GENERAL INFORMATION

Date of Survey: June 7, 2010

Date of Report: June 10, 2010

Location of Survey: Marblehead Trading Co. Marblehead, MA

Type of Survey: Condition and Value for pre-Purchase

Vessel Name: "Hooked on Tonics"

Hail Port: Boston, MA

Year built: 2000

Hull ID Number: TSP155418K001

Registration number: None found

In attendance: None

Owner: Unknown

Weather During Survey: Sunny temperature in the low seventies

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PRINCIPAL SPECIFICATIONS

The following specifications were obtained from printed material or manufacturer's brochures, which

were believed to be accurate. The vessel was not actually measured.

Builder: Tillotson/ Pearson, Inc. Warren, RI

Type: J-105, auxiliary sloop

LOA: 34' 6"

LWL: 29' 5"

Beam: 11' 0"

Draft: 6' 5"

Sail Area: 577 sq. ft.

Displacement: 7,750-lbs.

Ballast: 3,400-lbs.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Specifications Continued:

Designer: R. Johnstone

Engine: Yanmar 2GM20F two cylinder FWC diesel, 11.8 kW. @ 3,400 rpm

Engine serial no: E 06400

Engine Hours: No meter found onboard

Gear: Kanzaki KM2-P, ratio 2.62 to 1.0

Gear serial no: 58321

Hull color: White topside with yellow boot stripe, blue anti-fouling; white deck with gray non-skid

areas

Construction: FRP, (fiberglass reinforced plastic) hull of mat and bi-axial roving with full core,

reported to be end grain balsa block, fabricated by means of the SCRIMP resin infusion

system; FRP deck with balsa core; deep draft, lead fin keel; fractional rigged double

spreader aluminum mast with stainless rod rigging, stepped on hull

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SCOPE OF SURVEY

At the request of Mr. Will Tate of Annapolis, MD the undersigned surveyor did attend the vessel

"Hooked on Tonics" as it lay afloat and hauled out at Marblehead, MA. The mast was stepped visually

examined from deck level only.

The purpose of the survey was to ascertain the general condition, by means of visual inspection, of the

hull and deck, bulkheads, machinery, electrical system, spars and rigging. To determine levels of compliance of

currently applicable mandatory and voluntary standards as well as commonly accepted marine practices.

Some sections of the hull and deck, machinery and equipment, plumbing and electrical systems could

only be inspected by removal of interior liners, tanks, joinery, cabin soles, headliners or bulkheads. Such

removal would have been destructive and prohibitively time consuming and therefore, was not done. Where the

physical condition of a given component impaired examination, it will be so noted.

Percussion tests of the hull and deck laminates were performed. Moisture meter readings were taken on

clean and dry surfaces. They are generally not reliable on bottom laminate where the vessel was "short hauled"

and has not been allowed to dry sufficiently or on rain soaked or salt covered decks and topsides.

Machinery was operated with the vessel tied to the mooring; full power sea trials were not conducted.

The examination was limited to a visual inspection of the external condition and installation. Fluid samples

were not taken unless specifically requested and charged for. Compression tests were not performed on diesel

engines, as they require specialized tools and manufacturer's specifications for compression at given engine

speed and ambient temperature. A qualified, brand specific, marine mechanic should be employed to survey the

propulsion engine(s) or generator.

When a power source was provided, the plumbing, electrical and navigational systems were turned on to

verify power supply and basic operation. They were not operated continuously or in all possible configurations.

No calibrations or adjustments were made as part of the survey.

If stepped, sailboat masts and rigging were inspected from deck level only, unless otherwise noted. The

upper sections of the mast may have been checked from a boson's chair if sufficient qualified individuals were

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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present to hoist the surveyor aloft. If the vessel was not afloat, the rig was inspected from deck only. If the rig

was un-stepped and inspected in storage it or some component may have been inaccessible, if that is the case it

will be so noted. If not inspected as part of this survey, it is recommended that the upper sections of the mast

and rigging be inspected by a qualified marine rigger prior to sailing.

A current trend appears to store vessels with the rigs up, season after season. It is strongly

recommended that, masts be removed from the vessel on a periodic basis for a complete examination by a

qualified rigger.

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STANDARDS

When appropriate, recommendations contained in the following Report are made to Standards set by the

American Boat and Yacht Council, (ABYC), as contained in Standards and Recommended Practices for Small

Craft, the National Fire Protection Association, (NFPA), Fire Protection Code, Section 302 and United States

Coast Guard Regulations, CFR Title 33 and 46 as taken from Rules and Regulations for Recreational Boats

published by ABYC.

Recommendations made to ABYC and NFPA 302 Standards are voluntary but strongly recommended.

USCG regulations used are required for recreational and un-inspected vessels operating with Coastal or Inland

waters of the United States.

