skybird sigma 33 survey
DESCRIPTION
Skybird Sigma 33 SurveyTRANSCRIPT
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CONDITION SURVEY REPORT ONSAILING YACHT SKYBIRD
Survey commissioned by Mr Mark parson
Date of inspection: Monday 16th & Tuesday 17th February 1015Location: Ashore, Actio yard, Action peninsula, Greece.
GENERAL DESCRIPTION
Skybird is a fin keeled aft cockpit sloop. Both deck and hull are constructed of GRP.
Type: Sigma 33
Builder: Marine Projects Plymouth
Registration No: SSR 45301
Yard No. A3216
Build year: 1986
HIN: PLY 0114-85
Propulsion: Single inboard diesel with shaft drive
LOA: 9.88m
Beam: 3.20m
Draft: 1.47m
The above information has been obtained from various sources. These particulars have not been checked and their accuracy cannot be guaranteed.
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LIMITATIONS OF SURVEY
This report is for the purpose of the client commissioning this survey only and has no extended liability to any third party for any purpose.
The terms ‘serviceable’ and ‘in serviceable condition’ as used in this report mean that the item remains useable despite possible wear and deterioration. The item may nevertheless require maintenance and/or replacement in due course. The vessel was inspected ashore with the vessel supported on her keel and held in a steel frame with six hull supports and additional aft propping allowing good access to the hull with the exception to those areas specifically covered by pads and keel blocks.
Mast stepped with standing rigging fitted, limiting close inspection to head height only.
Parts of the structure which are covered, unexposed or inaccessible have not been inspected and no opinion can be given that any such part of the structure is free from defect.
Full interior fitted overheads allowed limited inspection of the underside of the deck and interior mouldings limited access to the inside of the hull.
Engine is inspected visually only and no comment can be made of its internal condition.
Electrical installation, where accessible, is inspected visually and by test switching only. Electrical equipment is tested only as far as the powering up stage.
Tankage is not filled to check for leaks.
Hatches, portlights and windows are not hose pipe tested.
The weather prevailing at the time of the hull inspection was dry with an outside temperature of 16c and humidity of 46%.
HULL
Constructed of GRP, the topsides are finished in white gelcoat with a recessed moulded coach line at the strake and two painted blue boot top lines. The lower hull is finished in blue antifouling.
The hull is strengthened and stiffened internally by way of two GRP stringers, stiffeners and bulkheads.
The hull was inspected externally in a dry and clean condition and examination was made visually, by hammer sounding and by use of a moisture content measurement meter.
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Both topsides and below water section of the hull were seen to be fair with no signs of distortion or any major repairs and sounding of the hull produced no evidence of defect.
The topsides gelcoat showed two single stress fractures of some 12cms long below the toerail between Nos. 2 and 3 starboard stanchions. Both fractures showed no indication of entering the laminate and were considered cosmetic in nature. Stem showed a minor and cosmetic gelcoat repair. Elsewhere the topsides showed several minor and shallow scratches none of which exposed the laminate. Gelcoat was regarded to be in good condition and retained a good shine.
The antifouling coating remained well adhered, in a wasted condition and with little in the way of build-up. The present coating will require abrading prior to a new coating being applied. The following readings were taken using a TRAMEX moisture detection meter on range two: -
Readings taken of the topsides at the strake were 10 to15. Readings taken at random locations between the strake and the waterline were also consistent at 10 to 15. Readings taken at the waterline showed no increase and low readings were also recorded at the area of stress fracturing. The topsides were considered dry.
Measurements taken through the antifouling were consistently between 20 and 30 with readings taken at two small patches where the coating had been removed showing no difference. These figures are also low and the lower hull can be considered dry.
Internal inspection was limited by fitted furniture and coverings but where seen the hull was found in good condition and free of defect.
KEEL
The cast iron fin keel is secured by through bolting at the flange with mild steel fixings. No evidence of movement at the hull joint or fastenings was noted and no indication of grounding was found. The casting showed minor and cosmetic surface corrosion at the hull to flange joint and at the bottom surface beneath the antifouling and is considered to be in reasonable and serviceable condition. Keel fastenings (12), nuts and backing plates were all sighted by the removal of the saloon table and screwed down sole boards. The aft two fixings showed heavy surface corrosion however hammer sounding removed all loose rust flaking showing little in the way of metal wastage to the fixings or backing plates. All remaining fixings showed minor surface corrosion and all fixings were regarded serviceable. All fixings would benefit from cleaning off and a protective coating applied.
