pre-purchase survey report

September 30th 20xx Report Author : Andy Webb

AW Yacht & Small Craft Surveying 16 St Georges Ave Dovecourt Essex CO12 3RR Tel: 07941940459 Email : [email protected]

[PRE-PURCHASE SURVEY REPORT

The following report has been commissioned by Mr XXX XXXXX. No liability is extended to any other person.

Yacht “XXXXXX”

Westerly Oceanquest 35

mailto:[email protected]

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Contents Page Page

A.General Notes

Scope

Survey & Reporting Process

Limitations

Survey Weather Conditions

B. Vessel Data

Dimensions, specifications & Identification

C. Hull Moulding

Hull Above Waterline

Hull below Waterline

Skin Fittings & Seacocks

Cathodic Protection

D. Deck Moulding

Side decks

Coachroof

Cockpit

Deck Apertures & Casements

Hull to Deck Joint

Rigging Attachment Points

E. Internal Structure

Internal bulkheads

Keel Root Support

Structural stiffening

Hull liners & Internal mouldings

F. Hull Appendages

Bilge Keels

Hull to keel joints

Steering system

G. Deck Hardware

Stanchions/Pulpits

Anchoring/Mooring

Winching/Cleating

Davits/Boarding Ladders

2

3

4

7

10

12

13

Other Deck Hardware

H. Rig

Spars & Fittings

Running Rigging

Standing Rigging

Sails & Canvas Work

I. Propulsion

Engine & Installation

Stern Gear

Controls & Indicators

Exhaust System

Fuel System

Running & Service Checks

J. Onboard Systems &

Accommodation

Gas Installation

Fresh Water Tanks & Delivery

Heads

Electrical Installation

Electronic & Navigation Equipment

Heating & Refrigeration

Upholstery

K. Safety

Firefighting Equipment

Lifesaving & Emergency Equipment

Bilge Pump Arrangements

L. Additional Equipment

M. Report Summary

Recommendations

Appendices

Moisture Meter Reading

Useful Points Of Reference

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A. General Notes

The following survey was carried out ashore at XXX Marina Yacht Brokerage on the xxth September

20xx for Mr XXXX XXXXXX, XX XXXXX XXXXXX, XXXXXXXXX, XXXXXX. The vessel was seen resting

on a yard cradle with four supporting arms and railway sleepers placed under the keels. The mast

was stepped. Access was arranged through the brokerage office.

A.1 Scope

The purpose of this survey was to carry out a pre-purchase assessment of the vessel’s hull,

appendages, skin fittings, superstructure, safety equipment, services, rig, deck hardware and

engine installation. Consideration is given to the vessel’s age, original design specification and

acceptable fare wear and tear. This survey is an indication of the vessel’s current condition as at the

time of inspection and is compiled to assist with the purchasing process of a potential owner. This

report should in no way be interpreted as a warranty of future condition or operation. Testing the

mechanical condition of the engine, the safety and functionality of the gas and electrical systems do

not form a part of this survey process.

A.2 Survey & Reporting Process

The vessel’s structure and associated equipment underwent a number of non- destructive tests in

order to detect defects coupled with visual inspection. Any such defects are detailed within the

appropriate area of this report and categorised into two levels of significance. The first level of

defects reported are of a higher significance and /or require rectification prior to the launch and

continued usage of vessel, or have an impact on the safety of the crew or the insurability of the

vessel. These items will be notated in “bold point size 13”.

The second level of defects noted are of a lower level of significance which can be considered as

requiring attention post purchase and include preventative measures and advisory notes. These

recommendations should be carried as part of the new owner’s maintenance and enhancement

programme for the vessel. These items will be notated in “bold Point size 11”.

In both cases, both levels of defects are listed separately in the final Report Summary (section M)

for ease of reference. Within the categories the defects are not listed in any form of priority.

A.3 Limitations

Where parts of the vessel or associated equipment are covered, encapsulated, unexposed, or

inaccessible they could not be examined or tested and it is not possible for me to state that these

areas are defect free or likely to remain so in the future.

Access to the external hull area below the waterline was partly hindered by the four yard cradle

supporting arm pads. The vessel was sitting on her bilge keels, areas at the point of contact with the

yard cradle base could not be inspected.

Permission to scrape antifouling from the hull, skin fittings and hull appendages for visual

inspection of underlying surfaces and obtain efficient moisture readings was denied by the owner.

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A rig inspection was only possible from head height down to deck level. It was not possible to run

up the main engine or the tender outboard engine, this inspection being carried out ashore.

A.4 Survey Weather Conditions

Mainly sunny, light south westerly breeze. At the time moisture readings were taken (10.45 hrs), air

temperature 19 C, humidity 63%, dew point 8.9 C, surface temperature (shaded hull) 19 C.

Conditions considered acceptable for obtaining moisture reading data.

B. Vessel Data

The Westerly Oceanquest 35 was manufactured in the UK by the Westerly Group Ltd . This design

was developed as part of a range of sailing models offering extended cruising capabilities. Designer

Ed Dubois produced a high volume hull with a characteristic wide beam to provide greater storage

capacity and crew comfort with practical deck layout features for ease of sail handling. The

Oceanquest range incorporated optional keel configurations and deck layouts, “XXXXXX XXXX”

has a centre cockpit with bilge keels and mast head rig and is constructed using GRP/FRP materials.

According to the XXX XXXX yacht brokerage team, “XXXXXX XXXX” has had the same owner from

new and she has predominantly been cruised in the Southern North Sea area.

B.1 Dimensions, Specifications & Identification

The following dimensions were taken from the original manufacturer’s sales brochure, brokerage

specifications and Westerly Owners Association website and have not been verified. Registration

and construction documentation were not sited during the survey.

Length Overall (LOA) : 34 ‘ 7” (10.54 m)

Beam : 12’ 3” (3.74 m)

Draft : 3’ 11” (1.19 m)

Displacement : 14080 lbs / 6387 Kgs

Ballast : 6499 lbs/2954 kgs

Year of Construction : 1997

Registration : SSRXXXXXX

Mechanical Propulsion : Volvo Penta 2030, 30 hp (22 kW) inboard diesel with shaft drive

(serial no XXXXXXXX)

Yard Hull Number : FTXXX

Fuel Capacity : 1 x 30 Gallon (136 litres) tank (Diesel)

Water Capacity : 1 x 60 Gallon (272 litres) tank

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C. Hull Moulding

The Westerly Oceanquest hull layup begins with two layers of Isophthalic polyester gelcoat over

laminated with of FRP (fibre reinforced plastic) chopped strand matt, unidirectional and woven

roving cloth consolidated with Isopthalic polyester resin forming a single monolithic laminate.

Hull rigidity is obtained through longitudinal ‘top hat’ stringers, transverse ‘top hat’ stiffeners with

an extensive layout of floor pan stiffeners throughout the bilge area of the hull. Data supplied by

Westerly Yachts. Internally the hull laminate surfaces are coated with ‘Flowcoat’ gelcoat.

C.1 Hull above waterline

The surfaces of the topsides were visually inspected, acoustically tested by gently tapping with a

light 4oz hammer followed by moisture meter testing.

The visual inspection confirmed the hull surface is the original gelcoat finish which has recently

received a machine buff/polish restoring a high gloss finish. Minor gelcoat repairs to a reasonable

standard have been carried out. There are some gauges to the gelcoat surface at the bow in the

lower third of the stem, one is deep enough to expose the underlying laminate. Whilst the vessel is

ashore, repairs should be carried out by coarsely abrading the gelcoat surface to remove

fractured material and apply a white gelcoat filler to prevent future ingress of moisture.