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VALUATIONS

The Market Value stated here is defined as the highest price that can be obtained with a willing buyer

and seller; with neither be compelled to either buy or sell and both parties being reasonably informed of the

necessary and pertinent information relative to the yacht under consideration; and the subject yacht had been

offered on the open market for a reasonable period of time, (approximately thirty days in the absence of other

constraints). It assumes the overall condition of the vessel to be neat and clean the equipment operational,

unless otherwise noted.

A Market Approach was used in determining the value given here. Industry pricing guides such as

NADA, BUC Research and Soldboats.com were consulted. Records of comparable sales, if available, (usually

unpublished); consultations with yacht brokers or estimates based on listed asking prices were considered when

determining the valuation stated herein.

Although it is not currently possible to determine the full impact of the economic down turn that began

in the fall of 2008, consideration has been given those events. The value stated here reflects an adjustment to

the previously accurate Market Value that ranges between 10% and 20%, (dependent upon vessel type &

condition). The stated value remains an opinion, however and not obtained by any exact scientific method.

Values are given in US dollars.

Estimated cost new: $140,000.00

Market value at the time of Survey: $ 84,500.00 to 87,500.00

Approximate replacement cost, as equipped: $245,000.00

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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SURVEY REPORT: HULL AND DECK

Hull: Topsides

Found the vessel to be a standard production version of a J-105, day sailing and racing sloop. No

unusual modifications or changes were noted on the exterior of the hull or deck.

Visually sighted the topsides fore and aft and athwart-ship and no evidence of stress or significant

damage was noted. The gelcoat was somewhat but overall, the finish remained serviceable. A few scuffs and

scratches were noted on the starboard side amid-ship, close to the gunwale.

Sounded the topsides at random locations about every square foot or so with a light plastic hammer for

indication of hollow or dull areas in the laminates that would be audibly noticeable. None were noted; the

soundings were sharp and clear.

Readings were made at random locations about every two square feet with a Tramex portable electronic

moisture meter. They were low and ranged between 05 and 10 on the on Scale 1, “FRP in Saltwater. The only

exception was noted within a few inches of the discharge for the engine exhaust where the readings were

slightly elevated, ranging between 15 and 25 on Scale 1 on the Tramex meter.

Tramex meter readings are not percentages but simple scales that range between 1 and 100. Readings

above 40 on Scale 1: “FRP in Saltwater” and above 80 on Scale 2: “Low Moisture” may indicate the presence of

moisture in the outer laminates or core material if core material was present in the construction.

Hull: Bottom

Found the anti-fouling paint in good repair and well adhered to the bottom. Sighted the bottom surface fore

and aft and athwart-ship and found it to remain free from signs of stress or damage.

Random soundings of the bottom made about every square foot with a light plastic hammer gave no

evidence of dull or hollow areas. The soundings were sharp and clear.

The vessel was only short hauled but the weather was dry and it was possible to make reliable moisture

meter readings at the end of the day. They were made with an Aquant 2 moisture meter that is less sensitive to

surface moisture than the Tramex meter. Moisture meter readings were made without removing the anti-fouling

paint. The Aquant 2 meter uses a scale that ranges between 100 and 115. Readings above 104 may indicate the

presence of moisture in the outer laminates or adjacent core material. Readings were low over the entire bottom and

ranged between the 100 and 103.

Moisture meter readings are only a guide, however, they are not a warrantee against actual or potential

osmotic blisters or future moisture intrusion into the laminate or core material. A careful visual examination showed

no evidence of osmotic blistering or moisture intrusion at the time of the survey.

Keel and Ballast

A deep draft, lead fin keel was attached to a molded root that was integral with the bottom of the hull.

The exterior of the ballast was smooth and fair. No visual evidence or the ballast to hull joint was present.

Noted a few hairline cracks along the starboard radius between the keel root and the bottom of the hull on the

starboard side. They were quite minor but monitor the area for additional signs of crazing and repair as needed

in the future. Visually inspected the keel for signs of past grounding and none were noted.

Soundings made at random on the keel root remained sharp and clear. Moisture meter readings made on

the sump section of the keel remained low when made with the Aquant 2 meter.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Rudder

An FRP rudderstock supported the semi-balance spade rudder. It rotated freely and the Harken or

similar bearing was functional and without signs of pitting or corrosion. There was a no play or movement

between the rudderstock and the bearing or between the bearing race and the tube in the hull. The rudder

rotation appeared even form side to side. The vessel was tiller steered and not steering stops were fitted.

Sounded the rudder with a light plastic hammer for indications dull or hollow areas and soundings were

sharp and clear. No indications of swelling or weeping were observed. Moisture meter readings were low,

ranging between 100 and 102 on the Aquant 2 meter.

Propeller, Shaft and Through Hull Fittings

The vessel was fitted with a 15" x 14" two blade Martec Mk III folding propeller. Found it tight to the

1.0-inch diameter stainless shaft. There was a little play between the blades and pivot pin and no excessive wear

was noted on the hub. Found the cutlass to remain snug to the shaft and free from signs of damage. Two

setscrews were present to retain the bearing and they appeared secure. The bronze P-strut appeared to be tight to

the hull, free from indications of corrosion or damage, although the faring was flaking off on the port side. Refair

it as desired.

