Pre-purchase Condition report on: Jeanneau Sun Odyssey 34.2 Magician

For: Mr Les Knowles

Member Royal Institution of Naval Architects

Richard R Thomas BA(hons) MRINA T/A Medusa Marine 236 Walton Road, Walton on the Naze, Essex, CO14 8LT 01255 674074 – 07831160402 – VAT Reg No. 720 3281 75 email [email protected] www.medusamarine.co.uk

Survey Report Magician

Condition Survey Report on Yacht Magician This survey was carried out on the instructions of: Mr Les Knowles 371 Amersham Road Hazlemere High Wycombe Bucks HP15 7HR Contents

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1) General notes

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2) The vessel specifications

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3) Survey details a) b) c) d) e) f) g) h) i) j) k) l) m) n) o) p) q) r) s) t) u) v) w) x) y) z)

Hull general Bottom Topsides Hull deck seam Deck Superstructure and cockpit Hatches & companionways Windows & ventilators Deck gear and fittings Safety equipment Skin fittings & seacocks Engine Fuel system Stern gear Steering system Mast, spars and standing rigging Sails and running rigging Sea toilet and heads compartment Fresh water system Galley Electrical system Gas system Fire fighting equipment Bilge pumping Interior fit-out Additional equipment

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4) Summary of recommendations

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5) Conclusions

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Appendix Page | 1

Explanatory Notes

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1) General notes. a) Responsibility Any responsibility is to the above client only and their insurers, and not to any subsequent owner of the vessel under survey or holder of this report. Copyright is retained by Medusa Marine and copies must not be made or distributed without specific permission of the copyright holder. b) Location The vessel was laid up ashore at Suffolk Yacht Harbour, Levington, Ipswich, Suffolk, IP10 0LN, on the 19th January 2015 c) Purpose and scope of survey This survey was commissioned by the prospective purchaser for the purpose of establishing the condition and value of the vessel prior to completion of the sale. Unless otherwise stated, the vessel was not surveyed for compliance with any build standards (RCD) or operational codes of practice or local licenses. The vessel has also not been surveyed for suitability for any particular purpose or location. This survey report is a factual statement of the surveyor's examination as carried out and his opinion given in good faith as to the relevance of disclosed facts and defects so far as seen. It implies no guarantee against faulty design or latent defects. d) Limitations Areas inspected were limited to openings and access available during normal operations and maintenance of the vessel. No fastenings or skin fittings were removed, keel bolts drawn or joinery or head linings removed. Closed compartments were visually inspected by means of a Ridgid CA100 endoscopic camera. Materials used in the construction were tested as far as was possible by industry standard Non Destructive Test (NDT) test equipment. Unless the vessel was afloat, the mechanical condition of the engine was not covered by survey, only the installation and components normally available to routine maintenance could be assessed. If afloat, only assessment of the engines no load running condition was possible. Sails where present, were examined for general condition. The sails were not set, so no assessment of shape or stretch could be made. Spars where stepped were examined from deck and ashore only. Navigational equipment, electrical installations and domestic appliances were assessed subject to limitations if battery charge or shore power was available. If there was no opportunity for sea trialling the vessel, no assessment of the vessel and her equipment under seaway conditions was possible. No opinion

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Survey Report Magician could be made or responsibility undertaken for condition or defect of those aspects of the vessel not accessible or evident due to the above limitations. e) Recommendations Recommendations have been subdivided into three categories. All recommendations are annotated thus and are summarised at the end of the report Category 1 (Cat 1) are safety related defects which should be corrected before the vessel is put into commission. Category 2 (Cat 2) recommendations relate to defects which affect the operation of the vessel in normal use and should be attended to at the earliest opportunity. They do not however, affect the safe operation of the vessel. Category 3 (Cat 3) recommendations relate to conditions which are cosmetic or may affect the perceived value of the vessel and should be attended to in the next lay-up season. 2) The Vessel specifications and description Note: Dimensions and measurements given have been derived from manufacturers published data, and have not been verified by survey. Dimensions: LOA: LWL: Beam: Draft: Displacement: (light) Ballast: Manufacturer: Model or Type: Year of Build: HIN No. SSR No. Designer: Construction: Engines: Main sail area Head sail area

10.29 metres 8.99 metres 3.28 metres 1.40 metres 4.651 tonnes 1.520 tonnes SPBI Jeanneau SA Sun Odyssey 34.2 1999 FRA-IRI00357A999 SSR 109192 Jacques Fauroux GRP hull and deck 1 x Yanmar 3GM30F 244 sq ft 229 sq ft

This vessel was built after the 16th June1998 and therefore is subject to the requirements of the Recreational Craft Regulations (SI 1996/1353). It was built before the 2005 (Directive 2003/44/EC) which included environmental emission limits.

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Survey Report Magician Vessels that have evidence that they were in use as private pleasure craft prior to 1 January 1985 and were in the EU on 31 December 1992 are deemed VAT paid. This vessel was supplied new within the UK after those dates but no evidence of the VAT paid status was seen on board at the time of survey. This should be established by the prospective purchaser prior to completion. The Jeanneau Sun Odyssey 34.2 is one of the more successful models built by the Jeanneau company which is part of the Beneteau Group, and is itself one of the largest boat builders in the world. The design was pitched firmly at the Mediterranean charter market and some yachts were also branded as the Stardust 342 and Stardust 343, the final digit denoting the number of sleeping cabins.. The hull form of the 34.2 looks similar to other modern production boats of the same period with minimal overhangs, little flare or tumblehome, and a reverse transom. The generous beam is carried well aft with a flat sheerline and a rakish semi flushed in coachroof. Underwater the canoe body features a shallow forefoot and flat underbody sections which will lead to some slamming upwind in a seaway The optional shallow fin and bulb keel is epoxy-coated iron with a modest ballast ratio of 32.6%. However, the the low centre of gravity with a bulb foot to the keel will give a good metacentric height and fairly stiff righting moment. Below decks this model is the two cabin version with the layout optimised for two cruising couples. There are two generous double cabins but the specification gives berths for six. This includes the saloon dinette to starboard converting to an extra double. The forward cabin has a double V berth and a hanging locker to starboard. To port is additional storage. The main saloon has an oval table with long curved settee outboard and a clever sliding seat inboard. This table can drop down to form another double berth. The galley takes all of the port saloon side with generous worktops and large double sinks. Aft of the saloon settee to starboard is the navigation station with a full sized chart table and a dedicated navigator seat. Abaft the galley is a good sized heads and shower compartment. This is designed as a wet room with a wet locker aft and a sump pump out in the sole. The engine compartment is under the companionway steps with a hinging cover in the aft cabin for good access to the engine. The aft double cabin has an off centred double berth and hanging lockers and good access to the stern gear. Above the aft cabin is the cockpit. This has seating in a U with a walk round steering pedestal and a removable step through transom to the sugar scoop. There is a shallow cockpit locker to starboard and a cavernous full depth locker to port which incorporates a dedicated gas locker.

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Survey Report Magician

3) Survey details a) Hull general Hull construction is of solid skin glass reinforced plastic (GRP) laminates of woven rovings (WR) and chopped strand mat (CSM) bonded with polyester resins. The actual construction is quite light at just over 4 ½ tonnes for her length and beam but the construction includes laminations of Kevlar for stiffness and strength. Kevlar is a para-aramid synthetic polymer with many times the strength of glass or steel. The hull strength and stiffness is enhanced below the waterline by a substantial matrix of longitudinal and transverse stringers moulded to the hull internally and the whole is considered to be of sound design and manufacture. This hull would have been built long after the problems associated with moisture absorption into permeable resins and laminates were fully understood. The actual resins used in the construction could not be determined, so no assumptions could be made. Extensive moisture readings and hammer testing done was done externally and also internally where possible by internal joinery. These results were annotated and recorded.

b) Bottom The bottom is finished with blue anti-fouling paint which was well adhered. It appeared an old application as it was eroded significantly. The hull was sounded all over with a small pin hammer and was found to be free of delamination or voids. It was also moisture tested and found to be of an acceptable level and there was no visible blistering. Some antifouling paints with high metallic components can affect moisture readings. The antifoulings extended about 10 cms above the waterline, so readings were taken for reference on the topsides and through the antifoul above the waterline and the results were consistent. This indicates that the antifouling paint had no effect on the moisture readings, so no areas were scraped back to gel coat. Where this can be avoided it is beneficial in preventing any damage to any preventative epoxy coatings. Moisture readings were taken with a Sovereign Quantum Marine Moisture meter. This meter is a capacitance type tester and is equipped with both deep and shallow reading scales. This is useful to trace the depth of penetration of, and correspondingly the drying out of moisture. All polyester laminates will absorb some moisture to a degree without it effecting the structure or strength of the construction. The two scales can also be used to eliminate spurious readings generated by condensation or metallic components inside the bilges. The comparative scale is 0 to 100, which is an arbitrary scale, and does not Page | 5

