Methods for Determining Moisture in Fiberglass Hulls

I had recently responded to a blog post on Linkedin about the effectiveness and accuracy of moisture meters on fiberglass boat hulls. My post had to be approved by the moderator which was ran by a yacht broker. Which it never was approved or posted, however other posts condemning the use of moisture meters and insinuating in some other posts that marine surveyors make hasty assumptions from moisture meter readings were quickly posted. I suspect because of my knowledge and detail on this subject was so informative it was not posted as I did not find one post that separated the good marine surveyors from the not-so-good marine surveyors. I thought the subject was so important that it needed to be discussed here so I am writing what I wrote a few days ago. Here it is: As a marine surveyor I wanted to weigh in on this. I am an independent marine surveyor. I am very honest with my Clients.

Moisture meter readings on the hull of a sailboat

I have been a full time marine surveyor now for five years with an extensive past in boats and yes, I have even worked in boatyards and have experience in laminating fiberglass. That being said, remember that moisture meters only pick up conduction. That means any water, metal, or even certain elements will make the moisture meter read something. Below the waterline there is anti-fouling paint which most contain copper or some other metal composite anti-fouling agent. The moisture meter will pick this up and read high so I do not use the moisture meter for anything below the water line. Also some topside paints will contain metal composites which will also read high on the moisture meter. If you are getting high moisture readings everywhere on topsides, lets not be naive. Start asking the owner if the topside was painted, and if so what was used. Refer to the paint label or MSDS sheet to search for the components of that paint. I have seen some surveyors, much older and have more years at it than me, just slap the moisture meter on the boat and when it reads high in a few places and say, “the boat’s hull has water in it” and without any other testing walk away. Now I can tell you meeting and working with other surveyors there are two types of marine surveyors I see. One group that are true professionals and are intuitive surveyors and the other group of surveyors that treat the profession as a hustle. It is the second group in my opinion that give the rest in this profession a bad name. I use four methods to determine moisture in the hull; 1. Visual inspection, 2. Phenolic hammering of the hull (IE percussion testing), 3. Moisture meter testing, 4. Infrared thermal imaging. With the combination of these four methods you can make a pretty good determination of the hull and if there is or is not moisture trapped in the hull.

“Picture in picture” thermal imaging on trapped water near the chine on a fiberglass power boat

I however strongly suggest that any use of the thermal camera be done by a surveyor that has at least a level one thermography certification from a reputable training center. There is a science to it and the surveyor needs to distinguish between actual anomalies consistent with water versus reflective and temperature related anomalies. You can not just point and shoot the thermal imaging camera. Each image needs to be tuned properly for analysis. I have only recommended core sampling twice in all of the vessels I have surveyed. Both were to confirm the findings of core moisture / damage from two very stubborn insurance companies that argued there was no damage to the core after testing and thermal imaging. Both times they were wrong and the core showed moisture and damage.

“Picture in picture” thermal image of a fiberglass patch under the gel coat with residual trapped water around the patch

I do not think core sampling needs to be done on most boats with moisture / core issues. We are in the 21st century ladies and gentleman. We have all kinds of non-intrusive technology that out perform moisture meters alone and take all the suggestive work out of marine surveying (such as thermal imaging). I do not rely solely on thermal imaging, but it is just one of the tools I use out of the four methods to prove or disprove the presence of water or core damage in the hull. The main reason I believe that more surveyors are not using thermal imaging is for two reasons: 1. The older surveyors in my experience cling to their own methods and are unwilling to consider other testing methods, 2. Thermal imaging is expensive and the certification classes are not easy.

Trapped water under the fiberglass near the hull bottom (no blistering was seen yet)

Currently to date, I hold a level two thermography certification through ITC and own two thermal imaging cameras (the Flir i5 and the E50 cameras). My total investment in thermal imaging since I got into it about four years ago is approximately $15,000.00 between certification courses and the purchase of the cameras. I would not survey without them, but I would not solely rely on them either. However when I use all four methods I am about 99% – 100% confident of my findings on the condition of the hull.