Four Marelon, reinforced polycarbonate through hulls were fitted flush with the hull below the

waterline. Two were located forward to port for the head, the galley sink drain was located to starboard amidship

and the engine seawater intake was aft, close to the centerline on the port side. No indications of stress or

damage were observed. The reinforced polycarbonate sailing instrument sending units were also secure and in

good repair.

An FRP covered, flush through hull was installed on the port topside just above the boot stripe for the

electric bilge pump discharge. It was free from signs of stress or damage. Common plastic through hulls were

installed on the port side amid-ship at the rail for the waste tank vent and on the starboard bow for the bowsprit

tube drain. The common plastic thorough hulls showed some signs of UV damage. Monitor them carefully for

signs of additional UV damage and replace as needed with ones of Marelon construction. The metal fuel tank

vent was installed on the transom; it was serviceable. The balance of the through hulls installed in the topsides

or transom appeared to be FRP tube, bonded in place. Where visible, they appeared to remain serviceable.

Deck and Superstructure

Gelcoat on deck was generally serviceable and free from signs of stress or damage. The smooth areas

on deck would benefit from being cleaned and waxed, however. Random gelcoat crazing was present on the

cabin top, forward and to port of the companionway spray hood, around several of the bases for the lifeline

stanchion bases and adjacent to the forward end of the cabin trunk. The condition was common for J-105’s built

in the early 2000’s and appeared to be a cosmetic flaw at the time of the survey. Carefully monitor all of the

areas of the crazing for signs of change and repair if needed in the future.

Sounded the deck at random with a plastic hammer for indications of hollow or dull areas and none

were found. The laminate appeared to remain serviceable at the time of the survey.

Moisture meter readings made at random locations with a Tramex portable electronic moisture meter on

deck and around most of the hardware were generally below 10 on Scale 1. The following exceptions were

noted, all readings on Scale 1 on the Tramex meter:

1) Within a few inches of the chain plates and water tank fill pipe on the starboard side deck the

readings ranged between 45 and 65.

2) Within a few inches of the intersection between the aft end of the foredeck and the forward

centerline of the cabin trunk, the readings ranged between 45 and 70.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Moisture meter readings, continued:

3) On the port side deck between the chain plates and the forward end of the cockpit, the readings

ranged between 60 and 80, although there were random areas of lower readings. The highest

concentrations appeared to be close to the jib sheet track and along the outboard edge of the deck

aft.

Elevated moisture meter readings are unusual for “SCRIMP-ed” hulls or decks but the highest readings

were close to penetrations into the deck at the chain plates, jib tracks and aft stanchion bases and therefore, may

represent actual moisture intrusion. Suggest removing several of the fasteners to examine any exposed core

material for signs of moisture intrusion then consult a qualified fiberglass repair technician and repair as found

necessary.

Cockpit

Sounded the seats and cockpit sole and no areas of hollow or dull areas were noted. Moisture meter

readings made at random on the seats, coamings and cockpit sole were between 05 and 10 on Scale 1,

suggesting that the laminates remained dry at the time of the survey.

A deep locker was located on both sides of the cockpit and at the starboard aft end of the cockpit. The

lockers provided access to the aft sections of the engine, the stuffing box, steering gear and batteries, which will

be discussed under the Machinery section that follows. Where it was possible to visually inspect or hammer

sound the bonding between the partial or full bulkheads and the hull, the bonding appeared to remain secure.

Found the hull to deck joint to consist of an inward turning hull flange with deck set upon it bonded

together with adhesive. Through bolts were installed through the lifeline stanchions bases and a few pieces of

deck hardware. No other fasteners were installed through the hull to deck joint. No evidence of lifting or

movement was noted on the hull to deck joint. Hammer soundings made on the interior skin of the hull

remained sharp and clear.

Mast Collar and Chain Plates

An aluminum mast collar was attached to a reinforced section of the cabin top. No indications of stress

or damage were observed on the collar of the surrounding deck. When sounded with a hammer, the laminate

around the collar appeared to remain sound. Moisture meter readings made immediately adjacent to the collar

were low.

Two stainless steel strap type chain plates were installed on each side of the vessel and were bolted the

main transverse bulkhead below deck. Visually inspected the chain plates and surrounding deck and found them

to appear serviceable. The sealant between the chain plates and the covers on deck appeared to remain

serviceable but resealing the cover plates annually is strongly recommended.

Found the strap type stainless backstay attached to the transom. No indications of stress, damage or

corrosion were observed on or around the chain plate. The head-stay tang was attached to a welded stainless

stem head fitting. No lifting was noted on the between the fitting and the deck, it appeared serviceable.

Lifelines, Stanchions and Rails

Tapered tubular stainless stanchions with separate welded stainless bases were bolted through the deck.

