2020 Jeanneau Sun Odyssey 389, Alameda, CA 94501

Physically identify the installed deep keel and measure maximum loaded draft from waterline to keel bottom during haul-out; is it no more than 1.98m/6.5ft?

This boat sits exactly on the hard draft gate, and a deeper real-world measurement is a walk-away condition rather than a repair.

Provide HIN, title/USCG documentation, lien status, current registration, tax records and confirmation that all listed equipment transfers with the sale.

Identity, clear title and inclusions gate the entire purchase value and prevent paying for equipment that is later excluded.

Has this hull ever grounded, struck an object, flooded, suffered collision/lightning damage, made an insurance claim, or had structural repairs? Provide all prior surveys, repair invoices and claim records.

The answer directs the survey and can expose keel-grid, rudder, laminate or electrical damage large enough to reject the boat.

During haul-out, inspect keel casting, keel-to-hull joint, fasteners and internal structural grid for impact, movement, cracking, corrosion, fairing repairs or debonding.

Deep cast-iron keel damage or grid repair can be a major structural and insurability issue even when owner history is clean.

Map hull and deck moisture and percussion-test around chainplates, stanchions, cleats, hatches, long acrylic windows, mast step, windlass and swim-platform structure; inspect lifeline wires, terminals, gates and stanchion bases.

The deck is balsa-cored; localized water ingress can turn a small rebedding job into substantial core and laminate work.

Provide the complete 3YM30AE log and invoices, then perform a true cold start, fluid analysis, blow-by check, loaded RPM/temperature test, exhaust-elbow inspection and cooling-system assessment.

835 hours is not intrinsically concerning, but missing maintenance or inability to reach rated load can reveal costly engine work before a remote crossing.

Inspect all wire, terminals, turnbuckles, chainplates, backing, mast step, compression structure, spreaders and tangs aloft; identify any replaced components and remaining offshore life in writing.

No rig invoice or inspection is supplied, and a failed finding changes both price and departure-critical refit scope.

Have a sailmaker identify maker/date/area and assess cloth strength, seams, UV damage and shape for the in-mast main, furling jib, working jib, storm jib and trysail.

A complete but tired inventory can conceal a five-figure replacement need and directly affects passage speed and heavy-weather options.

Inspect rudder blade moisture and cracking, stainless stock, bearings, stops, quadrant attachment and any grounding/impact evidence; measure play under load.

The single spade rudder is mission-critical and internal damage or bearing work can require haul-out and structural access.

Map every through-hull and seacock; identify material and age, operate each valve, and inspect hoses, clamps, bonding and accessibility for emergency closure.

The listing provides no through-hull evidence, and multiple failed or inaccessible fittings can create departure-blocking below-waterline work.

During haul and loaded trial, check SD25 oil for water/metal, lower-unit seals and corrosion, anode history, leak alarm, mounts/alignment and the new propeller's make, pitch, invoice and compatibility.

Lower-unit or installation defects are distinct from diaphragm age and can produce a separate multi-thousand-dollar repair.

Is any solar, inverter, MPPT or DC-DC equipment installed but omitted from the listing? Photograph all model plates and provide a one-line charging/distribution diagram.

The description says the electronics package is not limited to the listed items; undisclosed installed capacity could materially reduce central catalogue cost.

Is any dinghy, outboard, lifting tackle, chocks or stern-pulpit outboard bracket included but omitted from the listing? Provide models, materials, ages and photos.

Included serviceable tender equipment could zero several central catalogue lines; silence cannot be treated as absence.

Provide the SD25 serial, installation date and every invoice for diaphragm/clamp ring, gear oil, seals, anodes, leak sensor and propeller work; which maintenance interval does Yanmar assign to this serial?

If the diaphragm is original, a scheduled replacement may fall before the 2028 departure; manual revisions show conflicting intervals.

Hose-test every hatch, port, long acrylic window, companionway door and cockpit opening; inspect crazing, seals, drains and adjacent joinery/core.