Until I write again, be well and fair winds!

Very Sincerely, 

Capt. John Banister, SA
Suenos Azules Marine Surveying and Consulting4521 PGA Boulevard, Suite 461
Palm Beach Gardens, Florida 33418
Member SAMS®, ABYC®, IAMI®, and NFPA®
ABYC® Standards Accredited
USPAP® Certified Appraiser
ITC® Certified Level II Thermographer
USCG Licensed Master Captain
(561) 255-4139
www.SuenosAzules.com
www.MarineSurveyorFlorida.com

Marine Engine Diagnostics

What is Marine Engine Diagnostics? 

Marine engine diagnostics is the analysis of the engine's built in computer system (sometimes referred to as the engine's central processing unit - CPU, engine management module - EMM or the engine control unit - ECU). This is done by plugging a special processor into the ECU of the engine that connects to a small computer. The processeor communicates with the onboard ECU and tells the technician valuable information about the engine which includes: The engine's model number, the engine's serial number, actual engine hours, the engine's RPM history profile, the engine's running temperature profile, current and stored fault codes, and a data parameter summary. Engine diagnostics is essential to know and understand the engine's history, current issues, verify hours, and helps to understand the true overall condition of the engine. Computerized marine engine diagnostics saves hours of labor time (and money) on trouble shooting the engine and lets the technician know exactly what the problems are.

We offer this service and use the latest in marine engine diagnostic technology. It is a simple and easy service to perform. We can come to the vessel's location to perform the service. The vessel can be in or out of the water for this service to be performed. Better diagnostic analysis of the engine can be conducted if the engine can be started and ran with a proper cooling water source. 

Currently the engines that we can perform computerized diagnostics on are:

• Yamaha four stroke outboard engines
• Mercury / Mariner four stroke outboard engines
• Johnson and Evinrude four stroke FICHT and E-TEC engines
• MerCruiser four stroke inboard gasoline engines
• Yamaha personal watercraft engines

For a complete listing of manufacturers, years, and engine models we can perform computerized engine diagnostics on click here. 

A written report with the complete engine diagnostics information and results are included with the service and would be sent to you within 24 hours after the diagnostics is performed. The report can be sent to your email address on a PDF document. 

Feel free to contact us if you may need computer engine diagnostics for your marine engine. Special pricing is arranged based upon your needs, how many engines need diagnostic testing, and the model of the engine(s). 

Captain John Banister, SA
Suenos Azules Marine Surveying and Consulting
Palm Beach Gardens, Florida 
Member SAMS®, ABYC®, IAMI®, and NFPA®
ABYC® Standards Accredited 
USPAP® Certified Appraiser
ITC® Certified Level One Thermographer
(561) 255-4139
http://www.SuenosAzules.com 

Marine Surveys and Inspections for Remote Boat and Yacht Buyers

I wanted to write about a service that I provide that I do not think gets enough attention on the internet. The service is marine surveyors inspecting boats or yachts for remote buyers. I see there is a definite need and demand for this service. Many boat or yacht buyers or investors do not have the time or resources to travel across the country or world to inspect every boat they are interested in buying. They search for an impartial and qualified person to be their eyes and ears and to submit them a thorough report on these prospective vessels but often times run into surveyors or people acting in this capacity that they can not trust, or report scanty results and finding back to them. I have searched Google to see who offers this service in Florida and in the United States and found there is very little on the subject for potential buyers to research or find potential unbiased surveyors or technicians to conduct these type of inspections.

Pre-purchase marine survey report

I get many requests from all over the United States and overseas in such countries as Australia, New Zealand, England, Spain, Mexico, Costa Rica, Peru, and in other countries around the world. These requests come from potential boat and yacht buyers looking to purchase vessels in Florida and elsewhere in the United States based solely on the marine surveyor’s report.

