i

PRE-PURCHASE SURVEY OF SAILING YACHT ******** WESTERLY 33 KETCH

Surveyor: Ian G. Fagg Ocean Marine Surveys Ltd 87Glendower Rd Peverell Plymouth Devon PL3 4LB www.oceanmarinesurveys.co.uk Office 01752 674573 Mobile 07773 797628

14th May 2012

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

i

TABLE OF CONTENTS ABOUT THIS SURVEY .............................................................................................1 LIMITATIONS ...............................................................................................................1 RECOMMENDATIONS ...................................................................................................2 CONDITIONS OF SURVEY .............................................................................................2 ITEMS INSPECTED IN THIS SURVEY (PRE-PURCHASE) ..................................................3 Hull, Deck & Structure ..........................................................................................3 Steering, Stern Gear and Skin Fittings ..................................................................3 On Deck .................................................................................................................3 Rig ..........................................................................................................................3 Safety......................................................................................................................3 Engine ....................................................................................................................3 Accommodation and Onboard Systems .................................................................3 HULL DECK & STRUCTURE..................................................................................4 DETAILS OF VESSEL ....................................................................................................4 GENERAL DESCRIPTION ..............................................................................................4 External..................................................................................................................4 Internal...................................................................................................................5 KEEL ...........................................................................................................................5 HULL BELOW WATERLINE ...........................................................................................7 MOISTURE READINGS AND OSMOSIS CHECK ................................................................9 TOPSIDES ABOVE WATERLINE INCLUDING RUBBING STRAKE ETC ..............................11 DECK MOULDING ......................................................................................................12 COACH ROOF.............................................................................................................13 COCKPIT ...................................................................................................................14 HULL DECK JOIN .......................................................................................................14 BULKHEADS AND STRUCTURAL STIFFENING INCLUDING INTERNAL MOULDINGS .......15 STEERING, STEERING GEAR, AND SKIN FITTINGS ETC...........................16 RUDDER AND STEERING ............................................................................................16 External................................................................................................................16 Internal.................................................................................................................16 STERN GEAR ..............................................................................................................19 External................................................................................................................19 Internal.................................................................................................................19 CATHODIC PROTECTION ............................................................................................19 SKIN FITTINGS AND OTHER THROUGH HULL APERTURES ...........................................20 Below waterline ...................................................................................................20 Above waterline ...................................................................................................22 ON DECK ...................................................................................................................22 MAIN COMPANIONWAY AND OTHER ACCESSES TO ACCOMMODATION ......................22 PORTS & WINDOWS ETC ............................................................................................23 PULPIT, PUSHPIT, STANCHIONS, LIFELINES AND JACKSTAYS .....................................23 RIGGING ATTACHMENT POINTS .................................................................................25 Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

ii

Main Mast ............................................................................................................25 Mizzen Mast .........................................................................................................25 GROUND TACKLE AND MOORING ARRANGEMENTS ....................................................25 OTHER DECK GEAR AND FITTINGS .............................................................................26 BOARDING LADDERS .................................................................................................26 RIG ..............................................................................................................................26 SPARS .......................................................................................................................26 Main mast.............................................................................................................26 Mizzen mast..........................................................................................................27 Boom ....................................................................................................................27 Other ....................................................................................................................27 STANDING RIGGING ...................................................................................................27 RUNNING RIGGING ....................................................................................................28 SAILS AND COVERS ETC.............................................................................................28 SAFETY......................................................................................................................29 NAVIGATION LIGHTS .................................................................................................29 BILGE PUMPING ARRANGEMENTS ..............................................................................29 FIRE FIGHTING EQUIPMENT .......................................................................................30 LIFE-SAVING EQUIPMENT ..........................................................................................30 ENGINE......................................................................................................................31 ENGINE AND INSTALLATION ......................................................................................31 Engine space ........................................................................................................31 Engine ..................................................................................................................32 FUEL SYSTEM ............................................................................................................34 ACCOMMODATION AND ON BOARD SYSTEMS ...........................................35 ACCOMMODATION GENERAL ....................................................................................35 GAS INSTALLATION ...................................................................................................35 Test results ...........................................................................................................36 Sources of further information.............................................................................37 FRESH WATER TANKS AND DELIVERY........................................................................37 HEADS ......................................................................................................................38 ELECTRICAL INSTALLATION ......................................................................................39 ELECTRONIC AND NAVIGATION EQUIPMENT ..............................................................40 HEATING AND REFRIGERATION .................................................................................40 ADDITIONAL EQUIPMENT ..........................................................................................40 RECOMMENDATIONS AND CONCLUSIONS...................................................41 LIST OF RECOMMENDATIONS.....................................................................................41 MAINTENANCE OVERVIEW ........................................................................................41 CONCLUSIONS ...........................................................................................................42 VALUATION ...............................................................................................................43

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

1

ABOUT THIS SURVEY LIMITATIONS 1.

I have not inspected any GRP structures or any other parts of the vessel, which are covered, unexposed or inaccessible and I am, therefore, unable to report that any such part of the vessel is free from defect.

2.

This is a confidential document and responsibility for the contents is only accepted by the undersigned to the above-mentioned client and his agents.

3.

This survey report gives no guarantees against faulty design, bad workmanship, latent defect or suitability for the vessel for a particular purpose. It also gives no guarantee that the vessel complies with any European or MCA directives if applicable (unless otherwise specified herein).

4.

None of the fastenings were drawn or removed for inspection unless specifically requested (unless otherwise specified herein).

5.

My engine inspection does not include any stripping or compression testing.

6.

Electrically operated pumps have been switched tested but no opinion is given in relation to their internal condition unless flow rate data can be provided.

7.

The electrical installation is limited to a general appraisal of the condition of wiring and includes switch testing of circuits. No opinion is given in relation to the design of the system, (unless otherwise specified herein).

8.

Fuel and water tanks have only been examined externally whilst in situ and no pressure testing or testing for contamination was carried out (unless otherwise specified herein).

9.

No stripping out of the vessels fixed linings was carried out (unless otherwise specified herein).

10. The masts, spars and rigging were examined with the masts as found. As the masts were found stepped, only the lower parts of the masts and rigging will have been examined. 11. My examination of sails is limited to sampling the condition of the fabric, stitching and rope work. No opinion is given in relation to their shape and degree of stretch. Spinnakers and lightweight running sails are not included in my examination. Sails are only examined if they are aboard at the time of the survey and laying them out will depend upon weather conditions.

12. The anchor chain is only partially removed for inspection unless it is specifically requested that the whole length should be flaked out. No opinion is given as to the chains compatibility with the associated windlass gypsy, if fitted.

13. Although the service dates of life saving equipment present at the time of the survey is noted in this report, my examination does not extend to an assessment of condition, or the condition of tenders and other movable items.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

2

RECOMMENDATIONS Categorisation of defects will be presented as follows: Recommendations (R) will be written in Red. These will be restricted to serious defects which should be rectified before the vessel is used, (or within a given time span if specified), and are items which may affect insurability. Suggestions (S) will be written in Blue. These are items that should be addressed in the near future in order to prevent further problems and/or to maintain value. If not addressed, these items may later become more serious safety or structural issues. Timescales may be applied. Cosmetics (C) will be written in Green. These are items that are purely cosmetic and have no relevance to safety or structure of the vessel. If addressed some of these items may enhance the vessels value or saleability. The items above are contained in the body of the report in order that they may be read in context. The (R) Recommendations are also listed as part of the conclusions at the end of the report. CONDITIONS OF SURVEY At the request of: **********, the following survey was carried out at ****** Yard, in ******** on the 14th May 2012. The purpose of my examination was to ascertain the vessels condition within the scope of a pre-purchase survey. Prior to my examination the vessel had been ashore for a period exceeding 6 months. It was not possible to obtain permission from the owner of the vessel to scrape back sample areas of antifoul for visual examination of the hull below the waterline, therefore my ability to comment on the presence of any visual signs of moisture related defects is limited. There was a large amount of equipment stored in port and starboard cockpit lockers as well as the lockers under the saloon seating and bow lockers, which to some extent hindered my examination. The survey was conducted over 2 days with the weather on the 2nd day being much more suitable for obtaining reliable moisture readings from the deck structure. No supporting documentation was available at the time of survey.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