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RECOMMENDATIONS
At present access to the bilge sections is made difficult and slow by the excessive amount of retaining screws (23 in the panel which gives access to the keel fixings) and thought should be given to reducing this number. = DONE
To extend the life of the keel fixings all should be cleaned off, Treated with Phosphoric acid and a protective paint or epoxy coating applied. = DONE
STERN GEAR
A bronze three bladed propeller was found without visual defect with all blades ringing true when hammer tested. Although the retaining nut has a hole through it allowing a securing pin to pass through the shaft it is misaligned with the corresponding hole in the shaft and either the nut should be re-drilled or a tab washer fitted to prevent turning of the nut. The 1 inch stainless steel shaft, where seen, was in good condition and turned easily by hand and was judged straight.
Bronze “P” bracket was seen in good condition with no evidence of movement at the hull with internal bonding showed no defect. No discernible wear was evident at the cutlass bearing.
Shaft to gearbox coupling was seen in serviceable condition with all bolts tight.
The short stern tube showed no defect at the hull bonding and is fitted with a conventional stuffing box fitted with a remote greaser. The compression flange showed adequate take-up remaining with flexible hose in visually good condition and secure.
RECOMMENDATION
Fit a method of securing the propeller retaining nut.= DONE
CATHODIC PROTECTION
A shaft anode, fitted between the stern tube and P bracket showed 30% wasting and requires renewing prior to launch.
RECOMMENDATION
Renew shaft anode.= DONE
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STEERING GEAR
Semi balanced spade rudder is of GRP construction. Found fair with no evidence of grounding or previous major repair. The blade is made up from two moulded halves and the joint at the bottom of the leading edge of the blade is beginning to separate showing a 6cm split. Slight and acceptable wear was evident at the lower or upper bearings.
The laminated wooden tiller and stainless steel fitting was found in good condition and securely mounted at the stock with no wear evident at the hinge bolt. A tiller extension was found stowed in the quarter berth. Due to the high steel content (rudderstock and straps), accurate meter readings of the rudder blade cannot be taken.
RECOMMENDATION
Make good the split at the lower leading edge of the blade.= DONE
DECK AND COACHROOF
The deck and coachroof are of GRP balsa sandwich construction and finished in white gelcoat with a light grey gelcoat non slip surface on all horizontal areas.
The deck was found to be visually in good condition with no evidence of distortion or undue flexing. Hammer sounding found no evidence of defect and meter readings taken around fittings and at random points were consistent with the topsides and the core is considered to be in good condition and dry.
White gelcoat, where seen, showed early and surface UV degradation in places with isolated chips and shallow scratches noted. Minor stress fracturing of the gelcoat was evident around both opaque portlights to the toilet compartment. In general the gelcoat was regarded to be in reasonable condition and serviceable.
A GRP moulded lid at the chain locker was in seasonable condition and secure on its hinges. No securing catch is fitted.
Five mild steel bolts securing the laminate to the bulkhead in the locker which often corrode were in good condition having been paint coating protected. RECOMMENDATION
A catch should be fitted to the chain locker lid to secure the anchor and chain within the locker.
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HULL TO DECK JOINT
The deck is joined to the hull by way of bonding sealant and through bolted at the aluminium toe-rail. External inspection showed no defect and where internal inspection was possible at the chain and cockpit locker the joint was in good condition with no evidence of movement or leaks.
DECK FITTINGS
Stainless steel pulpit and split pushpits were in serviceable condition and are secured at the toerail by aluminium stanchion bases. Electrolytic corrosion has caused all pulpit and pushpit supports and aluminium stanchions to seize within the bases. At present all bases remain serviceable however over time the bases will crack as the corrosion expands and an effort should be made to free off the legs and stanchions to prevent this. Several of the aluminium stanchions are showing wear where the stainless steel guardwires pass through them and this has been addressed by plastic tubing being inserted into the stanchion holes. All stanchions are regarded as still serviceable and securely held at the bases. Guard-wires are in good order, correctly tensioned and secure.
Stainless steel stemhead fitting was seen in serviceable condition and properly secured by way of through bolting at the deck. Single bow roller was free to turn.
Silver anodised aluminium toe rail showed minor galvanic corrosion around most stainless steel fastenings. All sections remained secure and were regarded serviceable. Internal inspection found no defect at the deck join.