The bases were serviceable and tight to the deck. The setscrews were secure. Noted the first lifeline stanchion

aft from the bow on the starboard side was bent aft slightly. Replace it as desired. The welded tubular bow

pulpit and split stern rail were both serviceable and securely attached to the deck. Re-boarding was provided

with a transom mounted swim ladder in compliance with current ABYC standards.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Un-coated 1 x 19 stainless steel wire lifelines were installed on the vessel and they appeared to remain

serviceable. Noted that the terminals showed minor rust stains, particularly at the aft ends under the fabric

covers. Suggest the fabric covers be eliminated as they have a tendency to hold moisture against the lifeline

wire. Noted that several of the turnbuckle lock nuts under the covers were loose and they should be tightened.

Hatches and Ports

Two Lewmar aluminum framed hatches were installed on the cabin top. Both were secure and

functional. The lens for the forward hatch was moderately crazed and will eventually need replacement. The

FRP companionway hatch was fitted stainless and PVC tracks. The hatch was functional but the gelcoat was

chipped at the aft end of the hatch on the starboard side.

Two, fixed Plexiglas and two Bomar, aluminum framed opening ports were installed in the cabin trunk.

They were secure and functioned easily. Two additional opening ports were installed in the aft face of the cabin

trunk. They remained serviceable as well.

Noted minor traces of leaks on the fasteners and around the gaskets for the opening ports that were

installed in the sides of the cabin trunk. Additional leak stains were present on the overhead adjacent to the

small hatch in the head. The stains were minor but flood test the deck for leaks, repair or reseal the hatches or

ports, as found necessary.

Sailing Hardware

Sailing gear was of good quality and securely installed. An assortment of Schaefer and Harken blocks

were present for the halyards, main and jib sheets. The cockpit mounted “windward sheeting” Harken traveler

appeared serviceable. Double Lewmar stoppers were present for the halyards on each side of the

companionway. They appeared to function when operated without load.

Two Lewmar 44AST were installed in the cockpit with two Lewmar 30AST winches on the aft part of

the cabin trunk. Found the winches serviceable but somewhat stiff and in need of lubrication. They should be

cleaned and lubricated as part of routine re-commissioning

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INTERIOR

General Condition

Found the interior to be in reasonable cosmetic condition. The Formica and plywood bulkheads were in

serviceable and free from signs of damage but the small amount of teak trim was somewhat weathered. The

wood-grain laminate that was cabin sole was free from signs of damage but the forward of the two removable

floorboards was swollen and not fit in place. Plane the edges to allow the floorboard to be reinstalled.

The blue fabric upholstery for both cabins was serviceable and free from signs of damage or water

stains.

Forepeak

Visually examined the interior of the small forepeak and found it clean and secure. Hammer soundings

made at random on the hull and underside of the deck were sharp and clear. Hammer soundings made on the

bulkhead tabbing were also sharp and clear. Water stains were present below the fasteners for the aft bow pulpit

bases, port and starboard. Remove and reseal the fasteners as needed to eliminate the leaks.

Forward Cabin

Where visible, the structural tabbing appeared in good repair, it appeared to consist of several layers of

bi-axial cloth but the exact laminate schedule was not known. The application was completed to acceptable

standard. Longitudinal hull supports were installed at the berth edges and along the centerline of the hull. They

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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remained secure. Hammer sounded the accessible tabbing and soundings remained sharp and clear. Moisture

meter readings made on the interior of the hull were low.

A few stains were present on the bulkhead below the tube for the bowsprit and rust stains were present

on the fasteners at the aft end of the bowsprit.

Head Compartment and Hanging Locker

A transverse head compartment was located between the forward and main cabins. Visually inspected

the structure outboard of the marine toilet and found it to remain secure. The Raritan PH-II manual marine head

appeared to be functional.

A visual inspection and hammer soundings made on the starboard side of the main transverse bulkhead

and in the hanging locker were sharp and clear. Moisture meter readings on both sides of the bulkhead were

low. Mildew was present on the underside of the deck in the lower outboard of the toilet. Remove it as desired.

Main Salon, Galley and Navigation Area

A settee berth was located on each side of the main cabin. Noted some minor evidence of leaks and or

rust stains on the main transverse bulkhead below the chain plates. Rust and a few stains were present on the in

the chart table and on the bulkhead below it as well.

A small galley was installed to starboard with a chart table to port. The Origo non-pressurized alcohol

stove appeared serviceable but was not operated. The galley sink drain and foot pump were functional. The

drawer pull for the draw on the port side below the chart table and the locker doors were functional.

No evidence of a CO detector was found aboard. Suggest one be added as routine safety precaution.

No fire port or automatic fire suppression system was found aboard. Add one or the other to comply with

current ABYC standards.

Visually inspected and sounded the structural bonding under the berths. Where it was accessible and it

was secure and free from signs of stress or damage. Below the galley and chart table, the bonding between the

hull and partial bulkheads remained secure. Hammer soundings were made at random on the bulkhead at the aft

end of the bunks, port and starboard. Sharp clear soundings were obtained on the starboard side but most of the

outboard portion of the bulkhead at the aft end of the port bunk gave dull soundings. Dull soundings were also

obtained on the aft face of the bulkhead when sounded from the cockpit locker.