3

ITEMS INSPECTED IN THIS SURVEY (PRE-PURCHASE) Hull, Deck & Structure 1. Details of vessel 2. General description, dimensions, registration etc. 3. Keel & attachment to hull 4. Hull below water line 5. Moisture readings and osmosis check 6. Topsides above waterline including rubbing strake etc. 7. Deck moulding 8. Coachroof 9. Cockpit 10. Hull/deck join 11. Bulkheads and structural stiffening including internal mouldings Steering, Stern Gear and Skin Fittings 12. Rudder and steering 13. Stern gear 14. Cathodic protection 15. Skin fittings and other through hulls On Deck 16. Main companion way and accesses to accommodation 17. Ports & windows etc. 18. Pulpit, pushpit, stanchions, lifelines and jackstays 19. Rigging attachment points 20. Ground tackle and mooring arrangements 21. Other deck gear and fittings 22. Davits & boarding ladders Rig 23. Spars 24. Standing rigging 25. Running rigging 26. Sails & covers etc. Safety 27. Navigation lights 28. Bilge pumping arrangements 29. Fire fighting equipment 30. Lifesaving and emergency equipment Engine 31. Engine & installation 32. Fuel System Accommodation and Onboard Systems 33. Accommodation general 34. Gas installation 35. Fresh water tanks and delivery 36. Heads 37. Electrical installation 38. Electronic and navigation equipment 39. Heating and refrigeration Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

4

HULL DECK & STRUCTURE DETAILS OF VESSEL Type

Ketch

Class Name

Westerly 33 Ketch

Designer

Laurent Giles

Builder

Westerly Yachts Ltd. (UK)

Year Built

1978

Construction

GRP

Engine

Leyland 90MKll 35Hp

Engine Year

Assumed to be original

Registration

SSR 119637

Principal dimensions

LOA

10.13m

Beam

3.40m

Draught

1.65m

There was a hull number printed into the transom on the port side as follows: S0U 2968 77 As the vessel was built by in the UK prior to 15th June 1998 there was no requirement for it to meet the standards of the Recreational Craft Directive (RCD), hence no such documentation is available. No documentation of the vessels VAT status was available at the time of the survey. Documentation of the tax status should be sought. GENERAL DESCRIPTION External The hull of this vessel has been constructed from GRP using a combination of chopped strand mat and woven rovings. The hull is of medium to heavy displacement consistent with the design of a family cruiser. The keel is a traditional fin keel but with a reasonably long foot in contact with the hull and bolted to a moulded stub integral with the hull which continues aft to a fairing piece forward of the rudder. The spade rudder is unsupported by any structure other than the rudderstock, now typical of modern yacht design. The purpose of the aforementioned faring forward of the rudder is to prevent lines becoming trapped between the top of the rudder blade and the hull, as well as to provide some protection to the top of the blade itself. This item should not be confused with a skeg, which provides additional support to the rudder itself. The deck is of GRP balsa core construction with coachroof, doghouse and selfdraining centre cockpit integral with the moulding. There are large cockpit lockers to port and starboard side of the cockpit. Access to the main cabin is through a Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

5

companionway with a moulded sliding hatch and tinted washboards either of acrylic or polycarbonate. Access to the aft cabin is the same arrangement at the aft end of the cockpit. There is no access from the aft cabin to the main cabin internally. Internal The main cabin is of traditional layout with a chart table port aft and a galley starboard aft. The saloon seating has pullouts to make a double bed and the large table has folding leaves for easy access through to the forepeak. The single head is forward of the saloon to port incorporating a shower with a teak grate and moulded sump. Opposite the head to starboard is a large hanging/wet locker. The forward cabin is comprised of a V berth with a small fill in section to make one large double bed. To starboard is another large hanging locker. Access to the anchor locker is through an inspection hatch at the forward end of the forepeak. The aft cabin is comprised of two single berths outboard. The engine is located below the cockpit sole. KEEL The vessel was inspected standing on her keel with studs not in tension; therefore I am unable to comment on whether or not there may be any movement in the keel when the vessel is lifted. The fin keel is of cast iron, attached to the hulls moulded stub with stainless steel studs and nuts, each nut with an individual backing plate. Keel was seen lying fair to the hull. The bottom surface of the keel has little or no paint remaining and has clearly been like this for some time, typically this area is very difficult to maintain due to access when the boat is ashore. There are also areas on the side of the keel where paint is failing to adhere and corrosion is visible. (See picture).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

6

Further to this, the hull to keel joint is weeping corrosion suggesting that the sealant in this area is beginning to fail and should be raked out and replaced. (See picture).

(C) Light corrosion in way of keel can be dealt with in a number of ways depending on the desired finish. The simple remedy will be to grind the surface to remove rusted areas and refinish with a suitable primer and antifouling. If a performance style finish is desired, the surface can be grit blasted, epoxy coated and faired to a high quality surface. The additional benefit of epoxy coating is that it will resist further rusting for a longer duration than a cheaper remedial system. (S) The gap between the keel and the hull stub should be raked out. The steel surface should be prepared being careful not to damage the surface of the gelcoat on the stub and then primed and filled with a suitable Polysulfide sealant before over coating. The loads from the keel are distributed into the hull through a series of plywood transverse members laminated into the hull, as well as two heavy longitudinal members port and starboard laminated into the hull in the same manner. There is evidence of a number of repairs to the transverse members suggesting some de-bonding of these members has taken place in the past. (See picture on next page).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

7

All of these repairs were hammer sounded, revealing that minor voids are present in the following repairs: Counting from the aft fwd, Port numbers 2 & 3 and Starboard number 3. At this time it can be considered that these voids are superficial as there is no evidence of failure i.e. cracking or peeling, however this area should be closely monitored and if cracking or peeling does occur, consideration will need to be given to undertaking a more substantial laminate repair. This model does not have a reputation for catastrophic keel failure and it is important to keep this in proportion. (S) Repairs in way of keel web. Monitor the areas identified in this report, if cracking or peeling becomes evident consideration should be given to suitable, more substantial repair. Inspection of the keel bolts was difficult, as little or no attention has recently been given to maintenance of this area. Scraping the dirt from around two of the keel bolts chosen at random, revealed them to be in good condition with no evident signs of seepage. HULL BELOW WATERLINE The hull is of solid monolithic construction (single skin) throughout, reinforced with a series of longitudinal stringers, transverse frames and bulkheads laminated in to the outer skin. This type of hull construction is particularly durable. On inspection there were no evident signs of impact, repair, or any stress crazing in way of internal structures or keel. According to the broker details the vessel was given a preventative epoxy coating in 2006. As this treatment was only preventative it is unlikely to have any warranty associated with the work done, further to this any warranty would be unlikely to extend beyond 5 years. In one or two areas where the antifoul has flaked off the hull, it was possible to see what may be a barrier coat, but without permission to scrape Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

8

back the antifoul as would typically be done in this inspection, I am not able to confirm this. Light hammer sounding, (not heavy enough to damage the gelcoat) did not reveal any delamination or voids. On inspection it was noted that there are large areas where antifoul has failed to adhere and appear on the surface like a rash. (See picture)

Again, without being able to scrape back this area for further inspection, it is very difficult to quantify this defect. It should be noted that these “pits” are not accompanied by any raised blistering commensurate with osmosis but are more likely to be commensurate with poor adhesion of a previous layer of antifoul, some possibly incompatible with others, that has since been over coated. Once again I must stress that to properly evaluate this issue it will be necessary to scrape back sample areas of the antifoul and make a full investigation. (S) Seek permission from owner to scrape back sample areas of antifoul to fully investigate surface pitting in way of antifoul. There is a slight build up of old antifoul, which is beginning to flake off. (See picture on next page).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