What I do in my reporting that is unique from many other marine surveyors is all of my reports are extremely thorough. I check everything on board the vessel which includes the exterior and interior hull, all machinery, electrical systems, rigging, and documentation. I also will conduct a sea trial and if need be pull oil samples from the engines, generator, and reduction gears to have them analyzed for foreign substances to determine if the internal engines have been damaged. Thermal imaging is also a part of every pre-purchase survey I conduct and is included in the price of the survey. Compression checks can also be conducted on the engines if the client wishes to have this service done or if I recommend this service to the client based on the results of the inspection and sea trial.

Unseen fiberglass hull delamination discovered by thermal imaging

For those not familiar with thermal imaging, this is an amazing technology that I would not survey without. The thermal imaging camera senses thermal radiation (thermal radiation emits from all objects even in complete darkness; this is part of the light spectrum that can not be seen with the naked eye) and abnormal anomalies can be seen without disassembling the vessel or its components. I find things with the thermal imaging camera I never would have caught using conventional surveying methods. Many items on board a vessel can be inspected for problems such as hull delamination, engine problems, tank leaks, electrical shorts, and even monitor the output of refrigeration and air conditioning air temperatures.

Thermal Image of an air conditioning vent on board a vessel blowing out cold air while the unit was being tested

All of this information is compiled into a detailed report and sent to the potential buyer by email in typically 48 hours after the inspection. Most of my surveys are between 40 – 50 pages in length, separated by system or component , includes a colored findings and recommendations section, and a fair market valuation based on the vessel’s year, make, model, condition, and geographic location (which is significant in vessel valuations). I also offer video walk-throughs of the vessel which is not an actual pre-purchase marine survey but more of a walk-through inspection of the vessel to determine if the vessel is worthy of continued interest considering the price offered for the vessel. These walk-throughs are photographed and digital video is taken of the walk-through. The video is typically uploaded to You Tube or via a secured file sharing website and can be securely downloaded by the client once they type in the password for the file. A list of findings are sent with the photos and the link to the video. A valuation range is also included in the email so the buyer can decide if he or she wants to further pursue the purchase of the vessel. The cost for this service is typically half the price of an actual marine survey and I also offer a significant discount if the client decides to move forward with the complete survey. In essence, for remote yacht or boat buyers, I am acting as the eyes and ears for them. I am a completely independent and unbiased marine surveyor. I do not work for yacht brokers or boat sellers. Approximately 85% of all of my business comes from the internet so I do not need referrals from yacht brokers and I am completely honest with all of my clients.

Sample marine survey report of the hull inspection with thermal imaging

Years ago I was duped from a surveyor (before I became a marine surveyor) that was tight with the selling yacht broker on a vessel that I had purchased. The broker had refered him to me and I decided to hire the surveyor based on good faith from the broker’s referral. When I met the surveyor on the day of the survey the broker’s logo was on the surveyor’s business card when he gave it to me (this is when I should have ran). The surveyor only showed up with a phenolic hammer, a flathead screw driver, and a pair of pliers (not kidding, he did not even have a moisture meter with him). This surveyor was also a professionally affiliated surveyor with a nationally recognized marine surveyor organization. Long story short, he purposefully overlooked a leaking outdrive bellow (which I pointed out to him and he told me it was not a problem). The surveyor said I just had to replace the bellow once I bought the vessel. The outdrive ended up having emulsified gear oil (a mix of sea water and gear oil) inside the unit and the entire outdrive unit had to be rebuilt and all the bearings replaced less than two weeks after purchase (total bill for the outdrive was almost $3,500.00).

A sample marine survey report with findings based on infrared imaging

As a practicing surveyor today, I know now that he knew this was a significant finding but chose to overlook it to push the sale for the broker. When I called this surveyor back to complain and question him more, he told me that he was not responsible for any damage after the date of the survey and said would not take any responsibility for it and abruptly hung the phone up on me. I never forgot how I was done wrong by that surveyor. Now that I am a marine surveyor I go into these vessels always remembering what had been done to me by that surveyor and think of myself as the client. I promised myself that I would never do that to any client, whether it would kill the sale or not. A marine surveyor worried about the broker or sale is not serving the client’s interests and is not doing his or her job as a surveyor. We have to remain impartial and unbiased. We work for the client, or we are at least supposed to. I have seen many surveyors that have forgotten that in my travels. I suppose that is for another blog pertaining to ethics (which that blog content would be much larger than this blog entry).

