downloadable brochure. The Lifeguard Forties model LG 3104 four person life raft manufacture date was not found but suspected to be around the year 2004/2005 and the manual recommended annual service inspections.

The emergency pack type was indicated as ORC (Offshore Racing Council) and the equipment installed per the manual is as follows.

Added to the To Do List:

A0194 - Service/replace life raft prior to offshore travel.