Survey Report Magician represent actual percentages of moisture in GRP. Thus figures are thus quoted as scale readings and not as percentages. Representative readings on a Sovereign Quantum comparative scale for moisture content in GRP laminates approximate as follows: 0-15 Regular readings for a ‘dry’ GRP laminate 16-20 Slight absorbsion typical of permeability of weather exposed GRP 20-30 Medium moisture content, could be osmotic but unlikely to blister 31-45 High moisture, osmotic process but not necessarily physical effects 46-60 Very high, usually physical effects, blistering and wicking evident 61-100 Extreme saturation moisture with a visible structural defects The atmospheric conditions at the time of survey were as follows: Weather: Wind: Air temperature: Hull surface temperature: Relative Humidity: Dew point: Hull temp over dew point

Cloudy sky with occasional sunshine S 3 / 5 kts 37° 4.5° (stbd) 4.7°(port) 56.4% - 6.2° + 10.8°

It is usually considered necessary for the hull temperature to be at least 5° above the dew point for moisture readings to be representative. Readings were taken in the topsides and showed a consistent level of 5 to 7 on both the deep and shallow scales. Readings were taken in the antifoul above the waterline and showed readings of 6 to 8 on both the shallow and deep scales. The area immediately below the waterline showed average shallow scale readings of 15 rising to 16 or sometimes 17 in certain areas. These readings increased slightly toward the keel resulting in final scale readings of around 21 by the keel. Deep scale readings were consistently lower over the whole area at 10 to 12. Examination internally showed similar readings when tested in corresponding places to the external examination. The area alongside the keel was distinctly high at deep scale 30 but the shallow scale readings were normal to the surrounding areas and there was evidence of extensive surface moisture due to condensation inside the hull at this point. The high readings around the keel can be attributed to the meter reading the internal moisture in the bilges and can therefore be discounted. Overall the hull bottom is considered to have an acceptable and natural level of water absorption in the shallow laminates and negligible absorption in the deeper laminations. The levels are too low to cause damage or lead to any decomposition.

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Survey Report Magician The general condition of the hull bottom is good and a regular routine of laying up on hard standing for a couple of months every season should prevent any chance of the hull suffering any physical degradation. This preventative routine is good practise for a hull of this age. (See explanatory note 1) The keel is a grey iron casting of a foil shaped appendage with an integral cast bulb at the foot. This casting is generally good but there are very small areas of light corrosion around the leading and trailing edges and under the bulb. This is almost certainly due to natural abrasion having broken the coating of epoxy paint which would have been applied. These areas should be treated and re-coated. Recommendation (Cat 2) Abrade the keel locally to the corrosion, preferably by sand blasting, and treat with a rust converter and apply epoxy coatings. The keel landing seam is good with no signs of weeping of rust stained water or failure of the sealant. The keel bolts were tested with a magnet and found to be mild steel with substantial mild steel backing plates. This is good as steel is significantly stronger than stainless steel and not subject to corrosion stress cracking. These fastenings are flo-coated over and although there has been some failure of the coatings there is little evidence of corrosion. There is a large pear shaped hull anode fitted in the port side aft hull bottom. This is 10% eroded. A continuity check was made between it and the stern gear and no resistance could be recorded. For full efficiency of the cathodic protection, a resistance of less than 1 ohm should be recorded. Recommendation (Cat 2) Replace the hull anode and check the bonding system resistance after fitting to ensure it is below 1 ohm resistance.

c) Topsides The topsides are constructed of solid GRP laminates with white coloured gel coat finish. There is a blue double boot top strip in a spray gel and a blue cove line stripe in vinyl tape. The hull is reasonably fair with only very slight distortion visible from bonded in internal structures. These are bulkheads and stringers. There is negligible damage evident and overall the hull surface is in very good cosmetic condition. Close examination shows extensive spots of gel coat repairs on the port side at the maximum beam. This is assumed to be docking damage from a ‘port side to’ pontoon berth as the starboard side is spotless. These repairs have been very well executed and are invisible to all but minute examination.

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Survey Report Magician The topsides were tested with a Barcol Impresser. This tests the hardness of the laminate and so in theory establishes the consolidation of the lay-up and the level of cure of the resins. These readings can vary so up to 30 readings were taken around the hull and were averaged to produce a mean of 47 HBa. This averages out well above the normal range, (38 to 40 are considered satisfactory for marine grade isothalic/orthothalic resins). The Impresser was calibrated before and after testing with check samples and found to be accurate. These readings were ideal and would normally be seen as evidence that the hull lay-up was well consolidated and at a good level of cure. The higher than normal readings could be indicative of two factors. Woven rovings could be used in the first layup as the cloth / resin ratio is higher at 50:50 compared with 40:60 typical of chopped strand mat. Also some specialised resins such as ‘low styrene’ Polyesters and Vinylester resins have higher Barcol hardness rates. No assumptions could be made of the exact cause but both reasons are beneficial. Woven rovings are not prone to wicking as there is no emulsion used to bind the fibres as in chopped strand. Low styrene resins and vinylester resins are less permeable than standard isothalic polyesters. The hardness and cure state of the gel coat is tested with a Shore D Durometer. This will also show any progressive softening due to oxidisation. Readings ranging from 92.0 to 93.5 HSD where made, which are good. (88 to 90 is considered normal). The readings on the transom were slightly lower at 89.5 to 91.0 which indicates that the vessel may have been berthed with the transom exposed to the full sun from the south. These high readings indicate that a high gloss level cab be achieved when polished. Overall the tests show a well specified and well executed hull construction. Recommendation (Cat 3) Protect the topsides gel coat from any degradation using polishes containing PTFE compounds. These will provide the same UV protection as silicones, but they do not have the propensity to migrate and cause subsequent refinishing and embrittlement problems. (See explanatory note 2)

d) Hull to deck seam The hull has been moulded in a split mould and the hull to deck seam is achieved by the hull moulding having a moulded inward facing flange. The deck moulding is then landed onto this flange with sealant and through fastened by the screws which secure the toe rail in place. The external joint is covered by the extruded aluminium toe rail. This joint is visible in the aft lockers. The joint has not been laminated over internally but examination did not reveal any signs of movement or leakage in the joint where it was visible. The seam is carried then round the lower edge of the transom where it is capped by a rigid PVC extrusion. This was sound and in good condition.

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Survey Report Magician It is evident that the deck was fully assembled with all the deck furniture fitted before the deck was installed. The hull flange has had rebates cut out to provide clearance for the fastenings for the mooring cleats etc. The only mechanical fastenings through the seam are the screws for the toe rail and the bolts for the stanchions. This is a common practise among volume boat manufacturers where the deck and hull are manufactured on separate production lines and are joined in the final assembly process. By this method there is no access for subsequent fastening or bonding as the joint is hidden behind already installed joinery. This method of assembly is adequate in normal use, and has been proven so by the thousands of boats manufactured worldwide by this method. It is however vulnerable should the joint receive a substantial impact and if such should happen it is important that the damage is thoroughly examined internally for splitting, opening up or leakage. This would necessitate the removal of internal joinery. e) Deck The deck is constructed from solid and cored GRP laminates. The deck is moulded with a pyramidal non-slip texture which is in good condition and little sign of chipping of the raised profile. The deck laminate skin was sounded by pin hammer where possible and found to be well bonded to the core but the core material could not definitely be established without taking core samples which is outside the scope of this survey. The deck moulding was tested for moisture in the laminate and in the core material. Moisture readings were taken with a Tramex Skipper Plus Marine Moisture meter. This meter is also a capacitance type tester but is preferable to the Sovereign Quantum in this application as it uses soft rubber pads for the sensors and gives better results on textured surfaces. It is also has wider spaced sensors and can read deeper through thick cored decks. Representative readings on a Tramex Skipper Plus are different to the Sovereign Quantum and the comparative scale for moisture content in GRP laminates approximate as follows: 0-15 16-38 39-65 66-100 ranges

Regular readings for a ‘dry’ GRP laminate Slight absorbsion typical of permeability of weather exposed GRP Medium moisture content, could be osmotic but unlikely to blister High moisture with a possibility of physical degradation at higher

Readings of 15 to 20 were recorded over the majority of the deck with very slight elevation around some deck fittings. Particular attention was paid to areas where the chain plates were bolted through the deck. Readings on the port side chain plate were particularly high at 75 on the comparative scale in just one small area outboard and slightly forward of the chainplate. On the corresponding starboard side the readings were also raised but not to the same degree at 40. Readings could be taken internally but after removing deck head linings it was found that the GRP deck head moulding covered the Page | 9

Survey Report Magician affected area. These readings indicate that there was probably moisture absorption within the deck core. Common core materials are either end grain balsa or vinyl foam and both are equally subject to moisture absorption through leaking deck fittings. Although the foam is described as ‘closed cell’ there is actually no such thing, some foam cell structures are just more closed than others. In this instance the core material appears to be particularly well bonded to the skins and so is probably end grain balsa. Internally the chain plate is bolted to a tie rod which transfers the rigging loads to the hull structure below at the intersection of a vertical ring beam and horizontal stringer. This tie rod passes through a plastic panel in the headlining. Removing this panel provided no evidence that the chain plate has been leaking through to the accommodation. There was no water staining on the inside face. This chain plate, and the starboard one, should be re-bedded. This is not a major operation and can be done without un-stepping the mast. Recommendation (Cat 2) Remove and re-bed port and starboard chain plates. Sounding the underside of the deck with a hammer where accessible showed no sign of the deck moulding having separated or de-bonded from the core material. Externally tap testing with a hammer showed the same good results. It is not recommended that anything is done at this stage about the moisture in the core provided the cause is remedied now. Rectification would be very intrusive and the moisture at present is localised and does not compromise the integrity of the structure. At the bows there is a large anchor locker which has a hinging GRP lid with a raised forward profile to allow for the shank of an anchor which would be stowed on the bow roller fitting. Abaft the locker within the same recess is a Goiot anchor winch and the locker lid has a raised central profile to allow for the height of the windlass. This is well seated and in good condition although it was not tested. The anchor locker drains through a skin fitting in the starboard topsides. f) Superstructure and cockpit The coachroof superstructure and cockpit are all integral with the deck moulding. The coachroof top features the same non-slip moulded texture as the deck and is also in good condition with no sign of chipping of the raised profiles. The coachroof is semi flush at the forward end where it blends into the deck. Set upon the after end of the coachroof are two teak rails under which the hatch slides. The hatch runs on rubber seals in moulded drainage channels which divert any water running off the hatch into the cockpit. The cockpit seat tops have been laid with a teak with polysulphide caulking. There are no teak margins which indicate that this deck is a ‘kit’ deck where the teak has been pre made in sheets bonded to a thin plywood or epoxy Page | 10