9

At this stage complete removal of the antifoul is not necessary, but localised areas of flaking should be removed and cleaned up before over coating. Should full removal of the antifoul be desired, it is important to note that although many boatyards offer the removal of old antifouling by slurry blasting, gelcoat or epoxy coatings can easily become damaged during this process and is therefore strongly not recommended. MOISTURE READINGS AND OSMOSIS CHECK Moisture readings were taken at random in approximately 15 areas per side using a capacitance type moisture meter of Sovereign Quantum type, this operating in both shallow and deep reading modes. As permission from the owner could not be obtained to scrape away areas of the antifoul, the readings were taken through the coatings. However, as the vessel has been on the hard for a period now exceeding 6 months the coatings have had sufficient time to dry out and as such the readings can be considered accurate. The meter was first checked for correct calibration. The readings are on a relative scale and do not express moisture content as a percentage of dry weight. Readings were taken both above and below waterline in order to obtain a comparison. High moisture content is not generally a structural defect, and is to be expected in older boats. However where some moisture has been absorbed the likelihood of moisture related problems occurring is higher, and the actual state of the laminate cannot be completely guaranteed without destructive testing followed by chemical analysis. The opinion given in this survey is based on all the evidence available at the time but without destructive testing.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

10

The weather conditions prevailing when the readings were as follows: Air temperature

11.3 C

Surface temperature

12.0 C

Relative humidity

71.6%

In summary conditions for obtaining moisture readings were satisfactory

Readings were as follows: Meter

Range below waterline

Range above waterline

Sovereign Quantum, scale 0 – 100

25 - 33

15 - 18

Deep mode

No appreciable increase

No appreciable increase

The moisture levels in the laminate below the waterline are at a point where the risk of moisture related defects developing is now significant. Although there was no visible evidence of defects noted through the antifoul, it is quite possible that scraping the antifoul back may reveal defects undetectable within the constraints of this survey. Concerning the preventative barrier coat applied in 2006, it would be useful to ascertain weather or not any drying of the laminate was allowed to take place prior to its application, or weather there is any documentation of moisture readings taken at the time of application. It is best practice not to apply preventative barrier coats with moisture readings in excess of 20 on the Sovereign Quantum scale, but commonly they are. It may be possible to obtain this information from the yard that undertook the work if the work was done professionally and as such would be useful information in helping to determine the condition of the laminate. At this stage and without further investigation, it is impossible to fully evaluate the state of the laminate and whether or not remedial work will necessary at any time in the near future. It is important to note that high moisture content in isolation is not a defect. Many boats with high moisture content remain sound for a number of years before any visibly detectable defects become apparent. Always storing the boat ashore during the winter months to allow a period of drying will help to maintain the hulls present condition and delay the requirement for any remedial work. Lastly, it should be noted that moisture readings in this range are commensurate with boats of this age constructed with the older orthopthalic resins. (S) Again, permission from the owner should be sought to continue with a thorough examination of the hull surface to determine whether or not any visibly detectable signs of moisture defects exist and any documentation available on the barrier coating in 2006 should be sought.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

11

There is one localised area surrounding the heads outlet (port side) where the moisture levels are raised and the antifoul is failing to adhere. Again this area should be scraped back and allowed to dry before recoating. There is no evidence of seepage from the associated seacock inside the boat and raised moisture readings in areas surrounding through hull fittings are common on boats of this age. (S) Remove antifoul from around the heads outlet fitting and allow to dry before recoating. TOPSIDES ABOVE WATERLINE INCLUDING RUBBING STRAKE ETC The condition of the topsides is above average for a vessel of this age. I suspect the original gelcoat finish has been buffed in the last year or two and there are only a few areas of damage that are of any significance as follows: There is an area where a repair has been made Starboard side on the knuckle approximately 1m aft of the stem. Although the repair finish is not perfect, light hammer sounding did not reveal any issues with the quality of this repair and moisture readings on both shallow and deep mode did not reveal any increased moisture content. Access for examination on the inside of the hull was not possible in this area. (See picture).

Just below the above repair, there is a small area of impact damage about the size of a 5 pence piece that requires a small repair to prevent moisture ingress into the laminate. This looks like the boat has perhaps been rubbed against a pontoon during a docking manoeuvre as a blunt scratch extends fore and aft approximately 30cm. The moisture meter did not reveal elevated moisture readings in this area. (See picture on next page).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

12

(S) Impact damage in way of bow starboard side, repair to prevent any moisture ingress into the laminate. Lastly, the stem has been refinished at some point, however various prior damage can still be seen beneath and through the finish. Light hammer sounding demonstrated these repairs are sound and no elevated moisture levels were noted. Other than this, there are a few small knocks and scratches commensurate with average use of a vessel this age. There is a timber rubbing strake in fair condition attached in way of the hull deck joint. There is one large gouge on the starboard side just aft of amidships, further to this, the scarf joint on the port side amidships is separating and should be glued and re-fastened. DECK MOULDING The deck is of sandwich construction utilizing a balsa core for stiffening. Plywood has been incorporated in way of load bearing fittings. Deck was found firm underfoot. Light hammer sounding (not hard enough to damage gelcoat), did not reveal any signs of delamination. There are a number of areas of minor stress crazing in way of load bearing fittings as follows: Mizzen fore stay attachment point Port Mainmast diagonal attachment point Port Mainmast diagonal attachment point Starboard Cleat Port side aft Base of stanchion 4 (counting fwd from aft). Small chip from stanchion 3 Starboard side. Anchor fluke support/retainer Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

13

Moisture readings were taken in all of the locations above revealing that some raised moisture levels in way of the main mast diagonal “U” bolt were present in a very localised area around the fitting suggesting moisture ingress at this point. (See picture).

(S) The area of crazing in way of the main mast diagonal “U” bolt, should be “V”d out using the pointed edge of a triangular scraper or similar, filled with gelcoat filler and then recoated to prevent further moisture ingress into this area. Further to this there is an area outboard of the fair lead forward on the Starboard side that appears to have suffered some impact damage. Hammer sounding in this area did not reveal any delamination and moisture readings were consistent with the surrounding deck area. Again this crazing is light and not considered to be extending into the laminate. The deck is finished in a no slip blue deck paint found in good condition. COACH ROOF The coach roof is of GRP sandwich construction integral with the deck moulding, utilising end grain balsa for stiffening. Plywood has been incorporated in way of load bearing fittings. The condition of the coach roof is good for a boat of this age and was found firm underfoot. Light hammer sounding revealed no signs of delamination. No discernible distortion was present in way of mast foot. The hand rails mounted on the coach roof are made of teak and left bare. Although slightly worn commensurate with a boat of this age, they were found secure. The life raft was found secure on deck on a stainless steel bracket with a secure locking mechanism. Although this locking mechanism is a nice security feature one must ensure that the padlock is removed when the vessel is underway.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

14

COCKPIT The self-draining centre cockpit is also integral with the deck moulding and found in fair condition for a boat of this age. Unlike the deck, the cockpit seats are finished in brown treadmaster which is beginning to peel at the edges. There are 2 large cockpit lockers one on each side of the cockpit large enough for sail and dinghy storage. The locker lids are in fair condition although there is some stress crazing and minor cracking along the front edge. (See picture on next page).