Bilge

Removed the center floorboards to visually inspect the bilge. Found the bilge in need of a light

cleaning. The deep section contained a small amount of water but not enough to verify proper function of the

bumps. Noted there was no limber hole from the shallow aft section to the deem sump. Suggest a limber hole

be added to allow the bilge to drain toward the pumps. The aft section of the sump contained

Seven transverse molded keel floors were bonded across the sump and on the hull aft of the sump to

support the ballast loads and stiffen the hull. Hammer soundings made on the hull and in the deep sump were

sharp and clear. No visual evidence of stress or damage was noted in the sump.

Two of the keel bolts and nuts were accessible and appeared to be free from signs of stress, pitting or

corrosion. Visually examine the remaining bolts when the bilge is dry.

De-watering was provided by a manual bilge pump mounted in the cockpit and a Rule submersible

electric pump installed in the sump. The motor for the electric pump was functional. Proper function of the

manual bilge pump should be confirmed as part of routine commissioning.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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No evidence of high bilge water alarm was found aboard. Suggest one be added as a routine safety

precaution.

Mast Step and Chain Plate Attachments

The cast aluminum mast step was supported by the molded sole in the head compartment. The sole was

supported by an aluminum I-beam that was bonded to the hull and underside of the sole. The visible sections of

the I-beam were clean and free from signs of corrosion. Found no indications of compression on or below the

step but the aft ends of the step were cracked or broken at the aft edge. As the step is in compression and the

fasteners appeared to remain tight, monitor the step for additional signs of corrosion and replace it if found

necessary.

Two flat stainless steel strap type chain plates were bolted to each side of the main bulkhead, which was

bonded to the hull. Minor traces of leak stains were noted on the bulkhead and the sealant on deck appeared to

have dried out. The cover plates on deck should be removed and resealed as part of normal maintenance.

A lightning grounding system was installed between the chain plates, back and head-stay and the keel.

It appeared to be secure but little of the connections or wiring were accessible for visual inspection.

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MACHINERY

Engine Installation

Auxiliary power was a two-cylinder, freshwater-cooled, normally aspirated Yanmar diesel. Found it

and the surrounding spaces to remain in serviceable condition. Visually inspected the molded FRP engine beds

and found them free from signs of stress. Sounded the accessible sections of the beds and the soundings were

sharp and clear.

The standard Yanmar steel and rubber isolation mounts appeared to remain serviceable but the forward

starboard mount was quite rusty. Clean and repaint the rusty portions of the mounts to prevent additional

deterioration. The hose connected to the forward end of the heat exchanger appeared to leak but that should be

investigated and the leak eliminated to prevent additional deterioration.

Found the alternator belt and raw water pump belts worn but serviceable. Update them as part or annual

maintenance. The coolant hoses were serviceable and the accessible hose connections on the engine were free

from signs of leak or corrosion, except at noted.

Checked the crankcase and transmission oil and the coolant. Found the crankcase oil to be in "normal"

condition and at the proper level on the dipstick. The gear oil was clean and at the "full" mark on the dipstick.

Coolant was clean and above the minimum mark on the expansion tank. The manifold tank was full. Noted the

Groco seawater intake strainer was free from signs of leaks. The seawater intake ball valve was functional and

the intake hose was free from signs of leaks.

Sea Trial

No sea trial was conducted but the engine was operated in forward and reverse while attached to the

mooring. It started easily and ran smoothly. Exhaust was clean and raw water discharge appeared adequate.

Alarms were extinguished. Coolant temperature reached 155°F when checked with an inferred thermometer

after running in gear for fifteen minutes.

While no unusual conditions were noted, the brief period of operation should not be considered a

substitute for a complete evaluation conducted by a qualified Yanmar mechanic. Recommend the engine be

examined by a qualified Yanmar mechanic while under load and at normal operating temperature. Repair or

service the engine as recommended by the mechanic.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Exhaust System

Exhaust was run from the manifold to a cast mixer elbow. No indications of leaking were noted on the

mixer or exhaust elbows but a few areas of rusting were present. Raw cooling water was run from the heat

exchanger to the mixer elbow. No vented loop was installed on the raw water injection hose, which is standard

construction. Recommended that one be installed as a routine precaution. Found the wet type exhaust hose to

be secure, it and the double clamps were in serviceable condition. A horizontal fiberglass Cen-tek muffler was

located just aft of the engine and it appeared to be serviceable and free from signs of leaks. The exhaust hose

was elevated to deck level prior to the discharge at the transom. Where the hose was viewed, it appeared to

remain serviceable.

Stuffing Box and Shaft Coupling

Access to the stuffing box was possible from both cockpit lockers. The stuffing box was a traditional

bronze packing gland. It was secure and free from signs of excessive leaking. The stuffing box was attached to

an FRP shaft log by a short section of reinforced hose and four stainless clamps. They remained serviceable.