Two opening hatches with aluminium frames and acrylic glass are fitted to the coachroof and a single opening portlight is fitted in the cockpit to provide ventilation and light to the quarter berth. Both were found in good condition, securely mounted with hinges and catches serviceable. Acrylic glass showed early UV degradation however little in the way of strength has been lost. Non opening acrylic panels are fitted to the coachroof sides and provide light to the saloon. Both windows are in good condition and show no evidence of leaks. Two small opaque panels giving light to the toilet compartment were secure.
All winches were visually in good condition, securely mounted and turned freely without load however all would benefit from servicing.
All cleats, aluminium sheet tracks, cars, end stops and turning blocks were found serviceable and securely mounted. Teak grab rails at the coachroof were in a weathered state but judged secure and serviceable.
Rope deck tidies showed several seized sheaves and these should be freed off to ease friction and prevent wear to the aft leading lines.
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RECOMMENDATIONS
When time permits free off seized stanchions at their bases and refit with plastic isolators or an isolating compound such as Duralac.
Free off deck tidy sheaves.
COCKPIT
The cockpit is formed as part of the deck moulding and includes a gas locker and stowage locker incorporated in the starboard seat. Gelcoat surfaces showed minor UV degradation and was regarded to be in reasonable condition.
Teak floor gratings were of good fit and serviceable.
Locker lids were found in good condition with hinges and catches serviceable.
Two bulkhead mounted Plastimo compasses were visually in good condition with cards easily read and swung freely to a magnet.
Loose fitting GRP step panel rope tidy was in good order.
The GRP companionway hatch and two plywood washboards were serviceable and can be secured by way of a fitted lock. Protective coating to both washboards was in poor condition and would benefit from re-coating.
Stainless steel sprayhood frame was secure and serviceable.
Hinged stainless steel boarding ladder was seen serviceable and securely through bolted to backing pads.
GROUND TACKLE
The bower anchor, a 25lb CQR with a reported combination of 10m of 10mm chain and 50m of warp with the bitter end secured in the locker was seen stored in the foredeck locker. Chain to warp splice was serviceable.
A 7.5Kg Bruce anchor with a short length of 8mm chain and adequate warp was stowed in a stainless steel box at the pushpit.
Ground tackle was considered to be in serviceable condition and adequate for holding this vessel in normal conditions.
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MAST AND SPARS
9/10ths fractional rig was examined with the mast stepped, boom fitted and sails removed. All spars are constructed by Kemp in silver anodised aluminium.
The mast is deck stepped and held in an aluminium fitting supported by a wood compression post in conjunction with the main bulkhead. The compression post showed no defect and was secure at the deck and stiffener at the hull. The mast was judged to be straight fore and aft, with even bracing from the standing rigging. No bends, kinks or creases were obvious from deck level and no visible corrosion was seen as far as the single set of spreaders. The boom was assessed to be straight with the aluminium end fittings and gooseneck in good condition and all fittings secure.
Selden rigid kicker was secure and serviceable.
STANDING RIGGING
Standing rigging is of 1x19 stainless steel wire with swaged terminals. Forestay, cap shrouds and lowers are 7mm, with split backstays of 6mm 7x19mm and 5mm 1x19 wire. 4 to 1 rope backstay tensioner was serviceable.
Swaged ends, bottle screws, clevis pins and tangs were examined with a magnifying glass with no cracks or defects found. Split pins were of the correct size and serviceable. Talurit swages at the backstays showed no defect and were secured to the aft chain plates by stainless steel shackles with pins wire seized. No forestay furling gear was fitted.
It is reported that all standing rigging was replaced in 2007
RUNNING RIGGING
All halyards and lines where seen were of good quality, in a used but serviceable condition and free of chafe.
SAILS
Sails were found in a clean and dry condition and stowed below. Sails were not fully opened but were checked for condition of cloth and stitching with no defects noted. Both furling genoa and fully battened slab reefed mainsail were in a used condition but considered serviceable.
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Several other bagged sails were sighted onboard but not inspected.
CHAIN PLATES
The forestay is attached to a stainless steel deck fitting secured and through bolted at the stem.
Cap shrouds and lowers share a stainless steel deck fitting with long stainless steel plates through bolted at a substantial longitudinal wood stiffener at the inner hull. Aft stays are secured to stainless steel eye bolts through bolted at the transom. All plates were accessible, showed no movement or straining with no distortion seen at the deck points with no evidence of leaks.
SKIN FITTINGS & VALVES
All flush fitting skin fittings were accessible internally and were inspected visually and by hammer testing, found to be sound and securely bonded to the hull with the following observations.
Manual bilge pumps outlet ball valve located close to the fuel tank seized in the open position, double clipped.