These lids are secured by a full-length stainless piano hinge along the top edge found in good condition, however the gasket seals are worn, missing in places and in need of replacement. Each locker has 2 lockable latches all found secure. (S) Gaskets in way of cockpit lockers should be replaced. The cockpit floor has a 3 part teak grate in good condition. It is possible that this grate is not original; alternatively the original grate may have been sanded to achieve the current finish. Unfortunately there is one large chip out of one of the planks in the forward most of these sections. Beneath the central section is a large access hatch for the main engine. I was unable to inspect the condition of the seal of this access panel in the time I had, but it should be noted that the integrity of this seal is very important to prevent water ingress into the engine compartment. HULL DECK JOIN The hull to deck join is bonded and over laminated. Access is limited but where visible it was found in good condition with no signs of any leaks.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

15

BULKHEADS AND STRUCTURAL STIFFENING INCLUDING INTERNAL MOULDINGS A number of components contribute to the overall structure: 1). The shell mouldings are substantial as are typically found in boat of this era. 2). The area around the keel is stiffened by a number of transverse plywood members as well as large longitudinal members laminated into the hull forming a web across the keel root. 3). Midship sections are stiffened using various transverse members integral with the saloon seating arrangement, part bulkheads and moulded GRP stringers running the full length of the hull. 4). Primary plywood bulkheads are laminated into the hull in the same manner as the rest of the structure. As such this arrangement creates a very robust structure and other than the aforementioned repairs to the transverse members across the keel, wherever accessible the structure was examined and no defects were noted. Mainmast compression loadings are distributed down to the hull just forward of the keel via a solid timber compression post. There are no signs of any stress crazing, fracturing or settlement in this area. Mizzen mast compression loadings are transferred into the hull via the steering pedestal structure which is landed on a heavy plywood beam laminated in under the cockpit sole. This beam is supported either end by the longitudinal members forming the sides of the engine compartment. It was noted that the pedestal structure is sagging under the loads of the mizzen compression, to the extent that a large amount of stress crazing is visible where the vertical section of the pedestal meets the horizontal member. The area in way of this junction was lightly hammer sounded revealing that no delamination is currently taking place in this structure. On inspection inside the steering pedestal, it was noted that on the forward edge of the vertical section two overlapping laminations are poorly bonded which I suspect were present from the original build. It would be possible to reinforce the whole pedestal in this area by laminating cloth onto the inside of the steering pedestal helping to prevent further sagging. However, given that this structure has already withstood 34 years of mast compression loadings, I don't believe it is about to fail catastrophically. Should it be intended to use this vessel for extended cruising, the issue becomes of greater importance, heavy weather sailing with the mizzen sail set will increase the loadings in this area significantly. (S) Monitor steering pedestal in way of area where vertical section meets the horizontal beam. If continued deterioration is evident in this area consider methods of reinforcing this junction such as are outlined in this report.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

16

The bilge area was found mostly dry except for a small amount of water on the centreline just forward of the engine compartment. I am unable to comment on whether or not the boat is completely watertight without examining her afloat. It was noted that there is a fresh water filter close to this area forward of the engine compartment on which the housing was loose.

STEERING, STEERING GEAR, AND SKIN FITTINGS ETC. RUDDER AND STEERING External The unsupported spade rudder is moulded around a stainless steel stock. There were no signs of any splitting around the edges of the moulded structure and when loaded with the wheel tied in position no movement was noted around the stock itself. When rocked fore and aft and from side to side no undue play was noted in the bushings. The moisture readings taken from the rudder were of no concern and much as one would expect from this type of structure. The stainless steel stern tube is built with a flange that sits outside the hull and is through bolted. It was noted that only one bolt was used during the construction of this assembly and the flange is not lying tight to the hull moulding. (See picture).

Internal From inside a vessel the stern tube can be seen over laminated where it enters the hull. This over lamination is unlikely to be original and has been done to prevent water ingress in this area. However, slight staining can be seen running down the outside of this lamination suggesting seepage. (See picture)

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

17

Further to this, in the base of the moulding, salt water is present. The area of this lamination was hammer sounded which determined that the GRP was still adhering well to the tube; I am therefore not concerned about the structural integrity of this item. It may be possible to improve this situation if the flange-retaining bolt can be drawn, the gap between the flange and the hull cleaned out such that new polysulphide sealant can be inserted and the bolt re-bedded and tightened. Alternatively consideration can be given to grinding back some of the existing over lamination and re-laminating onto the rudder tube. Another possibility is that water is entering this compartment via the top of the tube when the vessel is under power or pitching in a heavy sea when the top of the tube falls below the water line. (S) Seepage in way of rudder tube, monitor and consider a suitable repair method to prevent further water ingress. The steering quadrant was of stainless steel construction and found to be very robust. It was noted that 2 of the retaining bolts at the forward end of this structure were missing having never been installed during the build. However there is no evidence of any movement present. It was noted that the steering cables used in this system are 1 x 19 stainless steel wire as used in the rigging. This wire is unsuitable for use as steering cable as it does not have the required flexibility of the 7 x 19 wire that should be used. Although the 1 x 19 was found in good condition it should be replaced. (S) Steering cable should be replaced with appropriate gauge 7 x 19 wire at the soonest opportunity. Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

18

It was noted that the aluminium bracket for the Raymarine rudder angle sensor associated with the autopilot was missing one of its 2 retaining bolts. (See picture).

Further to this, on the port side of this bracket the wire to the Raymarine rudder angle sensor is trapped in a position where it may become chafed as the rudder is moved from side to side. (See picture).

(S) Bolt for aluminium bracket associated with rudder angle sensor should be replaced and wire relocated to an area where it cannot be damaged by the movement of the quadrant. Emergency tiller arm was seen aboard in aft cabin in locker under the bunk to starboard.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

19

There was a small amount of play in the steering system enabling the wheel to be rotated through about 5° before moving the quadrant however this is of little consequence. The cables should be maintained with enough tension to prevent them from jumping off the quadrant but with not so much as to cause undue stress on the steering system. There was a small amount of play present in the axle of the helm wheel, but again of little consequence. No wheel locking mechanism could be identified. STERN GEAR External The fixed RH 3 bladed propeller is of manganese bronze and found secure on shaft held in place by a through drilled nut and shaft with a split pin preventing the nut from turning. Although there is no damage to the propeller it is showing signs of dezincification. It would be appropriate to monitor the condition of the propeller from season to season and eventually a replacement will be required, but as this is not a high torque drivetrain, continued use of this propeller is acceptable. Although the shaft can be easily rotated it was noted that the cutlass bearing is well past due for replacement and may well be causing some serious vibration when in use. Further to this it should be noted that when the shaft is drawn there might be wear in the shaft itself. (R) The cutlass bearing needs to be replaced before continued use of the vessel. The propeller shaft is of good quality stainless steel and found in good condition where visible. There is a rope cutter present on the shaft forward of the propeller also found in good condition. Internal 1. The stern gland consists of a stuffing box found secure on the stern tube. 2. Stern tube seen secure in hull. 3. There is no flexible coupling associated with the joint between the shaft and the gearbox, so accurate alignment is essential to prevent wear to the cutlass bearing. When the cutlass bearing is replaced it may be a good time to check this alignment. And consideration could be given to the installation of a flexible coupling to reduce vibration. CATHODIC PROTECTION Cathodic protection is supplied by a stud-mounted anode in the area of the engine compartment. It was noted that the wire connecting the gearbox to this system has come loose so there is currently no cathodic protection to the engine, gearbox, shaft, or propeller. (R) Grounding wire in way of gearbox should be renewed and re-attached. It should then be established that continuity exists between the propeller and stud-mounted anode. Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

20

The stern tube relies on a separate grounding wire found intact. SKIN FITTINGS AND OTHER THROUGH HULL APERTURES No skin fittings or valves were dismantled as part of this survey but the following routine tests were carried out: 1. 2. 3. 4.

Examination from outside and inside the boat. All valves opened and closed to their full extent where possible. Any fixing bolts hammer tested where accessible. Bodies of the valves or seacocks tested with a hammer inside the boat and external parts hammer tested outside the boat. 5. Fittings aggressively tested inside the boat for security in the hull. 6. Hose clips inspected and hoses aggressively tested for security. 7. Skin fittings scraped back to bright metal to ascertain condition.