Marine survey report condition and value summary page

If you are a remote buyer and can not inspect the vessel for yourself or do not have the time or money to travel to see a prospective vessel, please keep me in mind and know that I conduct this service (complete pre-purchase surveys or vessel walk-through inspection services) anywhere in Florida, the United States or the Caribbean for potential buyers here in the United States or around the world. I provide this service for some overseas yacht investors that will send me across the United States several times a year just because of the quality of my marine survey reports. One overseas client who was a yacht investor (who has used my services several times) once told me that he did not mind paying the extra travel fees because trust was everything with him and he was buying these yachts solely off of my marine survey reports based on my findings, recommendations, photographs, and videos. That was a very nice complement to receive and I felt good that I had earned that much trust and confidence from him.

I can provide references upon request. Sample marine survey reports are also posted on my website so you can see the quality of the type of report you would receive. You can view these sample marine survey reports by clicking here. My full list of experience, education, and qualifications are listed on my “Linked in” profile here.

Below is a sample video walk-through inspection of a Catalina sailboat I conducted for a previous client:



Feel free to contact me if you may have any questions about remote buyer marine surveys or inspections. I will be more than happy to answer any questions or discuss this service with you.

Until I write again, Fair winds!

Very Sincerely,

 
Capt. John Banister, AMS
Suenos Azules Marine Surveying and Consulting
4521 PGA Boulevard, Suite 461
Palm Beach Gardens, Florida 33418
Member SAMS®, ABYC®, IAMI®, and NFPA®
ABYC® Standards Accredited
USPAP® Certificate on Appraisal Standards
ITC® Certified Level II Thermographer
USCG Licensed Master Captain
(561) 255-4139
www.SuenosAzules.com

Thermal Imaging and the Benefits to Your Boat or Yacht

What is Thermal Imaging?
 

Thermal imaging (also sometimes referred to as thermography, infrared imaging or thermal scanning) is the means by which humans can see the infrared portion of the light spectrum. Every object gives off some amount of thermal radiation so thermal imaging is ideal for observing temperature anomalies that are abnormal in machinery, electrical equipment, and even in solids such as wood, fiberglass, aluminum, and steel. Thermal imaging does not require light to see thermal radiation (like you would see in night vision cameras which require some amount of light) so thermal cameras can see in absolute darkness. Thermal imaging is used widely in law enforcement, security, the military, air and sea navigation, surveillance, firefighting, private industry, medicine, and science.

   

  

The tool used for thermal imaging is the thermographic camera, which is similar in appearance and operation of a portable digital video camera. We prefer using the Flir® brand infrared cameras. How an infrared camera works is by sensing electromagnetic waves within the light spectrum wavelength between approximately 0.9 and 14 micrometers (visible light that can be seen by the human eye is between .4 – .75 micrometers).
 

A special lens on the infrared camera focuses the infrared light emitted by all of the objects in view.

The focused light is scanned by a phased array of infrared-detector elements. The detector elements create a very detailed temperature pattern called a thermogram. It only takes about one-thirtieth of a second for the detector array to obtain the temperature information to make the thermogram. This information is obtained from several thousand points in the field of view of the detector array. The thermogram created by the detector elements is translated into electric impulses. The impulses are sent to a signal-processing unit, a circuit board with a dedicated chip that translates the information from the elements into data for the display.
  

The signal-processing unit sends the information to the color display on the camera, where it appears as various colors depending on the intensity of the infrared emission. The combination of all the impulses from all of the elements creates the infrared image. These impulses will also record surface temperatures of the image taken. Infrared cameras can be adjusted for optimum imaging by manually setting the distance to the object, humidity, and air temperature before the image is taken.