On the sugar scoop transom, there are three areas of gelcoat crazing, the first is to starboard of the

back stay attachment plate (10 cms long), the inboard leg of the starboard pushpit (30cms long) and

an area on the port side of the scoop (60 cms long). These defects are considered to be cosmetic

and would benefit from fuller attention in the future as part of the ongoing maintenance of the

vessel. To improve appearance cosmetically an application of an oxalic or phosphoric acid

based gelcoat cleaner followed by a thick coating of marine grade wax will help seal the

gelcoat.

Acoustic sounding returns of the topsides, transom, previous repair areas and areas of crazing

where satisfactory and did not reveal any areas of delamination, gelcoat voids or interlaminate

voids.

The moisture test was carried out using a “Sovereign Quantum Marine” moisture meter at 1 metre

intervals above the waterline, at the areas of crazing and previous repairs. These readings were

between 16-18 shallow and 13-17 deep which are normal. Refer to “Appendices” for further

description of use of moisture meters and descriptive table of results for ‘shallow’ readings.

C.2 Hull Below Waterline

The below waterline inspection process uses the same methods as above the waterline.

A broader visual inspection revealed no areas of hull distortion. The four hull supporting pads were

firmly braced and could not be removed to allow inspection of the area behind. The hull has been

coated with many layers of paint coatings, most recently upon lifting out with a black antifouling.

This final layer is poorly adhered in places, particularly between the bilge keels where it is beginning

to flake.

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Acoustic sounding was limited in intensity due to the Broker’s request not to remove the

antifouling. The poor adhesion of the outer coating required a more gentle approach which is less

reliable at higher stress areas such as bilge keel attachment points.

Returns from the moisture meter readings ranged from 17-70 on shallow and 21-50 on deep. The

readings were erratic across the hull surface and under a normal testing procedure (antifouling

scraped) they would suggest there is sufficient moisture within the hull skin for osmotic activity to

be present. These readings could be distorted by undetected epoxy coatings and multiple layers of

paint build up.

Refer to “Appendices” for further description of use of moisture meters and an interpretation table

of results for ‘shallow’ readings.

A detailed visual inspection of the underlying hull surface is also essential to detect potential

osmotic activity and hull damage, this was not possible due to the limitation of no scraping.

Prior to committing to a purchase completion, permission should be sort to

allow the disturbance or removal of antifouling coatings so that more effective

report of acoustic, visual and moisture testing can be commissioned.

It was not possible to take any accurate readings from the inside the hull below waterline area due

to limited access and excessive moisture in the bilges. The bilges require bailing and cleaning.

Prior to launching all flaking antifouling should be removed and replaced with

fresh antifouling. There are specific antifouling products for variety of vessel applications.

Advice from your local chandler should be sought.

C.3 Skin Fittings & Seacocks

A visual inspection of the vessel’s exterior confirmed a total of fourteen skin fittings, four above the

waterline and ten below, this excludes the anchor locker drainage and cockpit coaming skin fittings.

Each fitting with its associated components was tested by some or all of the following methods

both inside and outside the hull as appropriate. Visual inspection, light hammer sounding, actual

operation to assess free movement, assessment of hoses and attachment clips for security, manual

application of pressure to the fitting by hand to stress test the structure .

Part of the aforementioned process normally includes scraping of paint coatings to allow a visual

inspection of the underlying fitting and is vital for determining corrosive activity and fatigue, this

being denied by the owner. No skin fittings or valves were dismantled as part of this survey. Defects

found are detailed within the following table on page 6, use the reference number in conjunction

with the photographs for further reference :

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Ref. No

Description Location Noted Fault & Corrective Action Required - High Significance

1 Heads Intake Blakes bronze taper –plug valve

Below WL/port, access via aft cabin locker.

Position of hose clip adjuster screw head obstructs full movement of lever preventing full closure. Adjust clip.

2 Heads outflow/discharge Blakes bronze taper plug valve

Below W/L port, access via aft cabin locker

Valve seized. Dismantle and service

3 Cockpit drain discharge. Yellow metal (composition unconfirmed)

Engine space, rear access hatch, to port of centreline

Handle has collapsed due to severe corrosion, valve has seized. Replace with a compatible bronze or de-zincification resistant (DZR) brass alternative.

4 Cockpit drain discharge. Yellow metal (composition unconfirmed)

Engine space, rear access hatch, to starboard of centreline.

Valve is in the process of seizing, not functioning efficiently. Replace with a compatible bronze or de-zincification resistant (DZR) brass alternative.

5 Engine cooling water intake. Yellow metal (composition unconfirmed)

Engine space, rear access hatch, to starboard of centreline.

Handle corroding, poor orientation of valve unit/ pipework preventing efficient operation. Replace with a compatible bronze or de-zincification resistant (DZR) brass alternative.

1

3

4

5

2

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C.4 Cathodic Protection

Cathodic protection is maintained by one pear shaped anode mounted between the rudder and keel

on the underside of the hull to port. The anode is active as signs of wasting is present but not

sufficient to require replacement. The attachment studs were hammer tested and found to be

firmly secure however, internally the studs are becoming encrusted in surface corrosion

impairing the conductivity of the protective circuit and will require careful dismantling and

cleaning .

A continuity test with a multi meter was carried out between the anode and the prop shaft, no

connectivity established. A test between the anode and the engine cooling water intake skin fitting

and the anode and the rudder stock both proved positive. Further investigation within the hull

confirmed bonding of the skin fitting and rudder but no arrangement for the propeller shaft. The

stern gear is vulnerable to galvanic corrosion, installation of a propeller shaft

anode is necessary.

D Deck Moulding

The deck moulding incorporates the cockpit, coamings and coach roofs in one piece. The deck layup

starts with a double layer of gelcoat over laminated with chopped strand matt, woven rovings,

followed by a sandwich layer of a non-woven polyester material called “Firet Matt”, then further

layers of chopped strand matt and woven rovings to form a sandwich construction. All materials

are wetted out with polyester resin. Firet is more resistant to moisture ingress unlike the more

commonly used end grain balsa

D.1 Side Decks

The side decks are overlaid with teak strip planking which is of a non-structural nature and

prevented a visual inspection of the exterior gelcoat surface, collection of moisture readings and

acoustic sounding. Non removable deck head linings within the cabin spaces prevented alternative

moisture reading data collection. It was possible to obtain a moisture meter reading from the

underside of the deck in the cockpit locker which was satisfactory. Although limited by the teak

overlay, I carried out a weight bearing test of the deck under foot to ascertain if there were any

delaminated “soft” spots on the underlying FRP deck structure. None found.

The teak deck overlay was factory fitted seventeen years ago and is showing signs of deterioration.

The potential cost of a professional refurbishment would not be justified in the context of the

remaining serviceable life. A visual inspection located a number of areas were the deck has been

pilot hole drilled and injected with epoxy resin between the underside of the teak and the gelcoat

surface of the deck in order to rectify a failure of the original bonding material. These repairs have

proven to be effective.

The teak has clear signs of surface wear and the paying seams are failing in many places as a result.

Hammer sounding revealed three relatively small areas of de-bonding, the first is under the edge

boarding around the forward end of the of the coachroof, the second area is on the port side

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between the genoa track and opening portlight adjacent to the navigation station, the third area is

on the starboard side inboard of the fuel filler cap.