Survey Report Magician scrim substrate and cut to profile. These are in good condition with the teak having suffered from only a little erosion, and are an attractive silver tan colour. (See explanatory note 3) The cockpit sole is also finished in the same non-slip profile. There are two lockers within the cockpit seating. The main locker is to port where it is full depth and contains the holding tank and the dedicated gas locker both of which are detailed elsewhere. The starboard locker is shallow as it is above the aft cabin and is just for general stowage. It also contains the shore power installation. The lids to all these lockers are hinged and are without stays. Lanyards with plastic hooks are provided to secure them open. The lids are secure and the lanyard system works satisfactorily. The hatch latches have been altered from original. Standard fitments are piston latches which engage into hasps. These are prone to damage with use. The pistons have been removed and new toggle type latches have been fitted in another position. The redundant hasps have been retained and rope loops have been fitted to give easier grips for opening. This is an improvement over the original arrangement. Abaft the helm is a helmsman’s seat which is a separate moulding which lifts up and down to allow access to the boarding steps aft. This is not retained and could be lost overboard. Under the seat is access to the top of the rudder stock and provision for emergency steering. There are no cockpit drains and the cockpit is open to the transom under the helm seat for drainage. On the top of the coachroof is an alloy casting set in a small moulded plinth onto which the mast is stepped. Supporting the mast step beneath is a substantial stainless steel compression post which is stepped onto the forward most keel floor. This does not appear to have been depressed and has not been deflected downward relative to the surrounding sole boards. Neither is the coachroof showing any signs of compression.

g) Hatches & Companionways The companionway is closed by a sliding hatch and a washboard. The hatch is a single piece of 10mm acrylic with an acrylic bonded flange at the after edge as a hand rail. This is in good condition and the acrylic is un-weathered and the hatch slides easily. The washboard is also acrylic and locates under the hatch flange at the top and closes at the bottom with a sash lock which engages into a slot in the bridge deck. This is all in good condition and is secure. On top of the coachroof is a large 500mm square aluminium framed hatch manufactured by Gebo. This hatch effectively forms an escape hatch from the forepeak and is hinged on the after edge. This is not ideal as it does not prevent a breaking wave from flooding the forepeak if the hatch is not fully closed. There is also a possibility of the hatch being carried away in a storm. The fore hatch appears to be fairly watertight with no signs of leaks or water Page | 11

Survey Report Magician tracking. The acrylic is good with no crazing evident that would make it unsafe to walk on. If the vessel is to be used for offshore passages it is recommended that the hatch is reversed so that it hinges on the forward edge. Recommendation (Cat 1) Consider removing and reversing the forward hatch if using the vessel for extended offshore passages. Aft of the mast is a similar hatch also by Gebo, which is hinged at the forward edge. This is in similar good condition with no signs of leakage as the saloon table beneath is unmarked. Both hatches have fly screens fitted and also blinds manufactured by Lewmar which are in good condition. h) Windows and ventilators There are six windows in the coachroof, four each side equally disposed around the saloon. The aft most two each side are inward opening portlights by Gebo The glazing is in acrylic and is clear and undamaged. The aluminium frames are anodised and in good condition. There are no signs of leakage or water tracking stains on the inside. All of the opening windows are of the inward opening type. The forward pair of windows are fixed toughened glass windows framed in aluminium and styled to the shape of the coachroof. These are also watertight with no signs of tracking water stains. In the topsides, giving light to the forepeak, aft cabin and the saloon are five fixed deadlights also by Gebo. Two are on the port side and three on the starboard side. These are also watertight and in good clear condition. The aft cabin has the benefit of an additional opening portlight into the cockpit. This is also by Gebo and is in good condition. There is no additional ventilation to the saloon other than the opening portlights and holes through the washboard. In the forepeak there is a Goiot dorade ventilator installed in the glazing to the hatch. These can be prone to leaking unless they are mounted within a few degrees of horizontal, but this installation appears watertight. i) Deck gear and fittings A pair of stainless steel T bar sheet tracks by Amiot is mounted on the outside edge of the coachroof. Each carries a stand up sheet block with alloy sheaves and side rollers for sheeting the genoa. These blocks slide on cars and are limited in their aft movement by stops with spring loaded pins locking into holes in the track for adjustment. These slide well and are in good functional condition. The sheaves show no signs of flat spots starting to wear. When flat spots form the sheaves cease to rotate and the resulting friction on the sheet will damage and weaken the rope Page | 12

Survey Report Magician

A pair of cast alloy mooring cleats is mounted either side at the bows. There is a second pair amidships and a third pair on the aft quarters. All are well secured and in good condition. There are no fairleads associated with the midships and aft cleats. The stemhead fitting incorporates fairleads for the forward cleats. All the cast alloy deck fittings are anodised and are lightly oxidised. The cast alloy stemhead fitting also incorporates a double bow roller, one roller to port is shaped for warp the starboard roller is shaped for chain and stowage of the anchor shank. The stainless steel forestay fitting passes through this fabrication. All appeared in good condition but could not be tested for effectiveness. The mast step casting has 9 stand up blocks which feed the halyards and reefing lines back to the clutches via Barton deck organisers. There are 6 organiser each side in two banks. All these were sound and in good condition. Two primary winches are mounted either side of the companionway on the coachroof. These are self tailing two speed Harken 40’s and are in good cosmetic condition. Forward of these on the coachroof top either side of the companionway is a pair of self tailing single speed Harken 16’s also in good cosmetic condition, none of the winches could be tested under load. The ratchets sounded clean and firm but it is always recommended to service them if the service history is not known. Winch sizes are based on power gearing and not physical size. (See explanatory note 6) Recommendation (Cat 1) Service the winches and replace the pawl springs. On the coachroof top ahead of the secondary winches are two banks of clutches. On the port side are three Spinlock XT and three XS clutches. On the starboard side are six Spinlock XS clutches These were examined for wear on the teeth of the cams and bottom plates but all were in good little used condition. The XS clutches are probably the original specification and the three XT’s have been upgrades as the holding power of the smaller clutches are inadequate for running rigging loads on this sail plan. The main sheet block by Amiot is set on a track across the coachroof forward of the main hatch. This track is controlled by a pair of purchases which are fed back to a pair of Spinlock PXR clutches. The main sheet is fed forward to the gooseneck and mast step and then back via a deck organiser to the winch. The track is well seated and secure but the sheeting system could not be tested for operation. On the outside of the coachroof coamings is a pair of Spinlock cheek blocks with jammers. These are for the genoa sheets to feed to the primary winches. They are well seated and in good condition with no flat spots occurring on the alloy sheaves. Mast shrouds are pinned to chainplates which are fastened through the deck to plates in the deckhead which have tie rods attached which transfer the loads to the hull structure beneath. These appear well seated although the plates appear to be leaking slightly as detailed elsewhere. There are Page | 13

Survey Report Magician additional plates forward which secure a pair of forward lower shrouds. These are also well secured. There is no corrosion staining visible where they pass through and are fastened under the deck head. Any evidence of significant hidden corrosion in load bearing stainless steel components must be investigated as a matter of urgency. (See explanatory note 6)

j)

Safety equipment

The vessel is equipped with a tubular stainless steel pulpit and twin pushpits. Tensioned between is 4mm 1 x 19 plastic coated upper and lower stainless steel guardwires with roll swaged end fittings and rigging screws for tensioning. The guardwires are continuous. The pulpit and pushpits are in good condition and well secured into the deck. The guardwires are in reasonable condition with only a little rust staining where the wire emerges from the coating at the ends by the terminations. There are also some breaks starting to wear in the plastic coating and some corrosion staining where they pass through the stanchions. The plastic coating can accelerate anaerobic corrosion in stainless steel and it is recommended to routinely replace guardwires after 10 years. These guardwires have some life left in them but a routine check should be made at the vulnerable sections where they pass through the stanchions and replace when necessary. There are four stainless steel stanchions each side socketed into cast aluminium stanchion bases bolted through the deck and toe rail. There is some movement between the stanchions and the bases, but the bases are well seated and secure. There are 2 harness strongpoints fitted to the cockpit sole. These are folding pad eyes and one of these hooking points is within easy reach of the companionway. On the coachroof top there is a pair of stout teak handrails fitted to moulded projections on the coachroof. These are well secured. There are no jackstays installed along the side decks. The brokers details list jackstays so it is assumed that they have been removed for laying up. Where the jackstays are tensioned by rope lanyards the recommendation is to replace the lanyards whenever the jackstays are replaced. This is because modern synthetic fibres can weld together when subjected to pressure and movement over a length of time. When re-tied, the sections of rope which formerly passed round a metal eye will have been weakened. (Cat 1) Replace the jackstay lanyards if fitted

k) Skin fittings & seacocks Note; Bronze is conventionally an alloy of copper and tin, but the term is now popularly used to describe a wider range of copper based alloys which have no tin content but zinc and other elements which can provide similar dezincification resistance. There is no non-destructive Page | 14