Small leaks can damage the balsa-cored deck or interior and are much cheaper to resolve before tropical exposure.

What are the brand, model, Ah rating, invoice date and test results for each new AGM house/start battery, and what charger settings, fusing, busbars and monitor are actually installed?

New batteries are positive value, but unknown capacity and protection determine whether they can be retained during the planned lithium conversion and whether existing labour has reusable value.

Is any watermaker installed but omitted from the listing, and are there unused through-hulls, electrical circuits or plumbing from a prior unit?

An existing system or reusable installation could materially reduce the generic watermaker and installation budget.

Photograph the p70s, EV-1/heading sensor, ACU-400 plate and serial, rudder-reference sensor and mechanical drive model; show drive geometry, independent tiller arm, breaker/cable sizing and a sustained loaded sea-trial test.

The expensive installation already exists, but exact drive adequacy and the possibility of a listed 2022 ACU recall serial remain unresolved.

Identify the windlass make/model/gypsy and breaker, chain grade and exact measured length, rope splice condition, Delta and spare-anchor weights, and demonstrate repeated loaded retrieval.

The installed 150ft chain and windlass have real credit only if chain, gypsy, wiring and anchors are compatible and serviceable.

Pressure-test and taste/test both fresh-water tanks, confirm the listed 53+34gal usable capacity, inspect tank access/hoses, and test holding tank, water heater, pumps and cockpit shower for leaks.

The attractive 87gal capacity only counts if both tanks are connected, clean, structurally sound and usable without hidden leaks.

Provide the 2024 bottom-work invoice showing preparation, paint brand/product, coats, barrier work, anodes and any blister or fairing findings; what diver-cleaning history followed?

The exact coating system and current condition determine whether a routine renewal is due before 2028 or the current bottom can remain in service.

Service and function-test the in-mast furler under sail; inspect foil, bearings, mandrel, outhaul, halyard geometry, boom/gooseneck and manual emergency operation.

A furling fault can disable the mainsail or prevent reefing and is distinct from sail-cloth condition.

Load-test the factory 125A alternator hot and identify its regulator, charge distributor, cable/fuse ratings and exact path to the house bank; can it safely remain when lithium and DC-DC equipment are added?

The installed alternator may fully satisfy the hardware function, but only if sustained output and the protected charging architecture are compatible with the planned bank.

Photograph the radar model plate and demonstrate transmit, targets, MARPA/guard zones and overlay; is it Quantum 2 Doppler, Quantum non-Doppler or another unit?

Only an identified solid-state Doppler unit fully satisfies the central radar target; model identity changes the remaining catalogue cost.

Demonstrate hoisting, reefing and recovery of the storm jib and trysail, and identify dedicated attachment points, sheets and sizes relative to the sail plan.

Listed storm sails have little safety value if they cannot be bent on and used by two people in deteriorating conditions.

Provide liferaft make, model, manufacture date, offshore standard, last certificate, next service due and a service-agent opinion on economic recertification.

The raft may satisfy the voyage after service, or it may be uneconomic and leave the generic replacement line standing; both must not be charged.

Map the SeaTalkng/NMEA2000 backbone, power injection, terminators, spurs and network bridges; inspect connectors for corrosion and confirm all devices remain stable together under load.

The installed network has reusable value, but topology or voltage faults can make several credited systems intermittently unreliable offshore.

Confirm the factory emergency tiller is physically aboard and demonstrate installation and steering clearance with the swim platform and autopilot drive in place.

Model-level standard equipment may have been lost, and a tiller that cannot be fitted under realistic conditions is not a usable backup.

Identify the EPIRB make/model, HEX ID, registration, battery expiry, hydrostatic-release expiry and self-test result.

Physical existence alone does not establish offshore readiness or whether the central EPIRB line can be fully credited.

Can a person already in the water deploy and climb either the swim-platform ladder or stern emergency ladder without assistance?

The catalogue requires self-deployable MOB reboarding; a ladder accessible only from the cockpit does not satisfy that function.