Important note: the ball valve used in this boat for the galley outlet and heads sink outlet which are below the waterline are believed to be made from forged brass to the European standard CW617N. Whilst these valves are in very common use ordinarily, brass such as this is subject to dezincification in seawater. The ISO standard relating to metallic valves and skin fittings below the waterline, ISO 9093 – 1, only requires the valves and associated fittings to have a service life of 5 years in terms of corrosion resistance. Although the ball valves passed all the tests, consideration should be given to replacing them with DZR (dezincification resistant brass) or bronze both of which have a much longer potential life. When external flanges were scraped back they were found bright with no signs of dezincification and therefore are assumed to be bronze. Below waterline 1. Engine cooling water intake, original bronze seacock incorporating a strainer. Found secure in hull with 2 hose clamps on the engine cooling hose. Located in engine compartment. 2. 2 x cockpit drains to original Blakes seacock. Found secure in hull but both seized. Only one hose clamp on each. Located in engine compartment. 3. Galley sink outlet, original bronze through hull fitting with new non-DZR ball valve. Found secure in hull. Located under galley stove. 4. Heads outlet, original Blakes seacock. Found secure in hull but seized, with only one hose clamp present. Located under sink in heads compartment. 5. Heads inlet, original Blakes seacock. Found secure in hull, with only one hose clamp present. Located under sink in heads compartment.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

21

6. Heads sink outlet, original bronze through hull fitting with new non-DZR ball valve. Found secure in hull. Located under sink in heads compartment. (R) The 3 Blakes seacocks which are seized need to be freed up and serviced. There is no reason to believe that these items will not become fully operational after some good maintenance. (S) Consideration should begin to replacing the non-DZR ball valve fittings with either bronze or dezincification resistant fittings. Also consideration should be given to adding an additional hose clamp to all of the underwater water hoses with only one clamp present, where possible. Echo sounder and log transducers found secure in hull under the floor between the heads and hanging locker. However, these are plastic fittings consisting of a large threaded body with an external flange and secured in the hull utilising a large plastic nut located in the body. Fittings are secure and flanges intact but there have been a few incidents involving this type of fitting where the external flange has sheared off allowing the body of the fitting to come loose leaving a 1.5 inch hole. This is rare but all un-reinforced plastics such as this will deteriorate over time and the life of the fitting is largely dependent on the amount of tension it has endured since being fitted in the first place. It is therefore prudent to apply a light GRP lamination or epoxy fillet over the securing nut and onto the surrounding hull surface inside the boat in order that the fitting remains in situ should the flange shear off. Obviously the flanges should be inspected whenever the opportunity arises. In addition to this are 3 old transducers that remain in the hull but are now obsolete. 2 of these are under the floor just forward of the table the 3rd under the floor close to the chart table. The unit under the floor forward of the table on the port side, the purpose of which was probably for an old Sum log, comprises of a rather corroded looking pipe fitting with associated hose, containing a wire, laminated into the hull moulding. (See picture).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

22

Given that this fitting is now obsolete it would be prudent to remove it and permanently close this hole. (S) Remove corroded obsolete transducer fitting and permanently close up this hole. Above waterline 1. Plastic skin fitting associated with gas locker. Found secure in hull. 2. Shower sump outlet: original bronze skin fitting with new non-DZR ball valve. Found secure in hull. Note: the use of non-DZR fittings above the waterline is of much less significance than those used below the waterline. 3. Manual bilge pump outlet: plastic skin fitting. Found secure in hull located in cockpit locker port side. 4. Electric bilge pump outlet: plastic skin fitting. Found secure in hull located in cockpit locker port side.

ON DECK MAIN COMPANIONWAY AND OTHER ACCESSES TO ACCOMMODATION The Main companionway comprises of a moulded sliding hatch on aluminium runners and was found sliding smoothly fore and aft. The washboards are believed to be made from either polycarbonate or acrylic. It is possible that these washboards are a recent addition as they are in very good condition showing no signs of crazing or deterioration. A locking mechanism is integral with the washboards. Note, there is a crack in the wooden sliders for the washboards to the starboard side of the companionway. (See picture).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

23

The companionway to the aft cabin is the same system as above and in good condition. PORTS & WINDOWS ETC There are 5 windows each side of the coach roof, 3 of these are glass with aluminium frame construction and appear to be fairly recent as there is almost no corrosion inside or out. These aluminium portholes are of opening type, 2 forward of the main bulkhead and one per side of the aft cabin. No leaking or seepage was noted. The other 2 windows each side of the main saloon are glass with a stainless steel frame, these are beginning to show signs of deterioration and seepage. (See picture on next page).

At present there is no signs of major water ingress, damage or staining to woodwork, but consideration may want to be given to the integrity of these fittings before any damage is caused. (S) Consideration should be given to the integrity of the 2 steel framed windows either side of the main saloon. PULPIT, PUSHPIT, STANCHIONS, LIFELINES AND JACKSTAYS Pulpit: The pulpit is a stainless steel construction and through bolted onto the deck. It was noted that the aft most feet of this structure were not lying tight to the hull and a large amount of sealant has been used in an attempt to prevent water ingress. Further to this when the pulpit is moved from side to side a large amount of movement can be seen in way of the feet.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

24

(S) Movement in way of pulpit. Consideration should be given to re-bedding this structure with a quality mastic such as 3M 101 or an appropriate Sikaflex product. Pushpit: The pushpit is a stainless steel structure and through bolted onto the deck. Although this has been much more satisfactorily mounted than the pulpit, I was able to insert a feeler gauge under the foot immediately to starboard of the centre line. Further to this a large ding was found on the forward most part of the structure, starboard side. (S) Foot in way of pushpit. It may be possible to re-bed this item without full removal of the pushpit, either way an attempt should be made to prevent water ingress to the deck in this area and perhaps a simple bead of silicon will be sufficient. Stanchions: Counting from the aft forwards, port side the base of stanchion 1 is cracked and should be replaced. (See picture).

Stanchion number 2 port side is slightly loose and may benefit from re-bedding. Guard wire is of a non-plastic coated type. Port side top has been damaged possibly during a docking manoeuvre, no strands have broken out but this is rather unsightly. All fittings fore and aft were found secure. (R) Stanchion foot number one on port side should be replaced. Jackstays: “U” bolt fittings for Jack stays were noted both fore and aft. These fittings were crowbar tested and found secure in hull. Webbing Jack stays noted in the starboard cockpit locker and in seen serviceable condition. There are further “U” bolts either side of the companionway both fore and aft, all found secure.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

25

Antenna masts: 1 x Garmin, mushroom style GPS antenna secure on rail aft. 1 x NASA Marine Navtex receiver, one of the screw fittings has slightly cracked the rail mount. RIGGING ATTACHMENT POINTS Main Mast 1. Cap shrouds: these consist of stainless steel “U” bolts mounted through the deck either side of the main structural bulkhead. A stainless steel knee is bolted to each shank of this “U” bolt, these then bolted to each other through the bulkhead itself. There was no evidence of seepage from this arrangement. All visible bolts were hammer tested and found secure. “U” bolts on deck were crowbar tested and no movement was noted. 2. Lowers: these consist of stainless steel ”U” bolts mounted through the deck onto a stainless steel tie rod that continues down to a knee laminated onto a stringer. I was unable to hammer test any of the bolts in this arrangement. “U” bolts on deck were crowbar tested and no movement was noted. 3. Forestay: the forestay is attached to a stem head fitting integral with the anchor roller. This carries a strap part way down the stem of the boat and is through bolted into the hull. 4. Inner forestay: this is carried down to a plate through bolted onto the forward face of the coach roof. Although there is a slight gap beneath this fitting the through bolted areas are lying tight to the coach roof and there is no evidence of any stress or cracking in either the fitting or the coach roof itself. As such this fitting can be considered secure. 5. Backstay bridles: these are carried down to plates through bolted into the side of the coaming in way of the aft cabin. Bolts on the inside the cabin could not be accessed but no signs of movement or stressing were noted. Mizzen Mast 1. Aft shrouds: these are carried down to the same plates as the mainmast backstay bridles. 2. Forward shrouds: are carried down to “U” bolts through bolted into the cockpit combing. These were crowbar tested and found secure. GROUND TACKLE AND MOORING ARRANGEMENTS 1. Main anchor: the main anchor is a 45 lb CQR that has clearly seen a fair amount of use. The length of chain associated was undetermined and bitter end not established. The chain links were measured at 8 mm. Galvanised shackle on the anchor was not seized. 2. The 5kg kedge anchor was found in the locker under the starboard bunk in the aft cabin. A short length of chain is associated with this anchor as well as a generous amount of warp. 3. A fairly new looking Lofrans Tigress anchor windlass is mounted on the bow. I was unable to operate this system although I believe it may not operate without the engine running. I did note that when operating the up and down buttons the solenoid was engaging. The solenoid itself is mounted in the anchor locker and is Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