   

Benefits of Thermal Imaging

  

There are numerous benefits to thermal imaging in many industires. In the marine industry there are many advantages to thermal imaging. Some of these advantages are:

  

1. No contact is needed. Keeps the user out of danger.

2. It is two-dimensional. Thermographic temperatures can be measured at one point or a hundred or more points on a single thermographic image.

3. It is real time. Allows fast scanning and recording of stationary targets. Objects can not escape their own radiation.

4. Thermal patterns can be seen. This helps significantly reduce the time and money spent on a technician or mechanic that would have to spend hours to disassemble and troubleshoot a component or go through miles of wiring on a boat or yacht to find the problem. The thermographic image can find the temperature anomaly quickly.

5. Enhances the marine survey report. If desired, thermal imaging can be included in the survey report on components such as engines, transmissions, tanks, electrical equipment, electronic devices, and hulls to look for heat anomalies that can determine if malfunctioning components, leaks, or delamination may exist within the vessel.

  

Thermography and How It Makes Your Vessel Safer

  

As you can see in the photos above, thermography can make your vessel (or prospective vessel you are planning to purchase) a safer investment. Thermography can sense heat that may prevent an electrical fire. Thermal imaging can detect leaking fuel or water from tanks that may prevent an explosion or water damage to the interior of the vessel. Thermal imaging can detect temperature anomalies in the engines or transmissions that can prevent much more costly engine or transmissions repairs later on. In the past I have found overheating electric motors stemming from branch breakers that would not stay on and temperature anomalies in several engines that would have lead to much more costly repairs had the thermal camera not been used to find them. Below are some other images I have captured on surveys that show other findings:

  

…………
Feel free to contact me about any questions you may have about thermal imaging or to discuss if you think it may be necessary for your boat, yacht or commercial vessel. I can incorporate thermal imaging into any kind of marine survey report and can adjust special pricing for this service based on your needs.
   

Captain John Banister, SA
Suenos Azules Marine Surveying and Consulting
Palm Beach Gardens, Florida
Member SAMS®, ABYC®, IAMI®, and NFPA®
ABYC® Standards Accredited
USPAP® Certified Appraiser
ITC® Certified Level One Thermographer
USCG Licensed Master Captain
(561) 255-4139
http://www.SuenosAzules.com

* “Infrared Training Center,” “ITC,” and “Flir” logos and designs are registered trademarks of Flir Systems Incorporated and are used on this website and in proprietary reporting with exclusive permission from Flir Systems Incorporated.

Florida’s Admissibility of Loss Conclusions in Marine Damage Claim Survey Reports

Hello. I wanted to write today about some legal opinions in Florida about the admissibility of loss conclusions by marine surveyors that survey vessel damage claims. This is meant to enlighten boat owners, other marine surveyors, and insurance claims handlers in what can happen in the courtroom or during any litigation in Florida when it comes to a damage claim on a boat or yacht.

In Florida, if not licensed in the state for a specific occupation (such as marine surveying) any loss conclusion that is written in a marine survey report can become inadmissible in court. This is because according to various case law and legal opinions, unless you hold a Florida Private Investigator’s License, a marine surveyor may not be legally qualified to write, analyze or comment about vessel accident reconstruction or loss conclusions.  Now remember I am not saying that marine surveyors are not qualified or able to realistically reverse engineer a vessel accident or write a conclusion about the cause of loss. This is about the games that are played in the courtroom and attorneys that find loopholes in the law and interpreting case law and legal opinions to get factual, well written damage marine survey reports deemed inadmissible. A good attorney will know how to manipulate and spin doctor the intent of the law.