Galley sink outlet located forward of the fuel tank in the cockpit locker ball valve free to turn and double clipped.
Toilet outlet ball valve outlet under saloon forward double clipped and seized in the open position.
Toilet inlet valve located under the toilet compartment sink free to turn and single clipped.
Both cockpit drains free to turn and double clipped.
Engine inlet free to turn and fitted with a bronze filter housing. Hoses where seen were found serviceable with no evidence of leaks. Depth and log transducers showed no defect.
RECOMMENDATIONS
All seized valves must be freed off or replaced.= DONE
All hose to valve tail connections must be double clipped.= DONE
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ENGINE
Reasonable access is gained through two panels behind the companionway steps with limited access to the rear of the engine and gearbox via removable panels in the cockpit locker. The three cylinder directly cooled Volvo Penta 2002 engine No.FL12924 and gearbox was visually in reasonable condition with surface rusting at the alternator pulley and bracket, around the thermostat housing and other isolated areas. Elsewhere the paint was generally well adhered. The engine is secured on GRP bearers by way of flexible mounts with little wear evident. The starboard forward mount shows heavy surface corrosion possibly from a leak at the thermostat housing.
All engine ancillaries were found to be securely fitted with hoses serviceable. Wiring loom is unsupported and requires securing and tidying.
Engine and gearbox oils were found to be clean and at correct levels.
The flexible hose exhaust system showed good installation practice incorporating a stainless steel water lock and a high loop. Hose was found serviceable with connections tight and no evidence of leaks. No strainer is fitted to the cooling water inlet.
Engine compartment bilge contained a small amount of water with salt crystals noted in the bilge below the thermostat housing.
Single lever control and throttle and gear cables operated normally and, where seen, were in good order.
A basic instrument panel is fitted in the cockpit locker
RECOMMENDATIONS
The engine would benefit from cleaning and surface rusting treated with a rust inhibitor prior to repainting.
Clean off, inspect for serviceability and apply a protective coating to the starboard forward engine mount
Investigate a possible leak at the thermostat housing.= DONE
Tidy and secure the wiring loom.
Thought should be given to the fitting of a filter at the water inlet.= DONE
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FUEL INSTALLATION
A single stainless diesel tank was secured in the cockpit locker and fitted with a shut off valve at the delivery pipe. The valve was free to turn and regarded serviceable. Limited inspection of one side and the top surface found no distortion or other defect. Filler hose was seen in good condition with connections double clipped.
Delivery and return is by way of copper pipe with approved flexible rubber hoses at the engine connections. A secondary filter incorporating a glass bowl showing fuel in a clean state was located close to the tank. A secondary filter is fitted at the engine.
GAS INSTALLATION
The dedicated gas locker is formed as part of the cockpit moulding and located in the starboard seat close to the galley. The locker is provided with adequate venting to atmosphere and provides stowage for two Camping Gas type bottles adequately secured by elastic chord.
The regulator and flexible hose connecting the regulator to the cooker were visually in good condition however the hose is date stamped 1999 and must be replaced with approved hose. A Plastimo Neptune 2000 cooker was visually in reasonable condition and secure on gimbals. Armoured flexible hose showed no defect.
No internal gas shut off valve is fitted.
RECOMMENDATIONS
Legislation now requires flexible gas hose to be replaced every five years and approved hose carries a replacement due date. The hose within the gas locker should now be replaced.
For safety reasons a shut off valve with easy access must be fitted in the galley area. If this proves difficult a possible easier solution would be to fit a 12v solenoid valve within the gas locker with the operating switch located close to the galley.
Thought should be given to the installation of a bubble glass or pressure gauge to allow regular tests for leaks.
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ELECTRICAL INSTALLATION
1 x service and 1 x engine start battery were secured in acid resistant boxes under the saloon forward port seating. Terminals were clean and tight and connected by adequately sized cabling in good condition. Service battery showed a voltage of 7.28 with the engine start battery 11.95v when tested with an AVO meter.
A rotary battery selection/isolator switch was visually in good condition and seen to function.
The distribution panel was visually in good condition with fused switches fitted with indicator lights. Switches were adequately labelled.
Cabling and connections, where seen, were in good condition and secured.
Using the engine start battery the following equipment was tested to the powering up stage.
Kelvin Hughes Husan 60 VHFHornet 4 sailing monitor with log and depthAutohelm depthBrooks and gatehouse wind speed and directionGarmin 120 GPSSelected interior lights were in working order.The fridge compressor located under the galley sink was seen to function.