Careful consideration should be given to the future costs of replacement of the teak overlay or

alternatively its removal before the purchase negotiations are complete. Carrying out further

refurbishment work of the deck by way of injection of epoxy to the de-bonded areas, raking out and

replacement of failed paying seams (caulking) could extend the working life of the teak overlay for a

longer period.

To assist in this process quotations should be obtained for the replacement of a new teak deck

alongside composite alternatives (refer to Appendices for links) or the total removal of the teak

covering and a paint system applied to the glecoated deck surface.

The condition of the existing teak covering has no effect on the structural integrity of the FRP deck

below, nor have any impact on the immediate usage of the vessel at this time.

D.2 Coachroof

The visual inspection of the raised coachroofs (fore cabin and aft cabin) revealed that the deck areas

are painted with a non- slip finish which remains intact and serviceable. The gelcoated cabin sides

would benefit from a machine polish. A raised plinth is moulded into the forward cabin coachroof

for mounting the aluminium mast step. The plinth was found to have sunken by approximately

2mm. The aluminium casting appears to remain unaffected with no signs of cracking or

undermining. This condition should be monitored annually for any signs of further deterioration.

The underside of the plinth moulding is not accessible for inspection.

The coach roof is complimented by the addition of a mechanically fastened moulding which

provides an integral cockpit coaming and companionway hatch garage. Found secure.

Hammer soundings, pressure testing under foot and moisture readings all where applied, no defects

found.

D.3 Cockpit

The centre cockpit has teak laid seating which has received remedial repair work as described

earlier in this section and will require some refurbishment. The cockpit is dominated by the steering

wheel and pedestal which remains securely through bolted to the cockpit sole. A two piece teak

grating was lifted to allow inspection and revealed twin drainage points. The sole is coated with a

non-slip paint finish. This area requires a thorough clean to remove the algae growth which

restricted a visual inspection and allow an assessment of the cockpit sole paint finish. It was not

possible to take moisture readings however hammer sounding and pressure testing under foot

revealed no defects. All gelcoated areas would benefit from a machine polish.

D.4 Deck Apertures & Casements

The cabin spaces are serviced by three horizontal Lewmar deck hatches which service the forecabin,

main saloon and after cabin. All units function correctly and provide an adequate means of

ventilation, natural light and escape. The hatches are locked from inside the vessel via catches on

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the handles for added security. The acrylic glazing is exhibiting early signs of UV degradation,

considered acceptable for age of installation, no action required.

The coachroof sides and cockpit are fitted with nine Moonlight portlights. The after cabin is

serviced by three of these, which are non-opening (fixed), the cockpit locker’s is fixed, the head’s

(WC) is opening, the main saloon has the remaining four of which two are opening over the galley

and the navigation station. All opening portlights functioned satisfactorily. The acrylic glazing is in

good condition. Although not possible to inspect from inside, the frames appear to be well bonded

and watertight.

Cockpit companionway is equipped with a horizontal sliding lid housed in the deck moulding

located on main cabin top. Two FRP washboards with ventilation grill on the upper board and

locking facility complete this access point. There was no access key provided by the brokers, I

would suggest that this fact be addressed directly with them, if no keys are forthcoming

then replace the cam lock with a new unit. Washboard stowage rails are located on the

inboard face of the cockpit locker.

Hose testing of the aforementioned items in this section was not carried out as part of this survey

process.

The vessel has one large cockpit locker integral with the starboard cockpit seating. The space

within has been fully utilised with stowage and installation of ancillary equipment. Following the

removal of the more portable items a visual inspection revealed significant ingress of water which

appears to be emanating from the engine stop pull lever attachment point. The water has

previously reached a height which allows it to migrate into the engine space and the bilge of the aft

cabin. At this time there is no water damage to the plywood bulkheads/locker partitions although

deterioration of various items stored in the locker is evident.

The securing nuts for the engine stop cable cockpit locker ingress point should

be tightened down on a bed of polyurethane adhesive sealant. The cockpit

locker should be bailed out and moisture effected equipment removed for

drying. The engine space bilge between the starboard engine bearer (access via

hatch within cockpit locker and/or rear engine space hatch) together with the aft

Engine stop Cable within cockpit locker showing moisture ingress point

Base of cockpit locker showing engine space

access and trapped water

Aft cabin starboard bilge with trapped water

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cabin starboard bilge (removable floor panel in aft cabin to starboard) should

also be bailed and dried.

D.5 Hull & Deck Joint

The deck and hull mouldings are joined using an overlapping “biscuit lid” method. The lip on the

deck moulding is mechanically fastened to the hull by way of through bolts which also serve as

fastenings for the teak rubbing strake. Internally the upper edge of the hull moulding is laminated

to the underside of the deck and the lamination also encapsulates the nuts/washers of the

mechanical fastenings creating a structural strong and watertight join. It was not possible to

inspect the join internally in its entirety due to a lack of access. Those areas which were accessible

were in sound condition.

D.6 Rigging Attachment Points

The forestay attachment point is incorporated with the bow roller arrangement and is through

bolted into the stem and foredeck. Fastenings were visible within the anchor locker but could not

be checked due to poor access, no signs of corrosion detected visually.

An inner forestay attachment point is in the form of a U bolt welded to a mounting plate. The studs

pass through the fore cabin coach roof aft of the deck hatch. The deck head fastenings and backing

arrangements were not accessible for inspection due to deck head lining. The wire was ‘swigged’

firmly, no movement was seen at the attachment point.

The upper and intermediate shroud pairings share the same deck attachment point using two

stainless steel U bolts for each side of the vessel passing through a shared stainless steel deck

mounting pad with attachment welding. The studs of the U bolts pass through the deck and are

bolted to right angled stainless straps positioned either side of a structural knee and through

bolted. This method (single U bolt only) is also used for the aft lower shrouds with their own

structural knee. All fastenings could be visually inspected and hammer tested. The shrouds were

“swigged” aggressively above deck, no movement of the attachment points detected and no visual

signs of rusting or moisture ingress were seen.

The backstay attachment point is a through bolted chainplate mounted in the centre of the stern at

the deck to hull joint. It was not possible to gain access to inspect the interior of this arrangement.

“Swigging” revealed no movement and hammer testing revealed no defect. There is no visual sign

of rust staining.

E Internal Structure

The vessel hull moulding is stiffened by way of longitudinal stringers coupled with transverse

stiffeners and floors moulded from FRP together with plywood full and part bulkheads which also

supply support to the deck moulding and plywood floor supports. The exact layout and

composition could not be determined due the restrictions of access by way of hull lining, flooring

and cabinetry.

E.1 Internal Bulkheads

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Bulkheads within this hull were difficult to inspect due to the overlapping hull lining materials and

outlined restrictions above. Where access was obtained the bulkheads were laminated to the

surface of the inner hull face on both sides and through bolted. The FRP bonding was covered with

flowcoat for protection and finish. There were no defects found.

E.2 Keel Route Support

It was possible to remove three elements of the saloon sole floor at the base of the companionway

steps revealing four transverse FRP stiffeners bisecting the bilge keel attachment points along their

length. This exposed area allowed a more detailed visual inspection of the internal surface of the

hull which revealed an amounted of crazing 12 cms long adjacent to second from aft port keel stud.

The transverse stiffeners inspected show no

signs of detachment and hammer soundings

revealed no defects. It was not possible to carry

out a complete inspection of all keel route

support members due restricted access.