As a former U.S. Coast Guard Boarding Officer and a former Police Officer in the State of Florida I have had a lot of exposure to criminal and civil litigation in both the State and Federal courts. I have attended countless depositions and court appearances. I have seen well meaning cases with well intended causes get thrown out or judgments go the other side simply because the petitioners or respondents were not prepared or knowledgable of the case law and legal opinions that would render their action or defense inadmissible. Understand that in the courtroom it has very little to do with right or wrong, or who realistically is at fault (in spite of how obvious the convincing evidence or exhibits may be).  It is nothing more than a game. The opposing side will use any available case law, legal opinion or even your own evidence against you in court. If the evidence or exhibits are damning for the opposing side and there is no way to argue them, then the common strategy by attorneys is to get the evidence or exhibits thrown out by deeming them inadmissible. There are some very common cases of this such as the infamous O.J. Simpson Murder Trial in California and the more recent Casey Anthony Murder Trial in Orange County, Florida. Both were won by discrediting otherwise qualified professionals and having evidence and exhibits ruled inadmissible.

Although damage claim litigation is much less severe and on the civil level, these principles and mindsets still apply by any half way decent attorney.  In a study by Harris Technical Services,  they wrote the following on the subject:

“Florida’s Secretary of State has issued the following opinions on the subject. In Legal Opinion 94-1:

Engineers regulated by Chapter 471 (Professional Engineer) do not have to also be licensed under Chapter 493 (Private Investigator) if the engineer is providing services or expert advice in the profession for which he is licensed, e.g., engineering.

This goes to the question of whether traffic accident reconstruction is an engineering discipline, a police science discipline, a combination of both or more. Traffic accident reconstruction necessarily involves factors outside the scope of engineering such as collision avoidance, tire mark interpretation and human factors.

According to Fred Speaker, an enforcement investigator with the Florida Department of State, Division of Licensing, an engineering license does not cover accident reconstruction. If a licensed engineer engages in the typical activities of accident reconstruction, skid testing, evidence collection, surveying accident sites, etc., then a private investigator’s license is required.

Michele Guy, Assistant General Counsel with the Florida Dept. of State, responded to a request for clarification from the author. In this letter, dated January 4, 2001, Ms. Guy states:

“Pursuant to your request and our conversations, I am writing to confirm that, as a general rule, traffic accident reconstructionists are not required to hold private investigator licenses. If, however, you intend to interview witnesses, perform surveillances, or provide any other routine private investigative services, you would be required to hold private investigator licenses.”

Legal Opinion 97-9 examines the issue of providing services outside the traditional bounds of the licensed activity:

The Florida statutes provide that any person who holds a professional license under the laws of this state, and when such person is providing services or expert advice in the profession or occupation in which that person is so licensed, is exempt from private investigator licensing requirements. Thus, a licensed accountant would be permitted to perform forensic accounting without a private investigator’s license. Not all investigative services can be performed under his accounting license. The investigative activity of surveillance, for example, is not an activity which accountants normally perform. Thus, if the accountant performed surveillance he would need a private investigator’s license.

Legal Opinion 97-5 addresses a safety consultant determining the cause of an accident:

A contract safety consultant, who’s primary function is safety training and workplace inspections, occasionally conducts an investigation when an employee has been injured on the job to determine the cause of the accident. In the Florida statutes, private investigation includes investigation for the purpose of obtaining information with reference to ‘the business of securing evidence to be used . . . in the trial of civil . . . cases and the preparation therefor.’ If the investigation is related to litigation, a private investigator’s license is required.

With this interpretation, the engineering licensee’s activities may be restricted to traditional engineering factors. Data collection, analysis or expert advice beyond the scope of engineering, as defined in the state law, would be unlicensed activity.

In 1980, George Firestone, Florida Secretary of State, issued a Declaratory Statement (DS 80-04) on the subject of private investigator licensing for scientific and technical investigations. The statement includes:

“The Department of State concurs that Kennard v. Rosenberg, [see footnote 9] is persuasive, and that when taken together with the previously cited Attorney General’s Opinion (1967 Op. Att’y. Gen. Fla., 067-1) and Florida Supreme Court Court case (Segal v. Simpson, 121 So. 2d 790 (Fla. 1960), demonstrates that the intent of the Legislature in writing Chapter 493 was not to require every person conducting technical and scientific investigations into the causes of physical phenomena or events to first obtain a private investigator’s license.”