Survey Report Magician test for alloy composition which is practical within the scope of this survey. Where visible casting marks indicate a particular alloy, it will be described. Otherwise, where the term ‘bronze’ or ‘brass’ is used in this report it denotes a copper based alloy of indeterminate composition. (See explanatory note 7) There are a total of 5 bronze though hull fittings below the waterline. Two are associated with the sea toilet, Flush water and toilet and holding tank discharge. The other valves are for the galley sink drain, Heads basin drain, and engine cooling water intake. There are also two glass reinforced nylon moulded skin fittings for the sailing instrument transducers. These are located under the saloon dinette berth forward and are sound and leak free. Heads compartment toilet discharge valve is 1 ½” ball valve marked PN25 and MS58. This valve is fairly stiff to turn but acceptable and is in good physical condition. It was tap tested with a pin hammer and rung well. The heads compartment flush water valve is a 3/4” ball valve marked PN25 and MS58. This valve is free to turn and the brass was clean and of good colour. The valve was tap tested with a pin hammer and found to be sound. The heads compartment basin drain valve is 1” ball valve marked PN25 and MS58. This valve is free to turn and the brass was clean and of good colour. The valve was tap tested with a pin hammer and found to be sound. The galley sink drain valve is 1” ball valve marked PN25 and MS58. This valve is free to turn and the brass was clean and of good colour. The valve was tap tested with a pin hammer and found to be sound. The engine seawater intake valve is 3/4" and marked PN25 MS58 and is fully coated with a white crystalline powder. When tested this powder did not dissolve in water so it was identified as a metal hydroxide caused by metal oxidising in seawater which has leaked through the hose tail. Where it was scraped off the brass beneath was reasonably clean and of good colour. The valve was tap tested with a pin hammer and found to be sound. The greatest build up of hydroxide is immediately below the hose fitting suggesting that the source of corrosion is the brass hosetail itself which could not be tap tested as it was within the hose. This hose tail and valve should be replaced. Recommendation (Cat 1) Replace the engine seawater intake ball valve and hosetail. MS58 is an alpha brass also classified as CW614N. Both this alloy and CW617N, known as Tonval, are 3% leaded brasses. The lead is added to improve machine ability rather than corrosion resistance. Although these valves pass the RCD requirement of a 5 year service life they are not true marine alloys and will be prone to dezincification. These valves should be regularly inspected for signs of deterioration. The metal should be scraped back to clean yellow metal and checked for colour which should be a bright gold. Any sign that the colour is carrot red and the metal sounds dull when tap tested is an indication that the metal has suffered from dezincification, and the valve must be replaced. (See explanatory note 13) Page | 15

Survey Report Magician

When replacing valves or skin fittings always use dezincification resistant alloys which will be marked DZR or CR or with the alloy classification CW602N or CZ132 All hoses to hose tails on the underwater fittings have been correctly attached using double worm drive hose clips. There are no tapered bungs attached to any skin fittings for sealing a skin fitting in an emergency. Recommendation (Cat 1) Install appropriately sized tapered soft wood bungs attached to each skin fitting. There is no bonding system linking the hull anode to all the skin fittings. (See explanatory note 8) l) Engine The engine is a Yanmar 3GM30F Serial number 23019. This is a marinised naturally aspirated 954cc 3 cylinder diesel engine. This engine produces 27hp at 3,600 rpm. The engine hours are given as 850. The engine is fresh water cooled with seawater drawn from a valve and seawater strainer and pumped via an engine driven Jabsco type pump through a water cooled exhaust manifold and intercooler and injected into the exhaust elbow via a swan neck. The exhaust elbow is good with no signs of corrosion. The exhaust has a Vetus waterlock/silencer installed after a short length of hose and the exhaust hose exits after a substantial swan neck near the waterline under the starboard transom. All was in good condition. The engine seawater intake hose is a wire reinforced PVC. The engine was seen to be in good cosmetic condition although the paint was bubbling in places due to surface oxidisation underneath. The oils were clean and free of particulates. The level was at the maximum level and had clearly been recently renewed. The alternator belt was removed, probably as part of a laying up process. The engine control levers operated cleanly. There is a single lever engine Morse control on the starboard side of the steering binnacle. The engine instrument panel is mounted in the starboard aft cockpit side behind the wheel. The engine control panel is in a good cosmetic condition and includes warning lights for oil pressure, water temperature and alternator output. There is also a tachometer or revolutions counter, an engine hours meter and a fuel gauge. The engine key was not available so the panel could not be powered up. The engine is set on flexible mounts fitted to girders which span the aft floors. The bolts for the girders were sound with no signs of movement, the engine mount rubbers were good with no signs of powdery decomposition. The gearbox is a Yanmar KM2P box with a 2.2:1 reduction ratio. The gearbox oils Page | 16

Survey Report Magician were good, up to level and recently renewed. The box engaged forward and reverse gears cleanly. There was no attempt to start or test the engine as it has been winterised. There is little to be gained by test running an engine unless it can be trialled under full load conditions and up to full running temperature, which is only possible in a full sea trial. The engine compartment is ventilated by a large diameter plastic hose which runs to a pair of large plastic vents under the helm seat. m) Fuel system Diesel fuel is stored in a rotationally moulded HDPE plastic fuel tank situated under the aft cabin bunk. This tank is filled by a flush deck filler in the adjacent aft starboard side deck. Fuel is drawn by a siphon tube in the top of the tank and there is a shut off valve in the line accessed through a hatch in the bunk top. It should always be possible easily to isolate the fuel supply to the engine compartment in the event of a fire or fuel leak. Fuel is fed in ISO 7840 A2 flexible fuel hose to a fuel filter in the same compartment as the tank. This filter has an integral water separator. This is in good condition and no water was found in the separator. From the filter, fuel is supplied to the engine lift pump by similar A2 fuel hose. From the lift pump fuel is fed to the injector pump in similar hose and the return from the injectors to the tank is also in A2 hose. These hoses are all in good condition with no signs of leakage. n) Stern gear The stern gear consists of a taper and keyway type coupling driving a 1” diameter stainless steel propeller shaft. This turns in a stern tube with a Volvo ‘Blackjack’ stern gland. These glands are water cooled and need to be bled whenever the vessel is launched to expel any air that is trapped. This is done by pinching the top of the gland until water appears. This gland could not be tested for leaks as the vessel was out of the water. The bilge under the gland had evidence of some water ingress but it tasted fresh, not salt so was assumed to be rainwater or condensation. The propeller shaft was attached to the output flange of the gearbox by a steel cast coupling which is lightly oxidised. Recommendation (Cat 2) Check the stern gland for leakage after launch. Test under power and if it leaks replace the gland. The propeller shaft was tested with a magnet and was seen to be highly magnetic indicating it was not 316 marine grade stainless steel. All 300 series

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Survey Report Magician stainless steel grades are Austenic and non-magnetic.(see explanatory note 12) It is no longer an automatic assumption that all propeller shafts should be non-magnetic. Modern stainless steels include duplex steels which are magnetic. They are as corrosion resistant as austenitic steels but have a much higher strength and greater resistance to stress corrosion cracking. There are however usually only specified for high performance, high power output engine installations due their greatly increased cost. This shaft is unlikely to be Duplex and is probably a 400 series Martensitic grade of stainless steel. There are no patches or signs of corrosion on the shaft but the shaft outboard of the stern tube has been antifouled so the whole surface condition could not be seen. The shaft is tight in the cutless bearing in the P bracket and the bracket itself is well secured within the hull with no sign of movement. The propeller was removed at the time of survey so could not be examined. Fitted to the shaft ahead of the propeller taper and keyway is a Spurs ® type rope cutter. This is well secured and in good condition, the blades are still sharp. Affixed to the shaft ahead of the P bracket are two clamp type shaft anodes which are only lightly eroded. o) Steering system The steering system is a semi counterbalanced spade rudder blade with the blade turning in acetal bearings within a short rudder tube. The rudder showed some degree, about 2mm, of movement in the lower bearing but the exact cause of this could not be ascertained. The bearings in these boats are Delrin acetal plain bearings which to accommodate possible mis-alignment, are mounted within rubber bushings. There was free movement so it could not be just compression of the rubber bushing. The cause could either be wear between the bearing and the stock or failure of the rubber and movement between the bearing shell and the rudder tube. The movement was not sufficient to affect steering so it is not recommended to do anything about it now but keep it under observation and address the problem if it deteriorates further. The steering is by wheel mounted on a pedestal within the cockpit. The steering mechanism is by Goiot and is a cable system with a short section of simplex roller chain fitted to a sprocket which is turned by the wheel. A removable panel in the after end of the aft cabin gives access to the underside of the steering mechanism. All was in good condition with little slack evident in the system. The cables though were well tensioned and smooth in operation. The steering cables operate on the rudder stock by turning a quadrant which is clamped and through bolted to the rudder stock. This was seen to be in good condition and was well greased. The autopilot is an Autohelm Wheelpilot