The stuffing box appeared to have leaked in the past and should be checked and adjusted as part of normal recommissioning.

A four bolt, steel shaft coupling was attached to the transmission and propeller shaft. The coupling

plates appeared secure and free from corrosion but were somewhat rusty. Double steel setscrews and key were

present to retain the prop shaft. The setscrews were retained with seizing wire; both appeared to remain secure.

Fuel System

An aluminum fuel tank was located at the forward end of the port salon settee berth. It was supported

by the hull and retained by the surrounding berth cabinetry. The mahogany retaining cleats were secure but not

very robust, which is standard for J-105’s. The accessible portions of the tank were free from signs of leaks or

corrosion. Noted that one of the fasteners for the inspection plate on the top of the tank was missing and it

should be replaced.

The tank capacity was 13.0-gallons. A Florida Marine Tanks label was attached and stated that the tank

had been built and tested to comply with current federal requirements. The tank was bonded to the engine and

deck fill pipe. Fill hose was USCG Type A2. Supply and return hose was USCG Type A1; a fuel line shutoff

was located at the tank. It was functional. A Racor R20P, canister type fuel filter was installed in the engine

compartment. The collection bowl, and baffles were clean; the connections were free from signs of leaks.

Steering Gear

The vessel was tiller steered. The wood tiller had been modified and most of the structural material had

been removed. Play and movement were present between the stainless fasteners, the tiller straps and the tiller.

Also noted that the tiller appeared unusually short but was fitted with a long ‘extension’. Recommend the tiller

be replaced with one of solid wood construction and adequate strength. If lightweight is desired, fabricate it

from carbon fiber.

Below deck the FRP rudderstock appeared to be serviceable and free from signs of stress or damage.

The rudderstock stuffing box appeared to be integral with the lower rudder bearing that was bonded and

fastened to the hull. It was secure and free from signs of excessive leakage or damage, although there were

some rust stains on the stainless collar, washers and the stainless fasteners. Minor evidence of weeping was

present on the hull forward of the rudderstock bearing, although no leaking was present with the vessel at rest.

Check the stuffing box and bearing for signs of leaks with the vessel underway and tight or adjust the fasteners

if needed to reduce any leaking.

An upper rudder bearing was support by a reinforced section of the aft deck. It was serviceable and

from signs of excessive wear or corrosion.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Head Waste System

Waste from the toilet was piped directly overboard or into a polyethylene holding tank installed under

the head compartment sink. Found the tank secure and free from apparent signs of leaks. A vented loop, antisiphon

device was installed on both the intake and discharges hoses, both were elevated close to deck level. A

Bosworth PVC Y-valve was installed in the head compartment to direct the waste overboard or into the tank.

The Y-valve was functional. Found the hoses and clamps for both the intake and discharge lines serviceable but

the waste hose from the toilet to the lower fitting on the Y-valve was barely engaged on the spud and may slide

off. Reseat the hose fully on the spud on the Y-valve.

Through Hull Fittings

Through hull fittings installed below the waterline were closed off with flanged type Marelon reinforced

polycarbonate ball valves that were bonded to the hull with adhesive. They were functional and free from signs

of stress, damage or past leaks. Recommend they be lubricated as part of normal maintenance.

Hoses were serviceable and free from evidence of deterioration. Tapered wood plugs were not attached

to the underwater through hull, (although loose plugs were found onboard). Recommend tapered wood plugs be

attached to each of the underwater through hulls as a routine safety precaution.

Domestic Water System

A single, 20-gallon polyethylene water tank was installed under the starboard settee berth and retained

by the surrounding cabinetry. The tank appeared serviceable and free from signs of leaks or damage. Suggest it

be flushed out before use. Supply hose appeared to be reinforced vinyl and in serviceable condition. The foot

pumps for the galley and head sinks were functional.

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ELECTRICAL SYSTEM

12-Volt DC System

Two, flooded type Group 27 battery were installed in plastic battery boxes with secure covers and tie

straps below the aft section of the cockpit sole. Battery cables were PVC coated stranded copper but did not

appear to be Marine Grade. The positive cable was installed in a plastic sheath. The terminals and cable

connections remained serviceable.

A Guest three-way battery selector was located at the port side engine compartment bulkhead. It

appeared to be less than seventy-two inches from the batteries as called for by ABYC standards. A Bass

Products circuit breaker panel was installed outboard of the small chart table, port side amidships. Noted that

there was no master DC breaker installed at the panel, which is standard. Little of the wiring was visible

throughout the vessel but was, appeared secure and run to industry standards. Wiring viewed was found to be

PVC insulated, stranded copper, “Boat Cable”. Tools were required to access the connections at the back of the

panel and there were not visually examined.

120-Volt AC System

None fitted.

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RIGGING AND SAILS

Mast and Rigging

The Hall Spars double spreader aluminum spar was visually inspected while stepped, from deck level

only. The upper sections of the mast were not carefully examined.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Found the accessible sections of the extrusion serviceable and adequate in size for the vessel. Most

mast fittings were cast or welded aluminum secured with stainless fasteners or welded in place. They appeared

serviceable and free from excess corrosion or wear. The painted finish that was visible remained serviceable.