You can see by these legal opinions how this can apply to a loss conclusion in a marine survey report. I know that every marine surveyor may not agree with me on this subject and I am sure many of the older surveyors may have been involved with dozens of court cases where the survey reports were not deemed inadmissible. However without a Florida Private Investigator’s License, reconstructing a vessel accident or stating a loss conclusion that may be deemed to be outside of the surveyors expertise may leave the Client and Marine Surveyor open to have the survey report (most likely the most important exhibit and proof of the cause of loss) thrown out during litigation. I have seen examples of this with my own eyes in the courtroom many times on cases I thought would otherwise be “slam dunks.”

As an active practicing marine surveyor, I hold a Florida Private Investigator’s License. I write every damage marine survey report in detail, with plenty of photographs put in to the report, along with any other written estimates, witness statement or drawn diagrams I can obtain to solidify my reports and support my loss conclusions. I write every survey report (whether it be a pre-purchase, insurance, valuation or damage claim survey report) with the mindset that someday the report may be displayed six feet high on an overhead projector in some courtroom and I am on the witness stand defending what I wrote. That is the reality of our modern world. Not only do I want to ensure everything I write will be admissible based on my credentials, but I can be convincing based upon the content of my report.

If you are a marine surveyor, I recommend you look into obtaining a private investigator’s license if this pertains to your state to in order to cover yourself on this angle. The expense and time involved is fairly cheap (less than $1000.00 in most cases).  My philosophy is simply “better to have it and not need it, than need it and not have it.” It only adds credibility to your marine surveying business. If I were a boat owner involved in a loss on my boat, I would specifically seek a marine surveyor that had the proper credentials, experience, and a private investigator’s license to insure that the findings from the survey would be admissible if the loss went into litigation.

As for the boat owners and insurance handlers reading this, this is something to think about and remember,  just in case.

Until I write again, be well and fair winds.

Very Sincerely,

Capt. John Banister
Suenos Azules Marine Surveying and Consulting
9910 Alternate A1A, Suite 702-214
Palm Beach Gardens, Florida 33410
(561) 255-4139
www.SuenosAzules.com

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Living Aboard a Sailboat

     Living aboard a boat is an adventure but at the same time consistent work to keep your boat properly maintained. There are things you will have to sacrifice and learn to live with out (creature comforts such as endless hot showers and staying indoors) but if you can adjust to these things, it is an exciting experience you will always remember, learn to love, and always want to be a part of. 

Making the plan to live aboard

     If you plan to live aboard or at least spend a significant amount of time aboard a boat, you need to think about three things: What your intended use will be for the vessel, how much you expect to travel with the vessel, and how much money you are willing to invest in your boat. As for me, I was not rich, I had a moderate income, and my intention was to live aboard full time with my significant other and our son. This was a dream we both shared and based on circumstances in our lives we decided a few years ago it was the right time to do it.

     There is alot of pre-purchase planning when making arrangements to move aboard a boat. My first advice is that if you are a new to the boating world get as much education as possible about your new lifestyle. Do not go into it blinded. Figure out your finances, estimate how much you have to budget for boat expenses every month, and save a monthly amount for unexpected expenses (and yes it does happen without warning). Learn the basics in marine navigation (also known as "the rules of the road"), boat terminology, basic boat handling, care and maintenance of your boat, and read everything you can about the vessel you intend to buy (owner's manuals, online boat forums, etc.). If you are truly planning to live aboard full time, part with things you can not take with you, or have a family member you trust watch over the things you absolutely want to hold onto. Anything you own that costs you unnecessary expenses (such as an RV, a 70 inch flat screen television your still making payments on, etc.), part with it before you move aboard. You will not need it. Keep it simple.

