2008 Beneteau Oceanis 37 "MALUHIA", Sausalito, CA 94965 (Clipper Yacht Harbor)

Complete the remaining maintenance file: standing-rigging history, any mainsail replacement after the documented 2013 sail, the 2020 engine-panel installation reading, payment/closure proof for the photographed yard invoices, and proof that the 2020 survey defects were closed.

The new inventory supplies bottom, shaft-seal and raw-water records, so those should not be requested again. These remaining records can remove the rig, mainsail, engine-hour and unresolved-repair exposures without another assumption.

Will you permit a full moisture-meter survey of the entire deck with the boat hauled - coachroof, side decks, every stanchion base, every winch and cleat and every hatch frame - and accept re-negotiation or walk-away if wet core is found?

The deck is confirmed balsa-cored, eighteen years old, with no fitting ever recorded as rebedded. This is the largest single financial unknown on the boat and an out-of-water survey settles it outright.

Has the boat ever been grounded, and when were the keel bolts last inspected or torqued? Is there any staining, weeping or gelcoat cracking at the keel-hull joint?

Externally-fastened stainless keel bolts in a wet pocket are the classic crevice-corrosion geometry, and a keel drop with the rig out is a five-figure job that should be done in the same crane visit as the re-rig if at all.

Photograph the Lecomble & Schmitt hydraulic pump and ram labels and the Raymarine course computer, heading sensor and rudder-reference sensor. What are the drive model/thrust and service history, and will it steer downwind in a fresh breeze for at least an hour on sea trial?

The survey proves a proper hydraulic drive exists, but capacity and present reliability decide whether it can replace the EV-200 catalogue system on this 14,359lb boat rather than merely operate in flat Bay water.

Will an underwriter quote a San Francisco to Brisbane passage on this specific hull with a two-person crew, and what conditions do they attach - rigging documentation, AVS or stability data, liferaft specification, storm canvas, minimum crew experience?

On the confirmed shoal-keel hull with CSF 2.11 and no published stability data, the insurer's conditions may become the real refit scope and may require the re-rig regardless of a visual inspection. Worth knowing before an offer.

Is the standing rigging original 2008 wire, or has any of it been replaced? If work was done, by whom and when, and was it wire only or did it include chainplates, tangs, toggles and turnbuckles? Was the mast ever unstepped?

The largest boat-attributed line in the file and the one with the least evidence behind it - the listing is simply silent. One invoice either removes $11,000 or converts an inference into a fact.

Photograph MALUHIA's builder plate to confirm the generic inventory page's EC Category A rating, and obtain this model's AVS and STIX from Beneteau using the HIN, the RYA stability list or an IRC certificate through the RORC Rating Office.

Category A for eight persons is now supported at model level, but ultimate-stability values remain unknown and hull-level confirmation matters to both the offshore verdict and possible underwriting conditions.

For the documented February 2026 raw-water refit, why was the work undertaken, how many thru-hulls were replaced, were the backordered bonnet assembly and drain plug later installed, and was a sustained-load temperature test completed afterward?

The invoice now proves the main intake/valve/strainer scope. These remaining details decide whether it closed a cooling problem and which other fittings still require attention.

The March 2020 survey says 900 hours reported and the meter inoperative. When the panel was replaced later in 2020, what reading did the new meter start at, and is today's 1,200 figure cumulative or 1,200 additional hours? Provide logs and invoices.

The true total could plausibly be about 1,200 or above 2,000. That affects valuation and service planning even if compression and oil analysis are good.

At the haulout: is there measurable play at the rudder stock when the blade is levered, does the blade sound solid when tapped along its lower third, and have the bearings ever been inspected or replaced?

An unsupported spade rudder with no skeg and no recorded work in eighteen years - the bearings and stock are the entire safety case, and a wet blade found in the Marquesas ends the voyage rather than costing money. Both tests are free with the boat already out.

How do the shrouds land - hull-mounted chainplates or an inboard structural grid - and can the plates be inspected without removing joinery? Will you make dye-penetrant testing of at least two chainplates part of the re-rig quote?

I could not establish the chainplate arrangement from any source. Crevice corrosion happens where nobody can see it, the marginal cost of testing with the mast already out is small, and the cost of finding out mid-Pacific is a dismasting.

The survey documents the North 3DL main as fitted in 2013. Was it replaced after March 2020? If not, will a sailmaker inspect the laminate, stitching, luff tape and furling shape and state in writing whether it is suitable through the 2028 crossing?

Without an intervening invoice or favorable specialist inspection, the now-documented fifteen-year departure age makes replacement the prudent budget case.

Provide battery manufacture/installation dates and a capacity/load test; document main fuse and cable sizes, MC-614 programming and alternator temperature sensing; and prove the failed head GFCI was repaired. What sustained output does the 200W solar array deliver in clear sun?

The survey confirms a strong 120V system but conflicts with the listing on several capacities. Current photographs decide the real catalogue credits and whether lithium conversion needs equipment replacement or mainly reconfiguration/protection.

Function-test the Raymarine AIS650's transmit/receive and update or cancel MMSI 338146981 at sale. Photograph the current plotters, VHF and radar labels; resolve whether the surveyed e-Series/a-Series and Icom M422 were replaced, whether CommandMic audio was repaired, and whether radar is magnetron or solid-state.