Due to the nature of their design, bilge keel

yachts are expected to take the ground. In view

of the discovery of some crazing and the limited

ability to visually inspect the complete keel

route areas internally once again it would be

prudent to obtain permission to allow

antifoul scrapping/dislodgment around

the external areas of the keel routes for further investigation prior to committing

to a completion of purchase. The crazing should be monitored.

E.3 Structural Stiffening

A compression post transferring loads from the deck stepped mast is braced between the underside

of the deck head and the lower hull moulding. Deck head linings, the surrounding saloon table

arrangement and non-removable swollen cabin sole boards at the base of the post prevent a detail

inspection of the post arrangement and its landing.

Four shroud plate attachment structural knees are located in the main saloon, two to port and two

to starboard. It was not possible to ascertain their material make up, bonding method to the

hull/deck moulding or their condition due to covering by glued on hull lining material.

E.4 Hull Liners & Internal Mouldings

The majority of the internal structure of this vessel is free from FRP moulded hull liner units due to

the high dependency on wooden modular constructed cabinetry. The heads (WC) contains the

main FRP liner and no defects were found within the surfaces of the mouldings. It was not possible

to access the moulding to hull bonding points for inspection.

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F. Hull Appendages

F.1 Bilge Keels

Both bilge keels are cast from iron. A visual inspection did not reveal any major defects. The

surfaces of the keel tips have suffered from minor abrasions, it was not possible to inspect the full

length of the underside of the keels due to the wooden supports. A true appraisal of the surface of

the keels in respect of corrosion was not possible due to the recently fresh application of

antifouling. There did not appear to be any signs of serious surface degradation outside the normal

parameters expected keels fitted to this age of vessel.

F.2 Hull To Keel Joints

Due to the vessel sitting on her keels the hull to keel joint was viewed in compression. This does not

give a complete indication of the arrangement as the keel studs and landing seems are normally

placed under tension when the vessel is afloat. The landing seam (mastic/filler between the keel to

hull contact point) is showing signs of degradation, as a result rust staining is appearing on the

starboard bilge keel at the aft end which implies moisture is weeping through the joint. The keel

studs are mild steel and staggered off the centreline of the keels with steel backing plates and

coated with flowcoat. Not all studs were accessible, those viewed show some rust staining and will

require periodic checking for deterioration.

For both keels, degraded landing seem material should be raked out, surface

rust removed and primed followed by a new jointing seam (e.g. Sikaflex 292).

See appendices for a link to Westerly Owners Association for further guidance.

F.3 Steering System

The Vessel is equipped with a free hung semi balanced rudder split moulded to incorporate the

stainless steel stock with attached webbing supporting. A visual inspection confirmed the joining

seem around the blade is intact. Pressure was exerted on the blade side to side to test the internal

webbing support, no movement was detected at the stock to blade exit point. This test also

confirmed that the plastic rudder bushes are in a serviceable condition.

Hammer sounding of the blade revealed no defects. Moisture readings were taking without the

scraping of the antifouling and were higher at the upper part of the blade on the deep reading

mode(37 – 68), however, these can be discounted as the internal metallic webbing structure in the

blade will distort the readings. The blade remains vertical with no signs of distortion or trauma.

The stock enters the hull via an FRP rudder tube which is located under the aft cabin bunk. The tube

is braced with plywood stiffeners and over laminated and bonded to the inner hull with FRP. The

internal structure was visually examined and hammer sounded, no defects found.

The upper rudder stock has a quadrant attached with cable steering system remotely connected to

a pedestal mounted steering wheel manufactured by Whitlock. An automatic pilot system is also

incorporated.

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There are some signs of trauma on the upper surface of the alloy rudder quadrant which implies a

binding between it and the alloy cable pulley mounting bracket. The steering was operated to its

full travel and no binding or defect was found. The trauma may have been as a result of a loosening

of the quadrant clamp on fastenings allowing the quadrant to rise to a higher position causing a

binding.

The exposed parts of the steering cables were visually inspected, no defects found, the general

installation within the rudder compartment shows no sign of rust.

The vessel is equipped with an emergency tiller steering system which consists of a tiller arm and an

extension shaft (located in cockpit locker) which is passed through an access port on the aft cabin

coach roof in order to connect with the keyway on the top of the rudder stock. The key tool required

to open the access port is hanging from a lanyard on the aft face of the cockpit locker.

The emergency tiller components are showing signs of corrosion and should be

removed from their storage point for inspection, rust removal and testing in situ. A

protective paint coating will assist with longevity of these vital steel parts.

G. Deck Hardware

G.1 Stanchions/Pulpit/Push pits

The starboard aft leg base pad of the pulpit and the inboard leg base pad of the

starboard push pit were found to have some slight movement and should be re-bedded

using a polyurethane adhesive sealant (e.g Sikaflex 291) to improve the attachment and

prevent water ingress.

All stanchion feet were found to be securely mounted. The underside attachments were not

accessible for inspection. Counting from the most forward stanchion post backwards the

port side number three post is slightly bent whilst the starboard number three and four

posts are more noticeably bent inwards to such an extent that the passageway between the

shrouds and lifelines is restricted. The three bent stanchion posts should either be

straightened or replaced.

G.2 Anchoring & Mooring

The vessel has been provided with six aluminium anodised mooring cleats. All were found to be in

good condition and well fastened/bedded, backing plates and fasteners could not be inspected due

to lack of access.

The vessel is equipped with three anchors. The main bower anchor is a 35lb (16KG)CQR plough

anchor stowed in the twin nylon bow roller stemhead fitting with locating pin. The 8mm anchor

chain is serviced by a horizontally mounted Simpson Lawrence manual windlass, the lever is

hanging on a lanyard located in the cockpit locker. The windlass was not tested.

The chain enters a deck mounted chain pipe to the self-draining anchor locker below the foredeck

which is accessible via an inspection panel in the forecabin to anchor locker bulkhead. The anchor

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chain was not removed for inspection and the method by which the bitter end is established cannot

be confirmed. It would be recommended that the chain be removed and fully inspect and the

corroded camb style latch on the anchor locker inspection lid be replaced and the water

resisting gasket renewed.

The second stream anchor is a danforth of approximately 6KG stored in the cockpt locker.

There are numerous warps in the same location to service this anchor.

The third anchor is a folding grapnel anchor stored with a warp in the aft cabin port side

locker. This anchor is more suited for the rubber inflatable dinghy.

There are numerous warps of varying lengths and diameters suitable for mooring

complimented by four large fenders stowed in the cockpit locker.

G.3 Winching/Cleating

The majority of the sail control systems are lead to the cockpit which is fitted with two banks of

Spinlock Cam XA deck mounted clutches. The clutch banks are serviced by two No16 single speed

Lewmar winches which were not tested under load. There are two cockpit coaming mounted

Lewmar No44 twin speed self-tailing winches again tested, but not under load (winch handles found

behind companionway steps).

All cockpit controlled running rigging is directed by a twin pairing of deck organiser banks of

sheaves mounted on the coach roof and all running freely.

The genoa sheets are lead t0 side deck mounted Lewmar tracks with adjustable

cars. The jib track car slider control rope (8 mm dia) starboard side is missing and

should be re-instated as per the port side arrangement.

A further Lewmar track is mounted on the aft cabin coachroof with adjustable mainsheet traveller

and lower mainsheet system. The clevis pin split ring used for the lower mainsheet

block to traveller car attachment is distorted and should be replaced by a

stainless steel split pin.