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Survey Report Magician which is mounted to and directly drives the wheel by virtue of a motor and ring gear. It could not be tested but powered up ok. The rudder stock is a 2” solid stainless steel shaft which turns in the rudder tube and is sealed with ‘O’ rings recessed into the Delrin bearings. The rudder stock terminates in a milled profile which engages in a fitting in an emergency tiller. The emergency tiller was located in the cockpit locker. The rudder is a clam shell GRP moulding which is probably foam filled. This is mounted on a solid stainless steel rudder stock with stainless steel tangs welded internally. Measured with a Sovereign Quantum moisture meter the rudder is considered slightly wet at 17 deep scale at the top rising to 21 deep scale at the bottom. This is not unusual for a rudder of this type of construction where it is almost impossible to seal the joint between the stock and the blade. This moisture is not usually a problem but can very occasionally lead to problems. The foam core can slowly breakdown sufficiently for the tangs and then the stock to move within the blade. This will often show first as an opening up of the joint between the two clamshells. There are no signs of splitting where the clam shell mouldings are bonded together at present but should be regularly inspected at lay-up. p) Mast spars and rigging The mast is a silver anodised double spreader masthead rigged spar by Sparcraft. The spreaders are moderately swept at 22.5° and the rig is conventional with cap shrouds and upper and lower diagonals and forward lowers. The spar is in good condition with the anodising almost unmarked over it length. There is no corrosion at the foot or around riveted stainless steel mast fittings where it might be expected. The mast is deck stepped on an alloy plate, detailed elsewhere. The spreaders are mounted on cast alloy roots riveted on with compression struts through the mast. These were well seated and secure when vigorously swigged. The gooseneck fitting is an alloy casting riveted to the mast and has a hinging alloy plate with a hole for the boom end fitting. The vang is a ‘solid kicker’ by Kemp which is probably not original as the standard specification is for a simple purchase system. This is attached to the mast by a riveted alloy plate which is a poor fit to the mast profile and the rivets are not fully seated. Kemp spars are part of Selden Group which is a competitor to Sparcraft and so is unlikely to be made compatible. This fitting was tested by a pry bar and was actually found to be well seated and secure. The mast is set up with a marked degree of pre-bend. A masthead rig should be set up with the mast in column when static and the fore and aft bend control is by adjustment of the lower shrouds. When sailing and under load the mast will adopt a small degree of forward bend in the between spreader zone as the rig takes up tension. The mast must not have any lateral bend at any point. It is recommended that a rigger be instructed to set up the rig correctly. Page | 19

Survey Report Magician

Recommendation (Cat 2) Instruct a rigger to set up the rig tensions correctly. The boom is also by Sparcraft. It is good condition with the end fittings in anodised aluminium and riveted on securely. There are four outhaul and reefing line sheaves in the after end and all the sheaves are intact and turn easily. At the gooseneck end the corresponding sheaves are also good with jammers intact. The mast includes a T track for a spinnaker pole but there is no spinnaker pole seen on board and there is no spinnaker within the inventory. The terminations are all roll swaged terminals. All were examined for signs of broken strands, evidence of corrosion and signs that the wire is drawing out of the swage. All were seen to be sound and corrosion free. The shroud rigging is all in 8mm 1x19 stainless steel wires, with 7mm 1x19 stainless steel wire for the fore and back stays and fore and aft lower shrouds. All with fork ended open bodied chromium plated bronze rigging screws. All seen to be in good structural condition but could not be tested under load. The shrouds terminate at the mast with stainless steel roll swaged button headed fittings which engage in holes in the spreader root castings. At the deck end the terminations are forks which secure to the rigging screws with cotter pins. All were seen to be in good condition. This is a good arrangement as the load ensures perfect alignment of the swages to the line of load The shrouds are almost certainly original and the age shows in the rigging screws where the chromium plating is oxidised and pitted. This rig is now over ten years old and the shrouds and stays could be considered due for replacement. The rig has apparently been recently inspected by a professional rigger and has been passed as sound. The general condition of the rig and control gear shows that the boat has evidently been little and lightly used so this rig could be considered to have quite a few years useful life remaining. Installed on the forestay is a Facnor roller furling gear with an aluminium head stay foil. The control line is fed back to the cockpit by stanchion fairleads on the port side and the line is locked off by a Spinlock PXR clutch on the port aft side deck. All was in good cosmetic condition but could not be tested for function, the control line had been removed for lay-up.

q) Sails and running rigging There were no sails seen on board at the time of survey. All of the running rigging had also been removed with the exception of the halyards. Mouse lines had been left in the boom for the reefing lines. The halyards were parcelled up at the mast and were seen to be 10mm double braid Terylene Page | 20

Survey Report Magician with sealed and whipped ends and loops for mouse lines. These had been well executed and the ropes themselves were in good condition.

r) Sea toilet and heads compartment The sea toilet is installed in the head compartment on the port side aft. It is a Jabsco with a grey handle. The handler colour is important in order to identify the correct service parts. The toilet itself is in good condition with a ceramic bowl and plastic seat and lid. The flush water valve has been left in the ‘dry’ pump position. It is best practise to leave the toilet flush water valve in the ‘flush’ pump position when laying the boat up for the winter. The ‘dry’ pump works by the lever holding the flap valve open, preventing the pump from creating a suction in the water intake hose. This rubber flap valve can dry out and freeze in this position preventing the pump from working. It is a common misconception that leaving the lever in the ‘dry’ position will stop water siphoning into the bowl. The lever position will make no difference to siphoning. The discharge hoses are in white odour free sanitation hose. There is a diverter valve fitted to the panel behind with a sign affixed for the correct operation for distribution of waste toward the sea or the holding tank. This valve moves easily but it has no means for the handle to be secured. It is required in some European countries that the diverter valve is capable of being locked in the holding tank position and there is usually a pair of holes through which a padlock can be fitted. The overboard discharge seacock is located under the basin in the heads compartment, it is detailed elsewhere. The discharge system is run to the diverter valve and then to the seacock. It could not be established if there was a swan neck in the hose or any kind of anti siphon valve as it was all located behind bonded in joinery. The seawater inlet hose is run from a seacock in the same cupboard in the heads compartment. The Nylon/PVC hose runs in a swan neck to the toilet. The holding tank is located in the port cockpit locker and is a rotational cast HDPE tank by Tek Tanks and is in good condition with no signs of leakage. There is no deck pump out fitting in the side deck above. There is only provision for overboard discharge from the holding tank which is by a Johnson mascerator pump located above the tank which pumps to a Y piece in the toilet discharge hose and then to the same valve in the heads compartment. This is a good efficient set up and has been well designed. The vent is a large 1 ½” diameter hose with a Microvent Breather Filter which uses charcoal to absorb odours. This is a useful provision for the subsequent installation of a deck pump out fitting. Marina based holding tank pump out stations can create high vacuums which require large diameter vent systems to avoid collapsing the tank. This vent system is in excess of what would be needed for the overboard discharge system fitted and has clearly been specified in anticipation of a deck pump out being eventually installed. Page | 21

Survey Report Magician

Beside the toilet is a small hand basin moulded integrally with the worktop. The basin drain runs in nylon reinforced PVC hose to a seacock directly beneath. All the skin fittings and valves for the toilet system are in the cupboard beneath the basin. The heads compartment is designed as a wet room and the faucet for the basin draws out on a hose to use as a shower head. There is a pump out in the sump beneath which is operated by a switch in the back panel. This was tested and working. Aft of the shower compartment is a wet hanging locker which also drains into the sump. Behind the basin and toilet are two large cupboards with bottom hinging doors, the basin side is mirrored. All was clean and in good order. s) Fresh water system Fresh water is stored in one tank under the aft cabin bunk. This is a rotationally moulded HDPE tanks and has a capacity of 165 litres. This tank is filled by a flush deck filler in the adjacent aft port side deck. All cold water is fed in nylon reinforced PVC hose. The calorifier is located under the settee berth and a heating coil receives hot water from the engines closed cooling system. There is also a 240 volt immersion heater element. After the calorifier hot water is fed in insulated hose to the faucets in the heads and galley. There is a provision for a second tank to be located in the forepeak under the bunk which would need the installation of a selector manifold in the system. Above the galley joinery is a display panel with LED indicators for the display of water level in two individual tanks. The pressurised water is supplied by a Jabsco pressure pump and a Jabsco accumulator tank to smooth out the water flow. All powered up and worked satisfactorily although the water system had been drained. The water heating systems could not be checked. Hot and cold pressurised water is supplied to the galley sink faucet and heads compartment. The supply also feeds the deck shower which is a pull out hand shower head located on the port transom. t) Galley The galley is laid out along the port side of the saloon. In the centre is an ENO gas cooker on gimbals facing outboard, detailed elsewhere. The galley contains the twin square and deep stainless steel sinks forward and a large top loading refrigerator aft. The compressor unit for this fridge is located behind the fridge with the control unit above. The work tops are in an off white laminate finish and the joinery has subsantialmoulded fiddles all round. Storage is provided by cupboards with hinging doors in matching joinery behind the cooker incorporating plate racks above and cupboards with hinging doors beneath. All was in good functional condition although the appliances could not be tested. There is no crash bar in front of the cooker or any Page | 22