AIS transmission is established, but the documents conflict on the current navigation hardware and the survey recorded a VHF defect. Exact models decide support, power draw and catalogue credits.

What make and model is the in-mast furler, and will you accept a sea trial that includes reefing and unreefing the main repeatedly, downwind, in fresh breeze on both tacks?

Downwind reefing is the documented weak point of in-mast systems and is the manoeuvre this voyage consists of. Test it in the Bay for nothing, rather than finding out off Cabo San Lucas - and the furler make decides parts availability on the route.

Hull #16 is early in the production run and USCG records now establish Marion, South Carolina construction. Were there any Marion-line yard rework programmes, service bulletins or early-hull revisions for this model?

Early hulls carry teething problems later ones do not, and the build location decides the shore-power standard, the gypsy thread and possibly the hatch supplier - three separate unknowns settled by one builder's plate.

On the current sea trial, does the engine now reach its proper loaded WOT range rather than the 3,100rpm recorded in 2020, what temperature settles after twenty minutes at cruise, is there smoke, and what is measured fuel burn?

Serial E10599 retires the early heat-exchanger defect, but the historical 3,100rpm WOT could reflect Max-Prop over-pitching or load restriction. Current RPM, temperature and burn test engine, prop setup and range together.

Is there a trysail, a trysail track, or any storm canvas aboard? What is the gennaker's age and condition, and does the Selden bowsprit have a working tack line and furler for it?

With an in-mast main, a trysail on its own track is the only reliable answer to a jammed furler at sea. This re-audit moved that from costs to risks at 0.5 - and if you fit one, fit the track while the mast is already down for the re-rig.

Does the boat leak anywhere in heavy Bay Area winter rain? Have any hatches or ports ever been rebedded? What make and series are the hatches?

No leak is reported, which is why hatch work sits in risks rather than costs in this re-audit. The answer both retires that risk and sharpens the deck-core estimate, since leaking frames are how a balsa core gets wet.

The 2020 survey confirms a teal Sunbrella dodger, bimini and pedestal cover. When were they made, and can you send current close-ups of stitching, windows, attachment points and the bimini structure carrying the solar panels?

Existence is settled; remaining life and whether the structure can accept the planned larger solar array determine a possible $1.5k-$5.5k canvas/integration exposure.

Identify the exact Quick windlass model and ask Quick for a compatible 5/16-inch G4 gypsy. Will the single bow roller and locker self-launch, retrieve and stow a 25kg Rocna plus 300ft of chain, and is any second anchor now aboard?

The survey proves the present 3/8-inch gypsy, 35lb CQR and 80ft chain do not match the catalogue target. The answer determines whether this is a gypsy conversion or a windlass/roller redesign.

Reconcile the February 2026 raw-water invoice to an exact fitting count. At haulout, exercise every remaining bronze/Marelon valve, inspect hoses and clamps, confirm closure of the 2020 corroded head sink-drain tee, and closely inspect the verdigris at the electric-bilge-pump outlet valve.

The configuration and 2020 condition are known; this now tests six years of aging and closes the one specifically reported corrosion defect rather than assuming wholesale replacement.

Does the surveyed Vitrifrigo C130L still hold refrigerator and freezer temperatures, what is its measured 24-hour amp-hour draw, and has compressor or insulation work been done since 2020?

The unit and good 2020 operation are established. Current draw and pull-down performance determine whether this is merely an energy-budget input or a real tropical refit item.

The factory emergency tiller was aboard in 2020. Physically fit and steer with it now, including with the cockpit table/helm arrangement as carried; check wheel backlash, cable condition, sheaves, quadrant attachment and service dates.

Existence is settled, but an emergency tiller that cannot be installed under the real cockpit setup is useless, and the six-year-old steering inspection does not prove current cable or bearing condition.

Confirm the January 2024 BENETEAU invoice belongs to MALUHIA and identify what 'R&R packing box' and 'shaft seal' meant. When was the Max-Prop last stripped/greased, and what are current cutless-bearing play and shaft alignment?

The 2025 haulout was an obvious opportunity to have done all of it. If it was, this line drops out of the budget entirely - which is why its probability was reduced to 0.6 in this re-audit rather than left at replacement-as-baseline.

Photograph every berth. Which two would work as sea berths on a twenty-day passage, and is there anywhere to fit lee cloths with through-bolted padeyes?

The two-cabin layout is a genuine advantage, but two doubles and a saloon settee is a marina arrangement. Where the off-watch sleeps drives crew fatigue, which is the actual causal chain to bad decisions - and no refit budget fixes it cheaply.

Where will the boat be berthed and registered during the fifteen-month refit? Sausalito's combined rate is 9.25 percent - confirm the applicable district rate with CDTFA against the marina you actually intend to use.

California use tax on a private-party vessel purchase is assessed on where the vessel is principally berthed and registered, and on an $89,900 boat the spread between Bay Area district rates is worth well over a thousand dollars for a decision you control entirely.

Treat capacity as 34 gallons. Does the polyethylene tank have an inspection port, how old is the diesel, when was it last polished, when was the photographed Racor 500FG element changed, and are the A1 hoses and shutoff clean and current?

Capacity, tank material and filtration are now known; contamination and service condition determine the narrowed $300-$2.5k work range and measured burn determines jerry-can planning.