Steaming and deck working light were seen to function. Bow and stern navigation lights failed to power up.
ST4000+ head unit powered up however the actuator arm was not connected and the unit was not tested.
A 30w flexible solar panel in visually good condition was found stowed below.
A Garmin555 plotter was listed in the inventory but not found onboard (a power cable and bracket were fitted beneath the sprayhood).
RECOMMENDATIONS
Fully charge both batteries and carry out a load test to determine the serviceability of the batteries. It is possible that both require replacing.= DONE (replaced leisure)
Investigate and make good navigation lights.
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SHORE POWER
No ring main is fitted
A lead with a shore power connection and a UK three pin socket was sighted onboard.
WATER INSTALLATION
2 x plastic tanks are listed in the inventory and it was assumed that they are located beneath the saloon port and starboard seating. Screwed down panels prevent sighting or inspection.
No 12v pressure pump is fitted with water being drawn by mechanical pumps.
No shower system is fitted.
All hoses where seen were in good order and secure.
TOILET INSTALLATION
A Jabsco toilet with vertical manual pump was securely mounted with no evidence of leaks. Pipework was not of sanitation standard however no smell or leaks were evident.
No holding tank is fitted. The system was not tested in any way.
BILGES
Screwed down sole boards throughout the vessel provide good access to the shallow bilge. Bilges were found in a dry and reasonably clean condition with limber holes clear. Paint coatings are peeling away in places and some areas would benefit from repainting.
No defects were noted.
BILGE PUMPS
A manual bilge pump fitted in the cockpit can be operated from the helm position. The hose is fitted with a strum box with pipework serviceable.
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A second manual bilge pump located in the quarter berth is fitted with a coil of hose fitted with a strum box and long enough to reach all bilge compartments.
Both pumps were heard to suck air when operated.
No 12v pump was fitted.
RECOMMENDATION
It is recommended that a 12v pump fitted with a float switch is fitted to protect the vessel from flooding when left unattended.
SAFETY EQUIPMENT
The following equipment was seen onboard;
4 person canister Plastimo ORC liferaft reported new in 2009. No last service or service due date was found.
1 x McMurdo G5 EPIRB with a battery replacement due date of December 2013.
1 x automatic gas inflated lifejacket with a badly corroded bottle.4 x manual gas inflated lifejackets.2 x safety strops.
1 x MOB rescue sling.
1 x red parachute flare, 2 x hand held red flares, 1 x white hand held flare. All had expiry dates of December 2013.
RECOMMENDATION
All lifejackets require servicing. = DONE
FIRE FIGHTING
2 x 0.8Kg BC dry powder fire extinguishers with manufacture dates of 2006 and 2007. A fire blanket was located close to the galley.
RECOMMENDATION
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A review of all personal and vessel safety equipment should be carried out. The RYA publication Small Boat Safety is a useful guide. = DONE
INTERIOR
Bulkheads are GRP bonded to the hull and showed no movement. Veneer faced furniture with teak trim showed no movement or defect and was in generally good condition showing little wear. Doors were of good fit. Saloon upholstery was seen in reasonable condition with several zips seized. The starboard seat cushion showed a tear of around 10cms long. Overhead panels were in generally good condition with hull linings in reasonable condition. Teak and holly veneered sole boards were of good fit and serviceable. Varnish to hardwood edgings was generally in good order however areas of high usage would benefit from re-coating.
GENERAL CONCLUSION
Skybird was built to a good standard with the use of good quality fittings. Considering that this vessel is approaching thirty years old she is regarded to be above average condition for her age and it is apparent that in the past she has benefitted from a regular maintenance schedule and been regularly upgraded. It is apparent that she is fitted out for racing and lacks some cruising comforts which should not be difficult to retro fit. Several Mediterranean countries demand that a holding tank is installed and depending on her cruising ground this may be a priority addition. No major defects or serious reservations have been found within the limitations of survey and the few defects found are easily addressed. Providing that a regular maintenance schedule remains in place Skybird should provide good service for many years.
This survey is submitted in good faith and is accurate to my best knowledge and belief. The details of the craft are as supplied by the broker and no guarantee is offered as to their accuracy. Any covered, unexposed or inaccessible parts of the vessel’s structure have not been inspected and the condition thereof is not to be assumed free from any defect or deterioration. Nothing in this report either expressed or implied is intended to suggest that the vessel is fit for any particular purpose or will comply with any national or local regulations.
I look forward to being of assistance, should you require clarification on any of the points contained in this report.
Signed ……………………………….
Kevan R Whittle