26

being subjected to the humidity and dampness in this area. It would be advisable to protect this unit by mounting it inside a protective box, or moving it to another location altogether. It was also noted that when the hole was drilled in the deck for the hawse pipe, no attention was given to sealing the exposed balsa core. It would be advisable to dig out a small amount of the core around this hole and fill with some thickened epoxy to prevent moisture ingress into the deck structure. 4. There are a total of 6 anodised aluminium mooring cleats, 2 forward with associated fair leads, 2 amidships and 2 aft. All found secure in deck and where visible adequate backing plates were noted. 5. Stem head fitting comprises of twin anchor roller, both rollers are free although the one in use on the starboard side is somewhat worn. There is a provision integral with this structure for securing the anchor when underway. (S) Consideration should be given to preventing moisture ingress into the core structure in way of the hole for the hause pipe. OTHER DECK GEAR AND FITTINGS There are 4 winches 2 either side of the cockpit for jib sheets and spinnaker control. A further two winches are installed, one either side of the companionway. The primary winches have retro fitted self-tailing units, often considered of little use. All other deck fittings, turning blocks, clutches, etc were found operational and secure in deck with adequate backing plates noted where visible. Condition of these fittings is commensurate with the age of the vessel. BOARDING LADDERS

There is a stainless steel boarding ladder mounted on the transom with a leg that folds down into the water. Some light crazing was noticed around the uppermost starboard side mounting, however this is extremely minor and of little consequence.

RIG SPARS Main mast The mast was examined stepped and therefore my examination was limited to the accessible area extending 2 m above deck level. The deck stepped mast is made by Proctor and finished in gold anodising which is beginning to show signs of ageing commensurate with the age of this vessel. There is some light corrosion in way of rivets and fittings attached to the mast but none of this is of any great significance. The mast is a single spreader rig, spreader brackets seen lying tight to the mast. The spreaders are positioned at a satisfactory angle and although there is some movement of the spreaders within the brackets this is of little consequence and commonplace

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

27

with this design. The rigging was aggressively swigged and no undue movement was noted. Mizzen mast As above Boom The main boom and mizzen boom are finished in the same gold anodising showing only slight corrosion, again commensurate with a vessel of this age. On examination it was noted that a large amount of play was present in the main boom gooseneck fitting. It would appear that the original pin has been changed for a threaded eyebolt. Although this arrangement is satisfactory it may be possible to improve the system by adding a tubular sleeve over the bolt in the area where the bolt passes through the toggle attached to the boom.

The reefing system comprises of rams horns for the luff cringles and a reefing line led back to the cockpit for the leech cringles. Other Spinnaker pole is of the same anodised aluminium construction found in good condition and spring-loaded gates opening and closing smoothly. STANDING RIGGING The mast head rig was set up hard as it would be when in use, utilising 1 by 19 stainless rigging wire with swaged terminals. Bottle screws associated with the mainmast are chrome plated bronze and of closed construction, those associated with the mizzen mast are stainless steel and also of closed construction. There is no information on the age of the rigging but my examination limited to 2 m above deck level revealed no defects. It was noted however, that one of the swaged terminals at Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

28

the top end of the mainmast diagonal starboard side is slightly banana shaped. It is likely that the crimping machine that swaged this terminal caused this defect, it is now advisable at the soonest opportunity to closely inspect this terminal in particular. Given that the age of the rigging is unknown, it would be advisable that a full rig inspection be performed with the mast un-stepped. (S) Consideration should be given to having a full rig inspection with the mast unstepped and in particular a close inspection should be made of the swaged terminal immediately beneath the spreader on the starboard side at the soonest opportunity. The upper terminals attached to the masts are of stainless steel plate construction through bolted onto the mast itself. This has proved a very reliable system and is preferable to many of the more modern systems available today. The headsail furling mechanism is made by Rotostay, was found turning smoothly and in good condition with full articulation at the connection to the stem head fitting. I was unable to examine the luffspar, as the genoa was hoisted and furled around this foil. RUNNING RIGGING All running rigging was found present and in moderate condition. This rigging has clearly not been removed between seasons and is beginning to show signs of UV degradation especially in areas where it runs across the deck. All of the running rigging is still serviceable but would benefit greatly from cleaning. It is always recommended if possible, to remove all running rigging, sails and canvases during the winter months to preserve their condition. SAILS AND COVERS ETC The mainsail, mizzen sail and genoa are all by N&J Mussett Tel: 01206 385658, as are the stack pack sail management systems on each boom. The sails are of Dacron construction and both mainsail and mizzen sail were found in good condition with several years of service remaining. Unfortunately some water has been allowed to sit in the folds of the mainsail over the winter months and this has stained some areas green. It may be possible to clean these areas up but this cannot be guaranteed. The genoa was seen hoisted and furled around the head stay. The sacrificial strip comprises a dark blue Dacron, which has faded significantly during its lifetime. A small section of this sail was unfurled as far as possible in the breezy conditions. It was noted that the stitching of the sail is beginning to fail along the leech inside the sacrificial strip. I was unable to determine how significant this failure is without removing the sail completely but I would suggest that the genoa now has a limited life.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

29

(S) Consideration should be given to a full inspection of the genoa to determine whether or not the tear visible along the inside edge of the sacrificial strip can be repaired and how much serviceable life remains in the sail. The dark blue sail covers were found in good condition and not faded but would benefit from a wash. All zips were tested and found moving freely. The spray hood and cover for the fore hatch is of the same dark blue canvas and found in good condition. The mono film windows of the spray hood are still clear and free of creases and cracks. The middle of the 3 zips holding spray hood to the frame was found seized although I suspect this would free up if soaked in a little WD-40.

SAFETY NAVIGATION LIGHTS Vessel fitted with: a) Bi-colour on pulpit. b) Stern light c) Steaming light d) Tricolour at masthead e) Deck light All lights at deck level including steaming light and a deck light were tested and found working. I was unable to ascertain whether or not the tricolour light was working due to the very bright conditions. BILGE PUMPING ARRANGEMENTS Manual: The manual bilge pump is made by Henderson and is located on the port side in the cockpit. The pump was operated using the handle stowed in the port cockpit locker and was found to move freely. There is a strum box fitted to the intake hose in the bilge area forward of the engine compartment to prevent debris from blocking the pump. It was noted that all hoses connected to the Henderson pump and the hose connected to the through hull fitting were all loose and could easily be pulled away from the hose barbs they are connected to. All of these fittings should be made secure. (R) Secure all hose fittings in way of Henderson manual bilge pump in cockpit. Electric: There is an electric bilge pump with an associated float switch fitted on top of the keel stub just forward of the engine compartment. This pump was heard operating using the manual switch located in board from the main distribution panel. It was noted that this pump was not wired directly to the battery but through a switch mounted in the main distribution panel. Both manual and electric pumping arrangements were found with anti-siphon loops rising well into the combing around the cockpit sides. Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

30

(S) Consideration should be given to wiring the electric bilge pump directly to the main battery supply. FIRE FIGHTING EQUIPMENT 2 x 1 kg ANAF handheld fire extinguishers, (ABC powder type) were noted aboard One of these extinguishers is mounted by the steps in the main saloon, the other was found in the aft cabin to the starboard side. Both extinguishers are dated 06, and the pressure indicator gauges are both in the middle of the green sector. However, no documentation of service history was available at the time of the survey. (R) Establish service history of fire extinguishers and have serviced by an authorised service centre as necessary Fire blanket was noted in the galley. A Halon automatic extinguisher was noted in the engine compartment. It is now illegal for any vessel to carry this type of extinguisher and large fines can be imposed on the owners of vessels where they are found. It is absolutely essential that this extinguisher be disposed of in an approved manner. It is recommended that replacement is made using an FE-36 type extinguisher or other “Halon replacement gas”, which is better than a dry powder unit, the contents of which can damage a running engine if inhaled through the air intake. (R) The Haylon automatic fire extinguisher in the engine compartment must be disposed of in an approved manner and replaced with a suitable alternative. LIFE-SAVING EQUIPMENT A horseshoe boy was noted on the pushpit in good condition with an associated automatic strobe light that operates when afloat and in the upright position. This unit was removed, tested and found operational. There is a dan buoy also mounted on the pushpit but on inspection it was noted that the lead weight that should be attached to the bottom of the pole has become detached. A Plastimo 6 man life raft is mounted on the deck forward of the spray hood. Serial number 27982B0004. Last service was by Suffolk Marine Safety Ltd (01473) 833010 but I was unable to determine the date of the last service or the age of the raft itself. (S) The 6 man life raft should be serviced by a recognised Plastimo service centre. The RNLI operate an excellent free inspection and advice service concerning levels of safety equipment (SEA check) and can be contacted on 0800 328 0600 or via the RNLI website www.rnli.org.uk.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

31

Also the RYA publication G103 “Boat Safety Handbook”, contains much relevant safety information.