It was not possible to inspect the backing arrangements or fastening systems for the above fittings

under the deck head to due non removable head linings.

G.4 Davits/Boarding Ladder

A folding boarding ladder is securely fastened to the stern of the vessel complimented by two

horizontally mounted stainless steel tube hand/step rails. The hand/step rails have worked slightly

loose and an effort has been made to re-bed behind the mounting plates with silicon which has

failing. It is not possible to gain access behind the fittings due to an internal liner in the aft cabin.

The silicon should be raked out and replaced with a polyurethane adhesive sealant to improve

the bedding and prevent water ingress into the aft cabin.

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An additional boarding ladder is stowed in the cockpit locker, not inspected.

G.5 Other Deck Hardware

The vessel is well equipped with safety harness take off points, three of which are mounted in the

cockpit. A further four points are situated fore and aft on the side decks to which jackstays are

attached.

There are two substantial U bolts (port and starboard) with welded deck mounting plates positioned

just ahead of pushpit forward supporting legs which may be used for attaching the spinnaker sheet

blocks.

All fittings were tested using a lever and wood block for protection/support of the deck surface. No

defects found. It was not possible to inspect the backing support or fasteners due to lack of access

under the deck.

H Rig

H.1 Spars & Fittings

The vessel has is a mast head rig (Bermuda Sloop) and is equipped with a Seldon boom and mast

fitted with two pairs if inline spreaders. There is an IYE telescopic extending spinnaker/whisker pole

mounted on the inner forestay. All aluminium spars are coated with a clear anodising finish which

remains in good cosmetic condition (the mast can only be inspected up to head height).

All fittings attached to the mast and boom are firmly riveted. The gooseneck shows no signs of

excessive wear. It was not possible to remove any fittings to inspect for corrosion to the aluminium

spar surfaces.

A retro fitted stainless steel mounting bracket holding an electronic compass is attached to the

mast below the boom using self-tapping stainless steel screws. The aluminium mast material and

the stainless steel of the brackets and fasteners are dissimilar alloys and will develop an electrolytic

reaction when salt water is added which will result in corrosion of the aluminium mast surface. The

stainless steel screws and mast bracket should be removed and the coated in an anti-corrosive

jointing compound such as Duralac, two coats to the bracket, before re-attaching to the mast.

The kicking strap has a 5:1 purchase block and tackle and is controlled from the cockpit. Not tested

under load. The mainsail has three reefing positions which are remotely controlled via the cockpit,

not tested. The headsail is mounted on a Furlex roller reefing system. Due to the proximity of other

vessels and the wind direction it was not possible to unfurl the headsail to check the condition of the

luff foil or functionality of the roller furling drum.

H.2 Running Rigging

In general the running rigging is in good order suffering only from cosmetic dirt and grime. The

majority of the rope is a braid on braid polyester based construction. It was not possible to inspect

the lengths of running rigging housed within the mast or the stack pack.

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H.3 Standing Rigging

The standing rigging is manufactured from 1 x 19 strand 316 grade stainless steel wire of 8mm

diameter. At deck level (with the exception of the forestay-full terminal arrangement obstructed by

roller furler system) the wires are terminated with threaded swaged terminals connected to opened

body rigging screw with chrome plated bronze body and toggled fork attachments .

It was not possible to accurately assess the condition of the rigging screws and swage terminals due

to the significant amount of algae and general grime present due to the close fitting nature of the

plastic shroud and rigging screw covers.

The threaded eye terminal forming part of the lower forestay has been subject to

some trauma resulting in a severe bend, the terminal should be replaced at the

earliest opportunity. All terminals have been secured with safety split pins and dressed with

insulating tape for added security.

There are four guard wires running down the length of the vessel from the pushpit to pulpit

supported by the stanchion posts, two upper and two lower constructed using 4mm diameter 1 x 19

stainless steel wire with swaged terminals. The guard wires are suffering from kinking at

the exit points from the stanchions and in view of their age should be replaced

together with the rope take off lanyards which are suffering from UV

degradation.

There is no defined period by which stainless steel rigging should be replaced due to the multitude

of service usage applications. Some insurers may specify ten years or twenty four thousand sea

miles, whichever the sooner. The Broker supplied specification states that the standing rigging is

original therefore I would recommend that when arranging for a rigger to rectify the forestay

terminal damage and measure up for replacement guard wires he should be requested to carry

out a full inspection and assessment of the standing rigging.

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H.4 Sails & Canvas Work

The headsail is hoisted and furled around the luff foil, the mainsail is “bent” on to the mast and

stowed in the stack pack along the boom. The stack pack itself with mast/gooseneck boot is in a

serviceable condition with no repairs required.

The vessel is also equipped with a spinnaker described by the Broker as a cruising chute. This was

found stowed under the forecabin berth and encapsulated in the dowsing sock with running gear.

It was not practical to inspect any sails for condition or set during this survey due to wind direction

and proximity of other vessels

The cockpit area is protected by a spray hood with a substantial hoop arrangement mounted on the

raised cockpit coaming. The base material and window material are in a serviceable condition, no

repairs required.

I. Propulsion

The auxiliary propulsion for this vessel is provided by a Volvo MD2030-B 3 cylinder diesel engine and

reduction gearbox with cooling provided by an indirect closed circuit fresh water heat exchanger

system.

I.1 Engine & Installation

The engine space is accessible following the removal of the companionway steps/panel, a panel to

port in the heads wet room area, a panel in the rear cabin and a further smaller access panel in the

bottom of the cockpit locker. The engine block is mounted on four flexible mounts bolted to FRP

engine bearers bonded to the hull. A visual inspection of the bearers confirmed no de-bonding. The

flexible mounts were tested with a leverage bar and the engine rocked, no excessive play or

restrictive movement detected.

The engine and gear box oil levels were checked and found satisfactory, the inside surface of the

filler cap housing was checked for emulsified oil, all clear. The header tank fluid was up to

operational level, a coolant additive was detected, concentration not verified.

The engine block paintwork is deteriorating with a considerable amount of rust developing. To help

reduce the rate of deterioration the entrapped water in all accessible bilge areas should be

removed, the spaces vented and dried in preparation for a touch up of the engine block

paintwork.

Following many years of service the engine block has become coated in general grime, fan belt

debris, aforementioned rust, these deposits hindered the visual inspection of the block in respect of

the detection of hairline cracks and minor fluid leaks.

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Flexible parts of the freshwater cooling water delivery system have been replaced, some of the

remaining hoses are nearing the end of their life expectancy, consideration should be given to

replacing them during the next service period.

The flexible raw water cooling delivery pipe material is of a dated specification. At the rear of the

engine the flexible raw water cooling hose attachment clip has become detached from a starboard

side engine bearer due to a sheared attachment screw. The same length of pipe has also become

separated from a further clip on the starboard side of the engine space partition. Due to a lack of

support the hose has developed a kink which will reduce the effective delivery of the cooling water.

The hose and retainer clips should be refastened and reattached.

Hose clips used within the installation were doubled up on tail pipe fittings and found secure with

no signs of corrosion.

I.2 Stern Gear

The vessel is equipped with a 25.4 mm stainless steel propeller shaft supported externally by a P

bracket with integral cutlass bearing, no excessive play detected within bearing and the P bracket

was firmly attached to the hulls’ structure. The P bracket could not be scraped to check for potential

de-zincification. The shaft enters the hull via an FRP stern tube supported by transverse floor

stiffeners, all FRP bonding intact. Both the stern tube and shaft are sealed by a Volvo rubber

stuffing box which is water lubricated but requires greasing annually and must be “burped” of air

when the vessel is launched.