Survey Report Magician provision for a bum strap. Cooking whilst in a seaway would be difficult without the ability to brace oneself to the motion of the boat. u) Electrical system There are three sealed type lead acid batteries installed, two for the domestic supply and one engine start battery. Domestic supply battery is 2 x 85 amp/hr batteries and the engine start battery is a single 85 amp/hr. All are located under the aft cabin berth under a lift up flap at the forward edge. The domestic batteries showed 12.3 volts charge when tested which represents 40% charge. The engine start battery showed a voltage of 12.4 Volts which represents about 50% charge. All batteries are of deep discharge leisure type batteries and are adequately strapped down. The battery compartment lid is fastened down with a spring latch Battery charging is by an engine driven alternator which is managed by a diode splitter located in the compartment under the aft cabin bunk. This enables both battery banks to be charged simultaneously without bridging them. There is also a mains powered switch mode battery charger located in the chart table seat. None of the charging systems could be tested specifically. The battery isolator switches are in the front panel of the engine space cover There are three isolator switches. One each for domestic and engine start batteries and one for the common negative. There is also a bus tie for emergency use. Circuits could not be tested for drain as a battery charger was permanently connected and the capacitors in the output circuit will cause false readings.. DC circuits are supplied from a 15 switch panel on the starboard side at the chart table. All the switches are hall effect breaker switches and are labelled and operated satisfactorily. There is a moving coil voltage meter and a selector switch to check the individual battery banks. The display showed readings which were consistent but slightly lower than the measurements taken from the battery banks. There is a 12volt power socket additionally which could not be tested. The Furuno Navtex display is wired direct from the domestic batteries with an on off switch in the panel beside the battery compartment. This is to enable forecasts and navigation warnings to be recorded and stored whilst the batteries are isolated. Cabin lights are low voltage halogen units which have been converted to LED lighting. five in the main saloon, one in the forepeak and one in the heads. In addition there are swivel reading lights above each bunk and a chart table light. All lights were tested and working. The vessel is equipped with a set of pulpit mounted navigation lights and a transom mounted stern light. There is also an all round white anchor light on the truck and a steaming light on the forward part on the mast above the lower spreaders. The navigation lights were tested and working, none of the mast Page | 23

Survey Report Magician mounted lights could be seen in daylight.The wiring through the vessel is generally tidy and well secured. A 240 volt shore power system is installed with a consumer unit incorporated in the starboard cockpit locker. This unit contains a 16 amp RCD. At the chart table switch panel there are individual MCB breaker switch positions for the battery charger, the immersion heater and the power sockets. Only the immersion heater has a breaker switch installed although there are both a battery charger and power sockets installed on the boat. It is assumed that these are wired direct from the RCD unit but it could not be tested as the shore power was not live. If that is the case then individual MCB breaker switches should be installed in the panel. The panel uses ‘Blue Sea®’ switches which are widely available. Recommendation (Cat 2) Install breaker switches in the AC switch panel for the battery charger and power sockets. Also installed in the earth grounding wire is a Zinc Guard galvanic isolator which blocks DC voltages below 1.2 volts. This voltage is greater than the highest potential difference found between underwater metal components. In this way it prevents electrolytic couples being formed through the vessels earth grounding system which can damage underwater components through electrolysis. It will conduct AC voltages above that range which enables the Residual Current Devices (RCD) to protect the user from electric shock in the event of a fault. v) Gas system The gas system is supplied from a dedicated gas locker situated in the port side cockpit locker. It has a sealed lockable lid and drains overboard. It contains one 2.7kg gas cylinder and a second spare of the same size. The flexible hose from the regulator is dated 04/2010 which is just in date, there is no date to the regulator but it looks to be of the same age as the hose. It is branded ‘Hayward’ who is a local marine gas installation company so it is not original. The gas supply from the locker is in copper with bulkhead fitting. Gas piping runs from the locker to the galley and is secured along its length. There is a shut off valve beside the cooker in the sink cupboard. The cooker is supplied from a bulkhead fitting via a flexible hose which is dated 09/2010. (See explanatory note 10) The cooker is an ENO two burner cooker with oven. There is a flame failure device on all the burners and pan clamps installed. The cooker was not tested but looked to be in very good clean condition. There are no other gas appliances installed.

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Survey Report Magician A gas alarm is installed under the chart table. This is an SF Detection single sensor system. This unit is probably a retrofit item and is powered up by one of the spare switches on the panel.

w) Fire fighting equipment There are three fire extinguishers seen on board, all three are 1kg 8A 34B units. One is installed in the forepeak. One under the chart table and one in the post side cockpit locker. All have dial indicators and showed good pressure. There are no manufacturing or service dates shown. There is also a fire blanket installed in the galley. Recommendation (Cat 1) Service or replace all the fire extinguishers. At least one extinguisher should be placed which is accessible from outside the accommodation. There is no bunged extinguisher hole in the engine box for use so that an extinguisher can be discharged without opening the engine covers. Powder type extinguishers can cause damage to engines if used whilst engine is running. (See explanatory note 11) Recommendation (Cat 1) Install a bunged extinguisher hole to the engine cover.

x) Bilge pumping The main manual bilge pump is a Henderson single acting diaphragm type pump and is located in the port side aft end of the cockpit. It pumps from a hose in the keel sump, and discharges high in the transom. There is no strum box on the end of the hose which would prevent large particles from being drawn into and damaging the pump. This pump appeared to function satisfactorily. There is a second electric pump located in the keel sump. This is a manually switched pump with a switch at the chart table panel. This worked but the effectiveness could not be established without water in the bilge. When relaunched, Both pumps should be tested by introduction of water into the keel sump. Manual pump choker valves can harden and cease to function when a vessel is laid up over winter. Recommendation (Cat 1) Test both bilge pumps when boat is re-launched by introducing water into the keel sump.

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Survey Report Magician

y) Interior fit-out The fit out is executed in teak faced plywoods and solid wood mouldings. The joinery is well executed with solid hardwood framing to the cupboards and no unfinished edges shown. The fiddle and shelf edgings are substantial mouldings with rolled edges and all finished in a satin rubbed varnish. The layout is fairly conventional with a forepeak sleeping cabin closed off by hinging door from the main saloon. The forepeak has a hanging locker to starboard and a cupboard to port. The berth has cavernous storage beneath where the optional second water tank would be installed. In the main saloon there is a ‘U’ shaped dinette with a table offset from the centre line to starboard of the vessel. There is a clever arrangement for additional seating to port of the table where a bench seat can be slid out and the sole board transposed. It is understood that the dinette can also be converted to a double berth by lowering the table. and an optional infill cushion fitted over it. At the after end of the saloon are a navigation station to starboard of the companionway and the heads compartment to port. The galley worktop extends over the whole port saloon side and features a large larder cupboard with slide out baskets aft. The worktop itself is made from an off white laminate with substantial teak fiddles. The navigation station has an Admiralty Chart sized table with a lifting lid and stay. There is a dedicated seat for the navigator with storage under. There are ample storage facilities with cupboards and shelves behind the saloon berths. Aft of the saloon is the aft cabin accessed through a hinging door. This comprises a large double berth extending to the hull side and beyond the centre line of the vessel. To the outboard side is a large hanging locker. All was seen to be in good condition. The companionway steps are wooden steps mounted onto a substantial engine box cover. The steps are firm and secure and have turned up outer edges to ptovide a secure foothold when the boat is heeled. The centre section is removable for access to the engine space and is well secured by sliding bolts. In the aft cabin the engine cover hinges backward for full access to the engine and gearbox. Under the aft cabin bunk are lift up panels which provide access to the stern gear and services running aft to the transom. All this was in good condition and provides ample access for maintenance. All the saloon and cabin upholstery is in a blue woven fabric and in good condition with no evident stain marks. The main cabin headlinings are in off white vinyl covered plywood panels which are secured by Velcro. This provides access points for the fastening of some of the deck fittings. This is in good condition with no signs of sagging normally associated with this form of headlining. There are no hand holds in the coachroof head but there is a substantial moulded profile below the window line for hand hold.

