As a sea trial is frequently not required by most insurance and financial providers the C&V survey inspection may be conducted while the vessel is afloat, hauled and blocked, or hauled via the travel lift. If there is a question regarding the sea trial, the surveyor or client should check with the provider to be sure of what is required. Inspection step one: The prudent marine surveyor will observe and photograph the entire outside surface of the vessel. (The initial walk around). He will be on the lookout for any condition that is out of the ordinary. Lots of photos (for later use) help when writing the report and assist in verifying overall appearance. Typically, this “initial walk around” will give the surveyor a pretty good idea of how the vessel has been used and maintained. Once the initial “walk around” has been completed the surveyor will start the individual component inspection. Transom Let’s say the inspection is started at the transom. The surveyor will note the hull number and photograph it, if possible. It is usually on the starboard side, upper edge of the transom. or in that area. The overall transom condition, including the condition of the free-board finish, laminate soundings and any other physical condition observed. The transom should be sounded with a mallet and checked for the level of moisture in the laminate. How well the attachments are secured and the condition of all metal attached components. If outboards are installed, how they are secured to the vessel should be reported. In the case of large, or multiple outboards the transom should be checked to ensure that it is secure and physically supporting the weight and stresses of the outboards, especially Gill or similar bracket appearance and condition. Swim platforms and their related supports and ladders should be indicated along with the trim planes, shower equipment, and any through hull devices, and the running light, if transom mounted. As the inspection of the transom is completed, and appropriate notes are made, additional photos are taken for the report, the next step should be to inspect the bottom. Is it fair? What is the condition of the through hull devices, ground plate and any other through hull devices? Time to sound the bottom with a mallet looking and listening for de-lamination, blisters and any other unusual sound that would require further examination. Often bottom repairs go un-noticed unless you can pick up on an unusual sounding. Remember the Sandy Hurricane vessels, many of which were salvaged and later purchased and repaired by folks who did not know the proper schedule for repairing the bottom of a fiberglass vessel. The running and steering gear. Assuming inboard engines, the propeller shaft exit from the hull, propeller shaft, struts, cutlass bearings, propellers, and their related securing hardware should be inspected. While you are in that area the rudders, rudder shafts, and related shaft logs can be checked for play and excess wear. If stern drives are Installed: The existence of aluminum oxide and whether the drive casing has been filled and re-pained to hide oxidization. (Optional step) The condition and level of the drive oil can be checked via the fill plug. Do not remove the bottom drain plug if a top fill plug is available. A small sample can be acquired via the top plug. Remove enough to determine the color and quantity of the lubricant and presence of foreign material or water. The bellows, if equipped, hydraulic system, ground wires, and, of course, propellers and securing nuts lock hardware and intake and exhaust ports. Checking the securing hardware is always a must. The condition of the laminate just around the transom bracket and drive units should be checked and sounded for water infiltration to the core. Check the drives for proper operation, tilt, trim, and trailer positions. Trim plane operation. Once the transom, bottom, and running gear is complete, the inspection should advance to the hull Next step would be the hull free-board. Is it fair? Then the rub rail and anchor pulpit. The free-board should be sounded with an insulated mallet so as not to cause any damage to the finish. Note the condition of the boot stripe, cove trim, and any decals or surface decorations. If a tow hook is installed, is it secure? Note discovered repairs. Page 2 of 7 go to Page 3