A twin bladed left hand 22” propeller (assumed cast from a bronzed based alloy) is attached to the

shaft by a stainless steel castellated nut and locking split pin. The surface of the blade has been

coated in a protective clear coat product which cannot be scraped. The propeller tips have very

minor imperfections, when hammer sounded a good return was received, no stress cracking

evident. The propeller shaft was rotated by hand no visual signs of misalignment were seen or

unnecessary friction felt. No signs of pitting corrosion seen on exposed areas of the shaft, which

cannot be confirmed as defect free unless totally withdrawn from the vessel and propeller removed

to allow full inspection.

A rope cutter mounting bracket is mechanically fastened to the P bracket and the cutting blades

mounted on propeller shaft. One of the serrated cutting blades has a keyway which

has become dislodged from the mounting bracket housing. The mounting

bracket must be removed from the P bracket to allow the cutting blade keyway

to be realigned and housed before re-fastening.

I.3 Controls & Indicators

The primary engines controls and indicators are located within the cockpit. The engine panel was

powered up, glow plug indicator, alternator warning light and audio alarm test panel indicators

were operational, the start button could not be tested. The engine hour digital display mounted

within the tachometer (rev counter) was not functioning and should be checked when the

engine is next serviced.

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The pedestal mounted gearbox/throttle control lever is

missing the gear selector cable override push button

which will affect the engine starting procedure. A

replacement spare part is required. The lever was tested and

all cable linkages to the engine and gearbox responded.

I.4 Exhaust System

The exhaust hose exits the engine space into the base of the cockpit locker where it joins a stainless

steel water lock. Due to the confined location it was not possible to carry out a complete visual

inspection of the waterlock unit. The exhaust hose exits the top of the water lock to form a swan

neck within the cockpit locker and exits through the aft bulkhead into the after cabin bilge area to

the outlet seacock. The exhaust hose were visible was found to be in good condition.

I.5 Fuel System

The diesel fuel is stored in a stainless steel tank mounted above the engine block in the engine

space. The Brokerage specified the tank capacity at 150 litres (not verified). The tank has welded

stainless steel foot pads which are through bolted to a plywood shelf mounted to the engine space

side panels. No leaks or corrosion were detected from the visible areas of the tank’s surfaces, the

mounting arrangement remains firm when pressure was applied to the tank. Sound proofing

material prevented inspection of the plywood mounting panel.

The clear inspection bowl of the primary fuel filter showed no signs of contamination or water

ingress, the diesel was “red”. It cannot be assumed that the contents of the fuel tank are clear of

contamination. The fuel tank contents gauge is mounted on the aft face of the tank and is

accessible via the aft cabin access panel. The gauge was showing one quarter of a tank full.

The tank is fuelled from the deck filler located on the starboard deck adjacent to the cockpit area.

The filler cap was removed and the rubber sealing ring found to be in a serviceable condition.

The flexible fuel delivery pipework has been upgraded to the ISO 7840 standard.

I.6 Running & Service Checks

It was not possible to test run engine as part of this survey. The Brokers advised that the engine has

received regular servicing by the Fox’s Marine Engineering department. There is a considerable

amount of documentation on board and only time for a brief look for supporting service records

which I did not locate. If no records come to light It is recommended that a marine engineer be

consulted with a view to carrying out a full inspection and servicing of the engine installation.

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J. Onboard Systems & Accommodation

J.1 Gas Installation

A gas bottle storage locker contains two propane gas bottles are situated on the starboard deck

adjacent to the cockpit coaming. The access lid is lifted by way of a cam lock recessed into the

locker lid and turned 90 degrees by way of an allan key which is to be found within the chart table

locker. The locker is found to be superficially in poor condition coated with excessive algae growth

and degrading items holding rain water. The locker should be emptied and the drainage inspected

for blockage followed by a thorough clean. The propane gas bottles currently connected

to the installation is showing signs of corrosion and should be replaced. The gas

regulator and high pressure delivery hose are in poor condition and require

replacement.

The gas delivery pipe reverts to copper between the locker housed regulator and the sole gas

appliance located in the main cabin which is a Plastimo Neptune 2000 hob/oven unit fitted with

flame failure supply cut off devices. The full length of the copper pipe run was not accessible for

inspection and there is no leak testing device fitted to the installation. The copper pipe terminates

with an inline isolation valve then reverts to a flexible hose connected to the gas cooker. The

exterior of this hose has perished and must be replaced.

The gas system on this vessel was not operated or tested as part of this survey. In view of the

age and condition of the essential system components, a Gas Safety registered

engineer should be instructed to inspect and refurbish the gas installation.

J.2 Fresh Water Tanks & Delivery

The vessel is equipped with a pressurised hot and cold water system, the Jabsco

accumulator tank and water pump are located in the cockpit locker. The 250 litre capacity

(figure supplied by Brokers, not verified) water storage tank is constructed from stainless

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steel and located under the berth in the rear cabin. The tank is firmly attached and braced

by the supporting structural floor stiffeners and surround cabinetry of the berth. It was not

possible to inspect the underside of the tank for corrosion or leaks due to lack of access.

The filler access point is located on the starboard deck to the rear of the cockpit. The filler

cap was removed and inspected, the O ring seal is in a serviceable condition.

The water system was activated and all faucets operated. The condition of the water was

stagnant and may improve with a full run off. The tank should be emptied and the

system flushed through with an appropriate cleaning agent, refer to your local chandler

for further advice.

A manual foot operated water pump is located in the galley as a back up to the pressurised

system and this was operated successfully.

Hot water is supplied via the calorifier situated in the cockpit locker which has a 240 volt

heating element and heat exchanger supplied by the closed water cooling system of the

engine. Access for inspection was limited. The heating aspects of the calorifier were not

tested.

J.3 Heads (WC)

The heads is a standard Jabsco manual pumping unit with ceramic bowel and found securely

fastened to the heads FRP internal liner. All hose clips found in sound condition and free from

corrosion. The inflow and discharge pipework are looped behind the liner to form a swan neck prior

entering the aft cabin location seacocks. The system could not be operated ashore to assess the

condition of the pump and for signs of leaks.

There is a significant amount of bacterial growth around water system plastic pipe work under the

heads wash basin causing an unpleasant odour, this may be due to damp bilges and poor

ventilation. The bacteria should be removed using antibacterial cleaning agents to help

improve the situation.

A jabsco 12 volt water pump is installed in the same location for pumping out shower grey water

which drains beneath the heads liner moulding. It was not possible to locate the strum box and pipe

for inspection or determine whether a float switch was present. The pump was not operated.

J.4 Electrical Installation AC & DC

The 240 volt AC system commences with ashore power supply socket mounted on the port side of

the cockpit. There are two shore power cables, one stowed in the cockpit locker, the second stowed

under the starboard side settee locker. From the socket the supply cable is connected to a panel

mounted 240 volt RCD VR16 16A 30 ma breaker with test switch. There are two circuit breakers. It

is assumed that one is for the three pin plug socket ring main and the second is for the calorifier.

The circuit breakers are not labelled and one is in the tripped position.

The 240 volt system was not tested as part of this survey process. This should be carried out by a

qualified electrician.

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The DC system on this vessel is 12 volts supplied by two 110 amp hour deep cycle leisure batteries.