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Survey Report Magician All the windows have curtains which are on top and bottom tracks and have tie backs. These have been removed and blinds fitted over the windows. The sole boards are varnished teak and holly plywood and are well secured with individual access panels to the bilge and skin fittings. The two at the foot of the companionway have been removed and temporary plywood boards fitted for lay-up. The compression post for the mast is in stainless steel and this boat has had a joinered cover fitted which matches the remainder of the joinery. This has been well executed but prevents the forward most sole board from being lifted.

z) Additional equipment The following equipment was seen on board the vessel. The masts were unstepped and the vessel laid up ashore so few instruments could be seen working. Plastimo compass on binnacle, good no bubble Raymarine ST50 TriData log/speed/echo sounder, powered up, no signal Raymarine ST50 Windspeed/direction, powered up, ok Raymarine ST4001+ autopilot, powered up ok Lowrance 3600i GPS/chart plotter, mount only, unit removed from vessel Raymarine pathfinder radar scanner on mast, untested, no display Furuno NX 300 Navtex, powered up ok Icom IC M421 DSC type VHF, powered up ok Bracket for Autohelm Personal Compass, unit removed from vessel Brass cased clock on bulkhead, working ok Brass cased barometer on bulkhead, working ok Brass cased combined temperature and humidity on bulkhead, working ok Pioneer KEH-P3700R stereo/CD player with saloon speakers, working ok Pioneer CDX-P24S 6 disc CD auto changer, untested VHF aerial at masthead 16kg Bruce anchor, 100mm chain and warp Goiot electric anchor windlass with remote control Blue sprayhood and wires wires, poor condition , winter cover only Blue full cockpit cover and wires, poor condition, winter cover only Stainless steel transom boarding ladder, well secured, good condition 2 boat hooks, good condition Various mooring warps and fenders, good usable condition Page | 27

Survey Report Magician Dan bouy, good condition. Seago 4 man liferaft on pushpit bracket, service due March 2105 Firdell Blipper radar reflector on mast, unexamined Glomex unidirectional TV antenna on mast, untested Summary of recommendations the report

Full details can be found in the body of

Category 1 recommendations are safety related defects which must be corrected before the vessel is put into commission.

(Cat 1) Consider removing and reversing the forward hatch (Cat 1) Service the winches and replace the pawl springs. (Cat 1) Replace the jackstay lanyards if fitted (Cat 1) Replace the engine seawater intake ball valve and hosetail. (Cat 1) Install tapered soft wood bungs attached to each skin fitting. (Cat 1) Service or replace all the fire extinguishers. (Cat 1) Install a bunged extinguisher hole to the engine covers. (Cat 1) Test both bilge pumps when boat is re-launched Category 2 recommendations relate to defects which affect the operation of the vessel in normal use and should be attended to at the earliest opportunity.

(Cat 2) Abrade the keel locally to the corrosion and re-epoxy (Cat 2) Replace the hull anode and check the bonding system resistance. (Cat 2) Remove and re-bed port and starboard chain plates (Cat 2) Check the stern gland for leakage after launch. (Cat 2) Instruct a rigger to set up the rig tensions correctly. (Cat 2) Install breaker switches for the battery charger and immersion Category 3 recommendations relate to conditions which are cosmetic or affect the value of the vessel and should be attended to in the next lay-up season

(Cat 3) Protect the topsides gel coat from degradation using PTFE polishes

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Survey Report Magician Conclusions Magician is an example of a popular family cruising yacht. The design provides for comfortable accommodation and facilities for two couples or a family, combined with good sailing performance and easy sail handling. The boat was clearly designed and built to compete in a highly competitive market with a high specification at an attractive price She has obviously been little used as a passage maker as there are relatively few hours miles on the engine and little general wear and tear on the gear. The factors that gives away her real age are the sailing and navigation instruments which are all obsolete units now. The general condition is typical of a vessel of half this boats age. The list of recommendations reflects mainly the need for a service of all the machinery and equipment, and the updating of time expired components. There are few structural or mechanical issues that need addressing. Apart from the possible installation of a more advanced radar and chartplotter there is little need for upgrading of equipment. Overall Magician is in very good and sound mechanical and structural condition. She is well equipped and has been well cared for by two previous owners.

Richard Thomas BA(hons) MRINA 21/01/2015

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Survey Report Magician Appendix: Explanatory Notes These notes do not form part of the survey report. They are given with the intention of providing contextual information to the recommendations given. They do not necessarily have relevance to the vessel under survey. 1) Osmosis. There are three distinct stages in the process whereby water absorption into the laminate can lead to blistering. It is important to recognise that there is no automatic assumption that each stage will lead to the next, as other factors need to be present. Firstly all polyester resins will absorb some water without any detrimental effects. Styrene is added to polyester resin to thin it and make it easier to work, it is also essential to the polymerisation of the resin. In the curing process not all the styrene will be used by the polymerisation of the resin, and the remainder will evaporate off over time resulting in the characteristic new boat smell. This evaporation will leave microscopic permeations in the resin which will absorb water. The presence of small levels of moisture is therefore normal and is not a cause for concern. The second stage is an osmotic reaction; it is necessary for trapped pockets of uncatalysed water soluble molecules of ethylene glycol or neopentyl glycol from the base resin or MEK from the catalyst to be present in the laminate, and for the absorbed water to mix with them and produce an acidic solution. Osmosis is the process whereby a permeable membrane will attempt to balance the acidity of the solutions across it. Water will be drawn under pressure from the alkaline side (seawater) to the acid side, drawing water into the laminate. Eventually the pressure in the pocket can reach a point where it is equal to the osmotic pressure and it will reach a stasis. The inherent strength of a well consolidated glass laminate fully wetted with properly catalysed resins will be able to contain this pressure without being affected. Provided a vessel is hauled out and laid up regularly, a vessel can suffer an osmotic reaction without any visible evidence other than elevated moisture readings immediately after hauling which will rapidly drop off after a period ashore. Third stage is the formation of blisters; if the pockets are particularly large due to poorly consolidated laminates or the emulsion used to bind the glass fibres has not been fully wetted out because of the resin curing too rapidly, then the pressure can fracture the laminate and a fissure will form. Resin/fibre bonding failure can also be caused by water wicking along the fibres. Some manufacturing techniques used by boat builders over the years have proved to be very poor practise with the benefit of hindsight. Spray layups using a chopper gun and double gelcoats have both produced hulls very prone to blistering. If a fissure starts to form and expand, the pressure will not increase and this will allow osmosis to continue to take place. Physical evidence will appear in Page | 30

Survey Report Magician the form of blisters and generally the size and form of the blister represents how deep the blister is seated in the hull construction. Very small circular bubble blisters of 2 to 5mm will probably be in the paint or epoxy coatings and will not be a cause for concern. They will be very likely to disappear after a few weeks out of the water. Domed blisters with defined edges between 5mm and 20mm will most probably lie in the interface between the gelcoat and the laminate or between the layers of a double gelcoat. For osmotic blisters to be present in the laminate itself they will usually be a minimum of 20mm in diameter and be irregularly shaped with undefined edges. The extent of these blisters will often be easier to trace by hammer testing than by sight.

2) Gel protection Wax-based products are widely used on gel coats but appear to give better protection than they actually do. Carnauba waxes provide protection from photo-oxidisation; however they give very limited protection from photo-initiation or UV attack. UV protection with carnauba wax begins to drop off in about 50 hours of exposure, with an almost total loss of protection after 250 hours. The best method for resisting UV attack is to apply a UV resistant surface coating. Silicone waxes are UV resistant but the problem with silicone compounds is that they tend to migrate. Because they are difficult to bond, they tend to move to adjacent surfaces and into porous materials such as the polyester gel coat film. This can cause serious problems with subsequent bonding in the event of the gel needing repair or refinishing. There is also the possibility that silicone migration can cause embrittlement of the gel coat.

3) Teak plank erosion. A tree’s growth rings are made up of alternate bands of fast growing springwood and slower growing summerwood. The springwood is a wide band and is light in colour; it is relatively soft and has a thin walled cellular structure. Summerwood is a narrower, darker band and the cell structure is much stronger. It is these alternating coloured bands that create the attractive grain pattern in the face of the timber. The use of pressure washers or deck scrubbing has the affect of scouring out the soft springwood leaving the harder summerwood and the caulking as raised ridges. This raised grain will then be rapidly eroded by foot traffic. For this reason a teak deck should never by cleaned using a pressure washer or by aggressive scrubbing along the grain. The colour of teak can be restored if necessary by a light sanding orbital or across the grain, or the use of a chemical oxalic acid cleaner. A teak oil should then be applied which will retard the dying off of the cells which appears as silver coloured wood

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Survey Report Magician 4) Stress cracking in gel coat Most stress cracking is purely cosmetic, moisture is unlikely to penetrate to the laminate in the topsides and can easily be detected with a moisture meter. It is nevertheless important to establish the origins of any crazing in the gel coat to try to prevent it happening. The appearance of the crazing is an important indicator. Star crazing which appears as concentric circles or half moon shapes are usually the result of an impact on the outside of the hull. These can only be avoided by skill and care of the helmsman and crew. Star crazing which appears as a star of radiating cracks from a central point are usually the result of an impact on the inside of the hull. This is often a result of poorly secured heavy items of equipment, anchors, outboard engines etc impacting on the inside of hull when the boat is slamming in a seaway. These can be avoided by stowing heavy items carefully, or fitting a cockpit locker or anchor locker with a sacrificial lining of plywood. Crazing which is a series of near parallel lines occurs where the impact has been some way away from the apparent area of damage. This is because the design of the hull has created a hard point which locally prevents a lightly built laminate from flexing to absorb an impact. It is forced to crease along the hard point and crack the gel coat. This can occur where there is an internal bulkhead bonded to the hull or where the hull has a change of profile which is naturally stiffer than the surrounding area, 5) Stainless steel corrosion. Stainless steel is corrosion resistant by virtue of the chromium and nickel content in the alloy which rapidly oxidises and forms a coating of chromium oxide. This coating is transparent and impervious to oxygen and known as passivation. This effectively prevents further oxidisation. Stainless steel needs the constant presence of oxygen to remain corrosion resistant because should the passivation layer be damaged it needs oxygen to re-oxidise. Where stainless steel in encased in a material, particularly if there is high salinity present, pitting corrosion will occur. All corrosion is essentially electrochemical, with erosion of electrons from the anodic surface to the cathodic surface within an electrolyte or saltwater. Pitting corrosion is, as its name implies, deep pitting rather than the uniform surface corrosion found on mild steels. Any damage to the passivation layer becomes anodic, Due to the tiny size of the anodic pit compared to the surrounding metal which is cathodic, galvanic action results in highly concentrated aggressive erosion of the metal. This kind of corrosion is extremely insidious, as it causes just a small loss of material with little evidence on its surface, while it erodes deep into the structure of the metal. It can also lead to stress corrosion fracturing which is the propagation of cracks in a corrosive environment. This can cause the sudden failure of metals that are subjected to a tensile stres