ENGINE ENGINE AND INSTALLATION Engine space Access to the engine compartment is from behind the companionway steps in the saloon, an access panel in the forward end of the aft cabin and through a removable hatch under the teak grate in the cockpit floor. The sound insulation, although dirty and stained, was found adhering well within the engine space and is of the latest non-absorbent fire resistant type. The engine beds are formed from hardwood timber laminated into the hull and flow coated to prevent moisture ingress. This flow coat in way of the forward port engine mount is beginning to flake off due to water leaking from the raw water pump housing. It is evident that the timber engine bearer is beginning to absorb some of this water and deteriorate however, on spike testing it was noted that good solid timber was found very close beneath the surface and as such these bearers can be considered structurally sound. The engine is mounted on 4 flexible mountings. The mounting forward and to port, has suffered some deterioration due to a water leak from the raw water pump housing. This mount was scraped back and although it initially appeared to be in bad condition, if it were to be cleaned up and repainted it might well remain serviceable for some time. (See picture).

The engine mount aft and to starboard is failing and should be replaced. This type of failure of rubber is usually associated when fuel is leaking onto the rubber itself Ref: Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

32

Fuel System (below). It is good practice when replacing an engine mount to also replace the adjacent mount, but given the poor condition of the forward port mount consideration should be given to replacement of all 4 mounts at this time. (See picture on next page).

(R) The aft 2 engine mounts should be replaced, but given the condition of the forward port engine mount, consideration should be given to replacement of all 4 at this time. Engine The engine is a Thorneycroft / Leyland 90MKll, four-cylinder 35 hp diesel with a Hurth gearbox. The engine is fresh water cooled with an electric start and single lever controls. Displayed Engine hours 2118 Engine number 15P/785A/D 2410 The external condition of the engine is poor. This area has clearly seen little maintenance over the years. The paint is in poor condition and leaks from the raw water pump over the years have caused an amount of corrosion in the area of the forward port engine mount as discussed above. The engine is dirty and there is an amount of oil in the drip tray below the engine suggesting the possibility of an oil leak from one or more places. (See picture on next page).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

33

The oil level was checked and found to be good and although the oil was dirty there was no sign of water from the cooling system. The cooling water was also checked and found to be at a good level with no signs of oil present in the heat exchanger. The belt between the flywheel and the raw water cooling pump was found worn and loose. Due to a build up of black dust on the engine in way of the belt associated with the alternator, and a small amount of damage on the forward edge of this belt, it can be assumed that this belt is wearing slightly, possibly due to a very minor misalignment with the new looking alternator. The exhaust elbow on the aft end of this engine looks corroded and the associated hoses in poor condition. (See picture).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

34

Further to this the pipe feeding the cooling water into the exhaust elbow is misaligned and the small section of hose between the pipe and the exhaust elbow itself is distorted. It would be a good idea to remove this elbow for inspection and replace hoses as necessary. It was noted that the Morse cable control terminals were seen with split pins holding them securely to the gear lever on the gear box and the throttle control on the engine. It was not possible to fully examine the exhaust hose as this ran behind the back of the lockers in the aft cabin. (R) It is recommended that the services of a qualified marine engineer are employed to give the engine a full appraisal before use. FUEL SYSTEM There is one mild steel fuel tank of 35 gallons in the cockpit locker to starboard. This was found secure and well coated in a rust inhibiting paint. It should be noted that I was unable to inspect underneath the tank or in areas behind the tank where rust may be present due to the inaccessibility for maintenance. There is a plastic sight gauge associated with this tank the top of which is “T”d into the tank breather. On the inspection of the delivery tubing for compliance with ISO 7840, a section of armoured hose leading from the fuel return to the secondary filter was noted. On inspection to find a date on this hose, the hose began to leak diesel fuel close to its fitting onto the secondary filter. This significant leak began to drip fuel in the vicinity of the aft starboard engine mount and could go some way to explaining this mount’s premature deterioration as it may have been leaking less obviously for some time. I was able to locate a shut-off valve on the tank in the bottom of the cockpit locker associated with the fuel feed and after closing this valve the leak soon stopped. This hose could potentially have been a major issue, being in the return line to the tank from the engine it would not have affected the fuel feed and the engine would have run normally, flooding the engine bay with warm diesel. The shut-off valve on the tank was left closed and Fox's Yacht Sales were notified of this issue. (R) All fuel hoses in the engine bay not in compliance with ISO 7840 must be replaced before continued use. Primary and secondary fuel filters both utilise aluminium bowls, as is best practice in engine compartments.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

35

ACCOMMODATION AND ON BOARD SYSTEMS ACCOMMODATION GENERAL Internal condition is fair for a vessel of this age. The interior joinery is of sapele mahogany and finished to a reasonable standard. There are various knocks and bangs and the floorboards are fairly worn throughout. It should be noted in the saloon that the foam backed headlining material, has become completely unstuck from the plywood backing pieces and is hanging loose, as is the headlining in the heads compartment. (C) Head linings in way of main saloon and heads. Consideration should be given to how these head linings can be restored. It is possible that the original plywood backing pieces could be reused if they can be carefully dismantled, cleaned of the old material, dried and re-covered. The headlining in the forepeak has been replaced with a carpeted finish of moderate quality. Head linings in the aft cabin have been replaced to an original standard. The upholstery and linings are also in fair condition but would benefit from a good wash. GAS INSTALLATION There is no legal requirement for this vessel to adhere to any regulations concerning gas installation, unless for use on inland water ways, subject to the stipulations of the boat safety scheme, or operating commercially under the MCA code of practice. Irrespective of the above, gas systems are subject to the checks listed below as part of this survey. Recommendations will be made where there is an obvious serious safety issue and these must be carried out before use. Suggestions will also be made where appropriate to enhance safety criteria, particularly with systems where there is no mandatory requirement to conform to a standard. See table on next page.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

36

Item

Condition and efficiency of self draining bottle storage Age and condition of flexible hose Age and condition of regulator Condition of copper tubing where accessible Is tubing adequately supported and not under stress where accessible Are all appliances fitted with flame failure devices on all burners Are any appliances requiring flues properly fitted with flame failure devices Is a gas alarm fitted Is each appliance fitted with an isolating tap If fitted did leak bubble Tester function

Result

Action required. (R) Recommendation to be carried out before use. (S) Suggestion only

Good

None

Fail

Although this hose is in good condition it is out of date and should be replaced.

Good

None

Good

None

Yes

None

Yes, operated.

None

Not applicable

None

Yes

None

Yes

None

Not applicable

None

Test results (R) The gas hose in way of the gas locker and the armoured hose from the shut off valve to the Plastimo stove, are out of date and need to be replaced. Further to this, in the area between the heads and the wet locker, is a shut-off valve that was perhaps previously associated with some kind of gas-fired heater. This heater has now been removed, yet the shut-off valve remains uncapped. The position of this shut-off valve close to the floor in a narrow corridor means it can easily be kicked open and go unnoticed, rapidly flooding the boat with gas. (See picture on next page).