The batteries are stowed under the starboard saloon seating within battery boxes. Webbing

retaining straps were in situ but unusable due to the broken plastic connecting clips which must

be replaced. Initial voltage readings were 12.6 and 12.54 volts, the battery condition indicators for

each unit implied their condition was good. The battery fluid levels were not checked. The battery

bank is charged via an engine mounted alternator, a portable 240 volt mains supplied charger

stowed alongside the batteries, not tested, and by a trickle charge via the deck mounted solar

panel which has suffered from moisture ingress and should be replaced.

The battery bank is controlled by a Vetus battery isolator switch mounted on the aft face of the

starboard saloon bench seating. The DC power supply is distributed via the factory fitted fused

switch panel situated at the navigation station.

J.5 Electronic & Navigation Equipment

The battery isolator switch was engaged and all switch panel circuits individually powered up and

found to be operational with the exception of the following reported defects and observations.

The engine space panel mounted light was not working, the bulb was checked, no fault found,

the base unit was only registering 4 volt output. Further investigate is required. The aft

bulkhead mounted light in the heads has a badly corroded switch which does not function and

the light is not working, the unit should be replaced. The forward cabin light to starboard is not

working and requires further investigation.

On entering the cabin space there are two rocker style light switches fitted overhead to starboard.

The after most switch was found to operate the navigation station table overhead light regardless

of the position of the battery isolator switch which, fuse protection was not establish for this circuit.

Operation of the navigation light switches revealed that the stern light mounted on the starboard

pushpit has a failed bulb which requires replacement. The pulpit mounted bi-colour navigation

light is operational but exposed to ingress of water due to the cracked polycarbonate outer

body temporarily bound with electrical tape. If a spare cover cannot be sort the replace the

whole unit.

When operating the mast mounted lighting it was discovered that the mast head anchor light

switch and mast head navigation light switch are “cross wired”.

All the above items will require further investigation and rectification prior sailing at night.

The deck glands for the mast wiring were inspected and found to be wet and developing signs

of corrosion (verdigris). The decks gland should be dried and the sockets coated with connector

gel for future protection (Super- Lube).

The onboard navigation equipment was verified against the brokerage listing. All systems were

powered up and assessed within the limitation of the vessel lying ashore. The paddle log unit

under the forecabin sole board was not located in the hull skin fitting which was capped by the

standard blanking plug. This will need further investigation. The DSC VHF was receiving load

and clear, a transmission test was not carried out.

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J.6 Heating & Refrigeration

The vessel is equipped with a Webasto Airtop 32S diesel fired heating system. The main unit is

located in the cockpit locker and heat is ducted to all three cabin spaces. Fuel is supplied via the

main diesel tank. The heater was not operated as part of this survey.

The lagged exhaust system with the cockpit locker has become dislodge from the after bulkhead

mounting clips which have corroded. The exhaust pipe is able to touch a horizontal plywood access

panel which is showing signs of scorching on its underside. The exhaust requires new

fastening clips to return it to its original position and additional heat insulation

lagging to improve the existing layer of lagging which is breaking down, to

reduce the risk of further damage and fire from contact with more combustible

items stored in locker. This heater unit obtains its supply of air from the surrounding locker

space to feed into the three main cabins. When the cockpit locker is laden with equipment the

airflow to the heater is severely restricted. The exhaust outlet is located on the cockpit coaming

between the after cabin and cockpit locker portlights which are non-opening. When operating the

heater please consider the possibility of exhaust gases migrating into the cabin spaces via the

companionway, open deck hatches or galley portlight. For personal assurance I

recommend that a Webasto heating specialist is contacted to discuss the safety

of the unit’s cockpit locker installation and request ways to improve the air

delivery to the unit if required.

The vessel is equipped with a top loading fridge box unit mounted under the aft work surface of the

galley area and serviced by an Isotherm 12 volt refrigeration cooling unit mounted in the cockpit

locker. The fridge was operated via the thermostat dial switch. I was unable to locate a fused

switch for this unit.

J.7 Upholstery

The upholstery within the entire vessel appeared to be generally in good condition. Some staining

is present on the port side forward settee base cushion which would benefit from a clean. There is

also water staining present on the after berth cushioning directly under the emergency steering

access port. Further investigation of the port revealed that there has been a layer of sealing grease

applied to alleviate the problem. The key for the port cap is stowed in the cockpit locker hanging on

a lanyard.

The foam backed hull lining is showing signs of breakdown in the forward cabin and inside the aft

cabin wardrobe and can be expected for a vessel of this age. Refer to the Westerly Owners

Association forum for further information on this subject.

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K. Safety

K.1 Firefighting Equipment

All three on board fire extinguishers are no longer of current specification, have date expired

and should be replaced. Refer to the RYA Boat Safety Handbook (G103) for further guidance and

request advice from the retailer on the best product selection for this vessel.

The extinguishers are located in the cockpit locker, aft cabin and main saloon. No fire blanket.

K.2 Lifesaving & Emergency Equipment

Both side decks are serviced by jackstay safety attachment lines made from a webbing material and

shackled to a deck fitting forward and tied to a deck fitting aft. The surface of the webbing is

showing signs of UV fading and slight wear at the point where crew enter/ egress the cockpit onto

the side decks. The jackstays were heaved by hand but this no way constitutes a full safety load test

and I would suggest that the consideration is given to replacing these items together with their

rope lanyards which should be reduced in diameter to 4 mm, doubled in length and made from

Kevlar or dynema cored rope as part of the vessel improvement programme.

The vessel is equipped with coastal flare kit which expired in 2010 and must be replaced. Refer

to the RYA Boat Safety Handbook (G103) for further product guidance and handling advice and

disposal of the existing flares. Some chandlers/retailers may offer to exchange dated flare packs for

new purchases and offer advice on the most suitable product selection.

K.3 Bilge Pump Arrangements

A manually operated “Henderson” bilge pump is located on the inboard side of the

starboard cockpit coaming. The handle for operation is stowed on the underside of the

cockpit locker lid. The pump was operated and successfully discharged some bilge water.

The external gaiter has begun to perish and will need to be replaced. The pump was

recessed into the cockpit coaming and it was not possible to fully inspect the unit or hose

attachment arrangement.

A jabsco 12 volt water pump is installed under the heads wash basin unit for pumping out shower

grey water which drains beneath the heads liner moulding into the bilge. Upon powering up the

pump via the main switch board the pump understandably did not operate, it was not possible to

locate the strum box and pipe for inspection or determine whether a float switch was present to

active the pump. Without water flow into the bilge the pump could not be operated and should

be tested during the water tank run off procedure.

L. Additional Equipment

L.1 Tender & Associated Equipment

An inflatable Avon Redstart (full specification available online) inflatable dinghy is stowed

in the cockpit locker with associated outboard bracket and an Envinrude outboard engine

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and 5 litre plastic petrol container. The dinghy is also equipped with wooden oars and

folding anchor (mention earlier in this report). Neither the dinghy or outboard motor were

inspected as part of this survey. The dinghy should be fully inflated and leak tested prior

to usage. The outboard should be run in a water tank. If no service record available then

arrange for mechanical check and service. An inflation pump was not located but with the

volume of equipment stored in the cockpit locker it could easily have been missed.

L.2 Non Broker Itemised Equipment

The vessel is also extensively equipped with tools, spares parts, boats hooks, day shapes, 2 x diesel

fuel containers, bedding, cockpit cushions, equipment operation manuals, charts and navigation

equipment, navtex unit (not connected) amongst many other items.