The aluminum spreader bars installed through the mast were secure and free from signs of wear or excessive

movement when the shrouds were manipulated from deck level.

The gooseneck and boom vang toggles installed on the mast also appeared to remain serviceable but

some play was present at the gooseneck lug pivot bolt location, which is common. The stainless steel mainsheet

bails were secure, although there was a small amount of wear between the through bolts and the boom. The

sheaves for the outhaul and reef lines appeared to remain serviceable.

Standing rigging was stainless rod with open body chrome bronze turnbuckles. No signs of damage or

unusual wear were observed on the lower fittings or rigging. Halyards were low stretch braid Dacron or other

material. Chafe and wear were noted on the upper ends of several halyards, particularly the main halyard.

Eventually, they will need to be updated. A Harken furling system was installed on the head-stay. It appeared

to remain serviceable. Noted that one of the fasteners in the torque tube was missing.

The vessel was fitted with an adjustable bowsprit. The visible sections of the sprit remained free from

signs of stress or damage, although the clear coating was peeling off of the exposed section of the sprit. Rust

stains were present on several of the hardware fasteners. Operated the extending lines and the sprit appeared to

be functional and extended easily without load. Noted that the line for the downhaul was chafed at several

locations and should be slated for replacement.

Sails

The sails were briefly inventoried while stored below deck or in the basement of the owner’s home.

They were not carefully examined or removed from their bags. The following sails appeared to be aboard the

vessel at the time of the survey but were not carefully examined: Two Ulman Sails class jibs, Ulman Sails AP

spinnaker, Ulman Sails mainsail. Recommend the newer sails be examined by a qualified sailmaker and

serviced if deemed necessary.

A dark blue sail cover and dodger were also included but were not carefully examined as part of the

survey.

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SAFETY EQUIPMENT

The following is not a full or complete inventory of the vessel but simply a list of the major safety items

found aboard. Items that were obviously non-serviceable will be noted. None of the items were tested for

function or suitability for a given voyage, which is the direct responsibility of the owner or operator.

1. One 2.5 lb. dry chemical ABC fire extinguishers, gauge showed charge, not mounted in a readily

accessible location

2. MARPOL placard

3. Fortress FX-16 anchor with chain and rode

4. Boat hook

5. Eight Type II life jackets, one Type V vest

6. Four handheld flares, current until 11/ 12, no distress flag

7. Canister air horn, appeared non-functional

8. Life Sling 2

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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SYSTEMS OPERATED

The following systems were not checked under all possible conditions of operation but were simply

turned on or activated to verify basic function and power supply. Systems that appeared functional at the time

of the survey are marked “OK”.

Lights

1. Cabin lights: OK

2. Running lights: Combination port and starboard on pulpit, OK stern light not working

3. Steaming light: OK

4. Foredeck light: Not fitted

5. Anchor light: Could not determine

Pumps, Galley and Misc.

Galley and head foot pumps: OK

2. Manual bilge pump: Had suction, confirm proper function before getting underway

3. Rule submersible bilge pump: Motor OK

4. Non-pressurized alcohol stove: Not operated

5. Stereo radio/ CD player: Radio OK

Navigational Electronics

1. Raytheon ST-60, two multi-function displays mounted above the companionway: Displays OK

2. Raytheon ST-60 tri-data installed over companionway: OK

3. Raytheon Maxi-view display at mast: Not working, no display

4. Raytheon St-60 compass at chart table: OK

5. Std. Horizon VHF radio: OK, channel 16 and weather

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RECOMMENDATIONS

The following recommendations are made from body of the text, in approximate order of presentation

and are listed under the following three headings:

1) Compliance: Recommended for upgrade or repair to bring the item or vessel into compliance with

current regulations or Standards when the existing installation appeared inadequate or not to present

requirements. As Standards are regularly modified, systems that appeared to comply with the

standard at the time of construction and remained in good working order are not listed for repair or

upgrade under this heading but might be listed under "Other Items" that follows.

2) Priority Repairs: Recommended when significant structural defects or deficiencies exist might

endanger the safe passage of the vessel or crew. Items are also listed under this heading when they

could not be fully tested or checked during the survey and their proper function effects safe passage

of the vessel or crew.

3) Other Items: Recommended as normal maintenance or as an upgrade that might improve the

function the item or overall performance of the vessel. When maintenance items may worsen

significantly with time or repair cost might increase proportionately they will noted as: * Strongly

recommended.

When any of the recommendations significantly affect the value of the vessel, it will be so noted in the

Summary section that follows.