Choosing the right vessel for your adventure 

      Keeping the three things in mind I said earlier (intended use, travel plans, and monthly income available), We had set out on our search. I was fortunate enough to have a pretty good background in sailing and boating in the past (I was an experienced sailor who had worked aboard a sailing catamaran in Key West, Florida when I was very young, an experienced surfer, and had spent eight years in the U.S. Coast Guard as a qualifed Coxswain and Federal Boarding Officer), so it was a big advantage based on my previous training and experience. We knew we wanted something that was safe, designed to take us anywhere we wanted to go in the Caribbean or beyond, easy to sail, comfortable, and not too cramped for the three of us. From there I knew a few core things that I wanted based on my own sailing experience: A sailing catamaran (for added safety and better sailing stability for my family), something that was a used vessel (for added vessel size for our budget), liveaboard or near liveaboard ready, something well taken care of by the previous owner, a sailboat designed to handle offshore sailing, and something within the range of $200,000.00 or less to purchase.    

     After a few weeks of researching specifications of dozens of sailing catamarans, we decided the best fit for us was a 34' Gemini 105Mc catamaran which was built by Tony Smith from Performance Cruising in Annapolis, Maryland. We chose this catamaran for a number of reasons; A. The vessel's hulls and bridge deck were made from a one piece solid mold (so she was a rugged boat and could take on rougher seas if need be), B. We liked the idea of the liftable Sonic drive leg which raised out of the water and connected to an inboard 27 horsepower Westerbeke diesel engine seated in an aft compartment in the cockpit (which eliminated worries of galvanic corrosion at foriegn marinas and packing gland leaks from thru-hull shafts that could go bad), C. She had catamaran qualities underway but only had a 14 foot beam so we could put her in any marina slip, D. She was equipped with retractable centerboards which raised up into the hull and gave her a draft of only 18 inches, E. Her sails could be easily handled from the cockpit which was spacious and had a fiberglass overhead that would never let you get wet while sailing, F. Her interior accomodation spaces for her size were well laid out (with 6'1" headroom, three sleeping berths, a full main salon, galley, several overhead hatches, nice head and shower layout, and plenty of locker space.

     So we began our search for the right Gemini 105Mc. We knew we wanted the most recent version of the 105Mc (1999 or newer), and we knew we were looking for a better than average deal. We searched both broker listings and private vessels all over the United States until we found the right vessel. We looked at dozens of Gemini 105Mc's. Some we literally walked on and walked right back off within two minutes. The ones that come to mind was a Gemini that had two labroador retrieivers living aboard and the entire boat smelled like wet dog, not to mention an over abundant amount of dog hair everywhere, and claw sracthes on the cabin door and teak wood interiors. Another Gemini we looked at had so many "home projects" on it (wire nuts and electric tape joining the electric wires, wire ties supporting gear hanging off of the lifelines, non marine garden type solar panels backed with bare plywood hanging from one of the aft rails, and the clutter of gear all over the interior spaces of the vessel) that I knew the vessel was going to be full of expensive "gremlins" that would in the long run more inhibit the vessel rather than aid the vessel in long trips or crossings.

      The right vessel finally came along when a very nice and honest broker we were working with gave us the heads up on an elderly couple that was privately selling their Gemini 105Mc on the west coast of Florida. He gave us their number and we called them. A few days later we drove out to see the vessel. The vessel was amazing. She was a 2001 Gemini 105Mc. She was kept on a custom made lift in their backyard so she spent very little time in the water. Her engine hour gauge was just past 411 hours. Her amenities were almost untouched, and the faint smell of the newness of her was still there. She had alot of extras ideal for living aboard her. Some of these amenities were: A built in 16,000 BTU Mermaid air conditioning system with digital controls, pressuriezed hot and cold water with an auxillary Whaler foot pump, a 120 volt electric / propane Dometic refigerator / freezer unit, stainless steel dinghy davits, bristol condition halyards and sheets, and a secondary jib rig forward of the main jib for a 420 square foot schreecher sail for low wind sailing. After about fifteen minutes of being aboard her, my girlfriend and I knew we wanted to have this Gemini.

To finish reading the complete article go to:

http://www.suenosazules.com/Living_Aboard.html

Sincerely,

Captain John Banister
Suenos Azules Marine Surveying and Consulting
Palm Beach Gardens, Florida