M. Report Summary

“XXXXX” is a well equi pped vessel in need of a basic programme of maintenance and equipment

renewal. Further inspection of the external underwater surfaces should be commissioned without

the limitations on antifouling removal in order to fully assess the vessel’s condition.

The commissioning of a sea trial will compliment this detailed survey.

L.1 Recommendations – High Significance Requiring Immediate Attention

(C2 p4) Prior to launching remove flaking antifouling coatings, seek product selection advice

and re-antifoul in accordance with the paint manufacturer’s application instructions

(C.2 p5) Prior to purchase completion further assessment of the hull’s structure is required,

seek permission from the owner to carry out scraping of antifouling coatings to allow more

accurate moisture metre data, better visual inspection of hull surface and more accurate

acoustic soundings

(C.3 p6) Carry out replacement/servicing of five skin fittings detailed in the table on page 6

(C.4 p7) Fit a propeller shaft anode

(D.4 p9) Fit a replacement locking device to the companionway hatch if original keys are not

forthcoming

(D.4 p9) Tighten down engine stop cable terminus on a bed of marine adhesive

sealant, monitor for further water ingress in cockpit locker

(D.4 p9) Remove and dry contents of cockpit locker, bail out trapped water and from

other bilge areas throughout the vessel. Obtain a de-humidifier to assist drying out

the interior

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(G.3 p14) Fit a jib track car control rope (8 mm dia) starboard side as per port side

specification and replace damaged split ring on lower mainsheet block with a split

pin.

(H.3 p16) Consider consulting a rigging specialist to inspect the condition of the

standing rigging and report the life expectancy. Replace the damaged eye terminal

on the forestay. Replace the four guardrail wires and rope lanyards.

(I.1 p18) Reattach cooling water intake pipework clips and check for improvement to

distortion of pipe wall. If no improvement, replace

(I.2 p19) Rectify dislodgment of keyway fitted rope cutter blade from P bracket

mounted support

(I.3 p19) Install gear lever override push button on the pedestal mounted morse

control.

(J.1 p20) The deck housed gas bottle locker should be emptied, drainage inspected

and cleaned. The gas installation is in an advance state of deterioration and should

be refurbished by a Gas Safe Registered Engineer.

(J.6 p23) Re-lag and refasten the Webasto heater exhaust in the cockpit locker.

Contact a Webasto heating specialist to discuss the current installation

L.2 Recommendations – General Mainenance / Advisory

(C.1 p4) Whilst Vessel is ashore, carry out gelcoat repairs to stem area of bow

(C.1 p4) Clean identified areas of gelcoat crazing using an oxalic acid based gelcoat cleaner

then seal the areas with a thick layer of marine grade wax

(C.2 p5) The hull will benefit from a fresh coating of antifouling

(D.1 p7) Carrying out refurbishment work of the teak deck by way of injection of epoxy to

the de-bonded areas, raking out and replacement of failed paying seams (caulking)

(D.2 p8) Clean and machine polish all gelcoated surfaces of the coachroof and cockpit

coaming.

(D.3 p8) Remove gratings and pressure wash the cockpit sole, inspect paintwork and repaint

if required. Machine polish gelcoated cockpit sides.

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(F.3 p13) Remove rust, inspect and test the emergency tiller components in situ., apply

protective paint coatings

(G.1 p13) Re-bed starboard aft leg base pad of the pulpit and the inboard leg base pad of

the starboard pushpit with a marine adhesive sealant (e.g Sikaflex 291) and straighten or

replace the three bent stanchion posts.

(G.2 p13) Remove the anchor chain from the locker and inspect the condition, length and

bitter end attachment. Operate the windlass to detect any faults. Replace corroded camb

style latch on the anchor locker inspection cover in the forecabin and renew the water

resistant gasket material.

(G.4 p14) Rake out failing bedding silicon from transom mounted footstep mounting pads

and re-bed with a polyurethane adhesive sealant.

(H.1 p15) Remove the compass mounting bracket from the mast and coat the bedding

surface with two layers of Duralac. Apply Duralac to the screws when re-attaching the

bracket.

(L.1 p18) Thoroughly dry out the engine space, remove rust from engine block, touch prime

and topcoat.

(I.6 p19) If no up to date mechanical service records are forthcoming arrange for a full

inspection and service of the engine installation by a reputable marine engineer.

(J.2 p21) Run off the contents of the freshwater tank and test the shower grey water

discharge pump. Flush through system with an appropriate cleaning agent. Refer to your

local chandler for product advice.

(J.3 p21) Thoroughly clean the heads and below sink pipework with antibacterial cleaning

agents.

(J.4 p22) Replace battery retainer webbing straps and deck mounted solar panel

(J.5 p22) Electrical maintenance required on lighting in the engine space light, heads,

forward cabin, stern light, replace bi colour bow light cover, rectify the mast head light

switching crossover and service the deck glands.

(K.1 p23) All three on board fire extinguishers require replacement. In addition a fire blanket

should be added to the vessel

(K.2 p24) Replace the jackstay installation and coastal flare pack.

(K.3 p24) Bilge pump gaiter requires replacement

of 28

30/9/14 – 002

(L.1 p24) Inflatable tender and outboard motor requires inspection. Service if required

Appendices

Moisture Meter Readings

To determine both shallow and deep seated moisture of a solid skin FRP laminate I rely on a

moisture metre using capacitance technology developed specifically for the Marine Surveyor’s

application by a company called “Sovereign”. The model used to determine the data collected in

this survey was the ”Quantum Marine” with the series 4.0 edition software. The scale of readings

range from 0-100, the numbers recorded are not representative of moisture content as a

percentage of dry weight, rather a relative scale set by the equipment manufacturers by which all

such metres are calibrated and regularly checked .The table below will offer a more meaningful

understanding of the numbers obtained in this report. These are to be compared with readings

taken in “shallow” mode, for solid laminates.

Reading Guideline

0-15 Considered dry

16-20 Moisture present at low levels, no concern

21-30 Risk of associated moisture defect consider medium, at the top of this range levels are becoming significant

31-45 Considered high and at a level where the risk of moisture related defects are present is significant but not yet physically detectable

46-60 Very high and is usually accompanied by physically detectable signs.

61-80 Extremely high and indicative of possible laminate damage in addition to osmotic blistering and physically detectable signs. 81-100

The interpretation of the recorded results against the above guideline scale will vary, for example,

the length of time the vessel has been removed from the water, the age of the vessel and

construction materials used, in particular cored laminates which can hold higher moisture than a

solid laminates, therefore the above table of readings in these cases are not relevant. The moisture

reading exercise is part of a wider number of tests to determine the condition of an FRP laminate.

Useful Points Of reference

www.advancemarinedecking.co.uk - Flexideck composite teak deck system

www.proboat.co.uk – TBS Anti slip deck coverings, Duralac anti corrosive joint compound,

Coveline/boat stripe on a roll

www.ryaonline.net - RYA Boat Safety Handbook by Kieth Colwell RYA Ref no G103

www.rnli.org – for further safety information and sea check service

www.westerly-owners.co.uk/woaforum - Practical advice on Westerly Yacht Ownership

www.Webasto.com - Webasto heating Installation advice

http://www.advancemarinedecking.co.uk/

http://www.proboat.co.uk/

http://www.ryaonline.net/

http://www.rnli.org/

http://www.westerly-owners.co.uk/woaforum

pre-purchase survey report

Documents