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Compliance:

1. Repair or replace the non-functional stern light, as needed for night operation

2. Obtain and display an Oil Discharge placard in the machinery space

3. Obtain and carry an International Orange distress flag

4. Mark vessel with official number or State registration numbers

5. Obtain and install a second USCG approved fire extinguisher in a readily accessible location

Priority Repairs

1. Have the mast and upper section s of the rigging re-examined by a qualified rigger as part of

normal re-commissioning and before re-stepping, service if required

2. Have the engine examined by a qualified Yanmar mechanic, as a routine precaution

3. Confirm proper function of the manual bilge pump before getting underway, service if needed

4. Upgrade or reinforce the tiller at the connection with the tiller straps and stainless rudder head

Items Noted for Repair:

Hull and Deck

1. Buff and wax the topsides and smooth areas of the deck, touchup scuffs and scratches

2. Monitor the small area or crazing found along the radius between the keel root and the hull on the

starboard side, repair as needed if additional crazing is noted in the future

3. Monitor the plastic through hulls installed above the waterline and replace if signs cracking

develop

4. Have the areas of high moisture meter readings examined by qualified fiberglass repair technician

and repair as deemed necessary

5. Flood test the opening ports and reseal if leaks are noted

6. Clean and lubricate hinges and replace the crazed lens for the forward hatch

7. Remove and reseal cover plates for chain plates, annually

8. Tighten the loose setscrews between the lifeline stanchions and bases, tighten loose lifeline

turnbuckle locknuts

9. Clean and lubricate winches and sailing hardware, flush mainsheet traveler car

Interior

1. Clean bilge and lockers as needed

2. Obtain and install a carbon monoxide alarm and smoke detector the cabin space

3. Add a limber hole between the sump and the shallow aft section of the bilge

4. Have the areas of dull soundings found on the outboard section of the port aft bulkhead in the

cabin examined by a qualified repair technician, replace the damaged section of the bulkhead as

found necessary, investigate the source of the moisture and repair as needed to eliminate

5. Obtain and install a “fire port” or automatic fire suppression system in the machinery space

Machinery

1. Perform routine engine maintenance as suggested by Yanmar mechanic, clean or replace the

starboard side engine mount, examine the heat exchanger hose connections and replace or repair

as needed to eliminate leaks onto the starboard side of the block and motor mount

2. Obtain and install a vented loop, anti-siphon device on engine raw cooling water discharge hose

3. Monitor condition of exhaust mixer or update as a routine precaution due to age

4. Replace the missing fastener between the inspection plate and the fuel tank

5. Remove and reseat lower hose on waste discharge Y-valve to fully engage the connecting spud

6. Lubricate ball valves installed on underwater through hulls

7. Attach a tapered wood plug to all of the underwater through hulls as a routine safety precaution

8. Check the rudderstock stuffing box for leaks with the vessel underway, service if needed

Mr. Will Tate J-105 sloop: "Hooked on Tonics"

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Sails and rigging

1. Have sails inspected by a qualified sailmaker, service if needed

2. Monitor the play and small amount of wear found between the mast, spreaders and spreader bars,

ad a bushing as needed if movement becomes excessive

3. Replace the worn and weathered running rigging as needed

4. Replace the missing fastener on the torque tube for the Harken furling system

5. Monitor the condition of the mast step an replace it if additional or corrosion develops in the future

6. Paint or re-clear-coat the exposed end of the bowsprit

Safety Gear and Systems

1. Obtain and carry a second serviceable anchor chain and rode

2 Confirm function systems not checked during survey, repair if needed

3. Determine fault with Raytheon Maxi-View display, service as needed

4. Have the fire extinguisher checked and tagged by a qualified fire equipment service company

6. Obtain and install a traditional non-electronic compass

7. Mark life saving gear with vessel name and Official Number

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SUMMARY

The vessel "Hooked on Tonics" was in reasonable cosmetic condition but needed a light cleaning and

some routine maintenance. The vessel remained sound at the time of the survey, except as noted.

With the Compliance issues met and the Priority, items repaired the vessel should be an acceptable

Marine Risk for insurers and lenders at the value stated here in. The list, "Other Items Noted for Repair" should

be considered normal maintenance or up grades to the standard vessel, to be done by any prudent owner and

they are not intended to detract from the vessel's overall condition or value.

Fully commissioned, the vessel should be suitable for coastal cruising and day sailing when operated in

a prudent manner by a knowledgeable operator and crew.

The Surveyor warrants that this report is a true and unbiased opinion of the vessel at the time of the

survey. It is only an opinion, however, no warranties of any kind are expressed or implied with it. It is clearly

understood by all parties concerned that, although the undersigned used professional care and judgment during

the course of the survey, hidden defects or conditions may exist that were not discovered as part of that process.

The condition of the vessel as described in this report applies only at the time and date the survey was

preformed. The surveyor has no control whatsoever over the operation or maintenance of the vessel or any of

the changes or events happening after the survey.

Acceptance of this report recognizes that agreement between all parties concerned. The provisions and

recommendations contained in this report are not transferable except for the named client's purpose of insuring

and or financing the vessel.

Respectfully submitted,

Gene Barnes, AMS

For: E. F. Barnes, Inc.

Members: SAMS, ABYC and NFPA

End of Report