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

37

Now that this fitting is obsolete it must be capped off, or better still completely removed from the system. (R) Either cap off, or completely remove obsolete gas shut-off valve and associated copper hose in way of corridor between heads and hanging locker. A Vetus gas alarm was noted under the sole boards just forward of the engine compartment with an associated control unit by the chart table. When switched on, the lights on this unit illuminated green but I am unable to comment on whether or not this unit would sound an alarm if a gas leak were present. Please note this survey is not a gas safety certificate, this is only obtainable in the UK after pressure testing and assessment by a qualified person listed on the gas safe register (formally CORGI) www.gassaferegister.co.uk Sources of further information www.boatsafetyscheme.com Even if your boat is not required to comply with this standard it contains much sensible advice and the manual can be downloaded free of charge. FRESH WATER TANKS AND DELIVERY There is 1 x 45 gallon steel water tank under berth in forward cabin. The brokers details suggest this tank is stainless steel but I was unable to gain access to confirm this. All of the associated pipe work with the freshwater system is of 15 mm push fit connections and pipe. The freshwater is delivered via an electric Par Max 3 diaphragm pump located in the after end of the engine compartment. This pump was heard operating but no water could be delivered to the taps and the pump did not prime. I suspect the reason for this is that the water tank is empty but this was not confirmed.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

38

There is a hot and cold mixer style tap in the galley and in the heads, as well as the shower system in the heads compartment. Further to this, there is a Whale foot pump in the galley which is assumed to deliver water to the galley sink via the mixer tap, but again this could not be established. There are 2 fittings immediately forward of the engine compartment one of which is a ball valve found corroded and seized, the other looks like a pressure release valve or bleed valve perhaps associated with the calorifier. (See picture).

Again I was unable to identify the purpose of these fittings but they may be important to the operation of the hot water system. (S) Determine the purpose of the 2 fittings under the floorboards just forward of the engine compartment and ensure they are in serviceable condition. I believe the calorifier is located in the boxed in section in the cockpit locker port side, but I was unable to inspect this item due to the significant amount of dismantling required to obtain access. HEADS The marine toilet is a vacuum style Lavac, with an associated Henderson manual hand pump for flushing. The Henderson pump was not tested as the toilet was full of winter storage chemicals, but in my visual inspection no faults were noted. The toilet unit was found well fixed down and both inlet and outlet pipes have goosenecks rising up high under the deck as is best practice. It was noted that the wire supplying 12v to the electric sump pump had come loose from the associated switch. This will need to be reconnected for the shower sump pump to work.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

39

(S) Reconnect wiring for shower sump pump in heads to associated switch. ELECTRICAL INSTALLATION There are 2 banks of 12v batteries; the main house batteries that comprise 2 x 110 Ah and 1 x 75 Ah engine start battery, which is also connected to the anchor windlass. All 3 batteries were found secure. Main house bank voltage 12.6v Engine start battery voltage 7.8v It is possible that the engine start battery voltage may recover after a good charging period however this cannot be guaranteed and consideration should be given to renewing this battery. (S) Determine whether or not the engine start battery can be recovered otherwise consideration should be given to renewing this item. The main battery switch enables the user to select battery bank 1, bank 2, both banks and all off. There was a main distribution panel in way of chart table and as far as could be ascertained, all circuits are protected with fuses associated with this panel. Charging is either from the engine alternator or the battery charger located in the cockpit locker on the port side. Oddly, this charging system utilises domestic plug sockets as switching mechanisms for the charger. (S) Consider replacing the domestic style sockets used in the battery charging system for marine grade 2 pole switches. 230v AC There is a 16 amp shore power socket that supplies power to the battery charger and to plug socket inside the boat. This system was not tested due to the absence of a shore power cable long enough to reach a distribution box in the yard. No RCD was noted. (S) Consideration should be given to having a full inspection of the 230v system by a qualified marine electrician.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

40

ELECTRONIC AND NAVIGATION EQUIPMENT Navigation equipment aboard as follows: Furuno radar – brief switch-on test only. Garmin GPS - brief switch-on test only. Icom VHF radio - brief switch-on test only. Clipper Navtex - not seen working. Raymarine ST60 wind - seen working. Raymarine ST60 tridata - unit turned on but depth and speed not verified as working. Raymarine 4000+ autopilot - brief switch-on test only. Contest compass - could not determine whether or not the compass light was working in the bright conditions. Fitted antennas and transducers were presumed, but not verified to be appropriate for their instruments. HEATING AND REFRIGERATION A thermostatic control unit was noted for an Erberspacher unit as was a section of lagged exhaust hose and the associated through hull exhaust fitting. I was however, unable to gain access to the furnace unit and therefore cannot comment on its condition. I did not attempt to run this system but due to the high cost of repair it is recommended that confirmation that this system works be sought. The refrigeration comprises of a cool box in the galley with Supercool, air-cooled refrigeration unit. This unit was switched on and left running for 5 min and during this time it did become cold to the touch but I am unable to comment on the overall efficiency of this unit. ADDITIONAL EQUIPMENT A 3.3 hp Mariner outboard in good visual condition was noted in the port side cockpit locker. Note there was no dinghy seen aboard as suggested in the broker’s specifications.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

41

RECOMMENDATIONS AND CONCLUSIONS LIST OF RECOMMENDATIONS (R) The cutlass bearing needs to be replaced before continued use of the vessel. (R) Grounding wire in way of gearbox should be renewed and re-attached. It should then be established that continuity exists between the propeller and stud-mounted anode. (R) The 3 Blakes seacocks which are seized need to be freed up and serviced. There is no reason to believe that these items will not become fully operational after some good maintenance. (R) Secure all hose fittings in way of Henderson manual bilge pump in cockpit. (R) Stanchion foot number one on port side should be replaced. (R) Establish service history of fire extinguishers and have service undertaken by an authorised service centre as necessary (R) The Haylon automatic fire extinguisher in the engine compartment must be disposed of in an approved manner and replaced with a suitable alternative. (R) The aft 2 engine mounts should be replaced, but given the condition of the forward port engine mount, consideration should be given to replacement of all 4 at this time. (R) It is recommended that the services of a qualified marine engineer are employed to give the engine a full appraisal before use. (R) All fuel hoses in the engine bay not in compliance with ISO 7840 must be replaced before continued use. (R) The gas hose in way of the gas locker and the armoured hose from the shut off valve to the Plastimo stove are out of date and need to be replaced. (R) Either cap off, or completely remove obsolete gas shut-off valve and associated copper hose in way of corridor between heads and hanging locker. MAINTENANCE OVERVIEW Overall this vessel was found in fair condition for her age with the exception of the engine compartment, which would now benefit from some deep maintenance. The recommendations written above in Red are all items that should be addressed prior to continued use of the vessel and are items that will not only ensure safe operation but will also affect the vessels insurability.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

42

As well as the aforementioned items concerning the fuel system, the condition of the impeller should also be checked before attempting to run the engine. CONCLUSIONS The Westerly 33 Ketch was a successful model with over 200 hulls manufactured and sold. This model is representative of a strong family cruiser and if well maintained, will remain serviceable for many more years. There are a number of items that should be addressed prior to re-commissioning, most of which will be inexpensive, but consideration should be given to the best course of action concerning the condition of the engine mounts.

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628

43

VALUATION

This valuation forms the last numbered page of the report and should be removed to preserve confidentiality if required. Subject: Westerly 33 Ketch, “Palmera” In her present condition as surveyed on 14th & 16th of May 2012, I estimate the above vessel to have a current market value in the region of £*****.**. This excludes any dinghies or life raft, which should be considered separately. The valuation also assumes the engine to be in good running order on completion of the maintenance outlined above. Ian G. Fagg Ocean Marine Surveys Tel: 01752 6746763

17th May 2012

Ocean Marine Surveys Ltd, 87 Glendower Rd, Peverell, Plymouth, Devon, PL3 4LB www.oceanmarinesurveys.co.uk Tel: 07773 797628