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Survey Report Magician 6) Winch sizes. Winch numbering relates to the power ratio of the winch. That is the highest gear ratio multiplied by the length of the winch handle over the radius of the drum plus half the rope diameter. That means that on a size 48 winch turning a winch handle through 48 inches of arc will pull the rope in by 1 inch. There is actually no direct relationship between the physical size of the winch and the size number, as in practice, some winch drums can be used for several different ‘sizes’ of winch. The old style Lewmar 2 speed winches were not true 2 speeds as the drive in one direction was direct, that is 1:1. The only geared speed was therefore much lower ratio than new style winches which have 2 geared ratios. When winches are described therefore as ‘Old Style’ this means the winch will be physically larger than the ‘New Style’ winch of the same power number. 7) Copper alloys. Bronze is conventionally an alloy of copper and tin, but many other elements can be alloyed with it to produce particular properties needed for marine applications. Aluminium Bronze, Nickel Bronze, NIBRAL for propellers and stern gear. Silicone Bronze for screws and fasteners. Phosphor Bronze for springs etc. Brass is also an alloy of copper with the addition of zinc and is also widely used in marine applications. Naval Brass, Gunmetal and DZR Brass for valves and skin fittings. Manganese Bronze, sometimes called High Tensile Brass for propellers. Muntz Metal and Yellow Metal for tingles and sheathing. All these brasses have the addition of small amounts of other elements to aid corrosion resistance. Bronze is much stronger and more corrosion resistant than Brass. Bronze is harder and more abrasion resistant than Brass. But bronze alloys are four times the price of Brass, which makes a typical Nickel Bronze propeller between 30% to 40% more expensive than an identical Manganese Bronze (Brass) propeller. The exact composition of an alloy can only be established by an X Ray Fluorescent Spectrometer. There is no non-destructive test for alloy composition which is practical within the scope of a survey. It is possible to identify Brass by the use of Hydrochloric acid which dissolves the zinc content producing a pink colour shift, but this is not technically non destructive. By creating a patch of copper rich alloy it effectively creates a cathodic surface surrounded by an anodic surface which will initiate and electrochemical erosion process. 8) Cathodic protection of skin fittings. It was common practice up to the 1980’s to link all metal underwater fittings with an electrical bonding connected to a hull anode. This was in the belief that any cathodic protection was better than none. In practice that has proved to be counterproductive. In electrochemical erosion processes a current flows between two metals which have a high potential difference (measured as a voltage) from the higher

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Survey Report Magician metal on the galvanic scale to the lower. Electrons flow in the opposite direction which results in the lower metal (anode) eroding. For a sacrificial anode to be effective it needs to be close to the component being protected as potential difference drops over a distance. It is termed ‘line of sight’ in that the anode needs to be able to ‘see’ the propeller or skin fitting which is why most anodes are located near the stern gear. If all the skin fittings are bonded to an anode, they are also bonded together. This means that there is a possibility of an electrochemical reaction occurring between skin fittings which could be of slightly differing alloys. Although their potential difference will much lower, they are likely to be very much closer to each other than to the anode and therefore the potential difference can be actually greater. Best practice now is to ensure that skin fittings are electrically isolated within the vessel. 9) Electronic Rig Testing. The principle of electronic rig testing is to pass a current through a swage terminal and measure the resistance increase caused by possible broken strands or corrosion hidden within the swage. As the tested conductor is stainless steel the resistance will be very low in the order of micro ohms and this requires a specialised 4 wire Kelvin Bridge micro ohm meter. First the resistance is measured along a section of the wire stay approximately 5 cms apart, then a second reading is taken between the wire and the end of the swage terminal also 5 cms apart. In theory in the second test the swage itself is forming a perfect, almost zero resistance joint with the wire and so the two readings will read the same. Any wide variation may prove a possible fault hidden within the swage. In practice it is considered a pass if the two readings are within 10% of each other. The majority of rig failures are at the joint of the swage due to the anaerobic corrosive effects of salt water settling in the open end. Also this section is most likely to suffer work hardening and embrittlement as any harmonic vibration in the wire will cause the wire to flex over its length but it will bend sharply at the joint as the wire is trapped within. The test is not infallible as the resistances are very low and anomalous results can be generated by other factors. It should be taken as an additional indicator in combination with other tests, visual inspections etc to produce an overall view of the integrity of a rig. The test is most useful when made as a trend analysis where a test is carried out every year and the results recorded. In this way a progressive deterioration can be spotted before failure occurs.

10) Gas fittings. Gas hose is assumed to have a service life and is dated with the month of its manufacture. It is safe practice to replace the hose after 5 years. Braided hose has the same assumed life span, as the rubber hose within is of the same specification and subject to the same progressive permeability as it Page | 34

Survey Report Magician degrades. The braiding is added to protect the hose from heat and abrasion damage and to resist kinking. It is also considered safe practice to replace gas pressure regulators after 10 years although this is not an industry standard. Some manufacturers stamp their units with an ‘inspect or replace’ date, usually 5 years from date of manufacture. Other manufacturers do not date their units at all, or use a date code which can only be read by their service departments. 11) Fire extinguishers. The best extinguishers for vessels are powder extinguishers which are good multipurpose A, B, C units for class A (paper wood textile fires), class B (flammable liquid fires), class C (flammable gas fires). In a larger vessel which has several units installed it is recommended that at least one extinguisher in the accommodation is of the foam type as powder is less effective on fabric fires as it does not penetrate the material. Foam extinguishers must not be installed in the galley as they are A,B and ineffective on flammable gas fires. Powder extinguishers use very fine dry powders. Most marine diesel engines have only a coarse air filter which cannot filter out all the extinguisher powder. This can build up an incompressible bulk in the upper cylinder when mixed with fuel and cause a hydraulic lock. Also some dry powder fire extinguishers contain ammonium phosphate powder which turns to phosphoric acid when exposed to moisture. This is highly corrosive and if drawn into a running engine can cause extensive damage. It is recommended that before tackling an engine room fire with a powder extinguisher, the engine is stopped. The only fire extinguishers suitable for use on running engines are CO2 which are class B (flammable liquids and live electrical circuits) All fire extinguishers are stamped with an end date. This is not an expiry date and the date can be extended by servicing. Powder extinguishers will work well past their end date provided the pressure is maintained within, and the powder has not clogged in the bottom. It is good practice to shake the extinguishers periodically to feel the powder moving inside. Extinguishers without pressure gauges can be tested for pressure by weighing against their original supplied weight. Qualified service engineers can extend expiry dates by testing and recording on a service card attached. It may not be economic to have small units tested and cheaper to replace them. 12) Stainless steel grades. These are classified by their crystalline structure. The majority of stainless steels used in marine applications are 300 series Austenitic steels. They contain a minimum of 18% chromium and are highly corrosion resistant as the chromium forms a passivation layer of oxide on the surface provided oxygen is present. The most common grades in sheet or tube are 304 (known as A2 in fasteners) and 316 (A4 in fasteners). The disadvantage of high levels of chromium is a loss of ductility and ultimate strength. It is for this reason that 300 series are forbidden in certain applications such as engines and vehicle structures. Austenitic stainless steel is non-magnetic

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Survey Report Magician Other grades are Martensitic 400 series which has a minimum 14% chromium. This has significantly better strength and can by heat treatment be made almost as corrosion resistant as Austenitic. Ferritic stainless has a minimum 10% chromium and has the best physical performance characteristics but suffers from poor corrosion resistance. Both Martensitic and Ferritic stainless steels are magnetic. There is also Duplex Stainless Steels. These grades are a mix of Austenitic and Ferritic. This is mixed at a granular level so it is not a true alloy. If it were smelted then it would become a Martensitic grade. It is a highly complex structure that is expensive to manufacture, but it combines the corrosion resistance of Austenitic with the structural properties of ferritic. It is also magnetic. The disadvantage of Duplex stainless is that it cannot be hot worked or cold formed so it is unsuitable for fasteners or forged components. The assumption made by many is that if a stainless steel is magnetic then it is of a poor quality. That is a complete misunderstanding of the fact that all materials have their optimum uses. In fasteners a magnetic stainless steel would indicate a high strength low corrosion steel. In something machined from stock or billet such as a propeller shaft, it could mean high strength /high corrosion resistant precipitation hardened Martensitic stainless steel or a Duplex stainless steel with twice the strength of Austenitic 316 and significantly better corrosion resistance. 13) White crystalline powder on valves The presence of a white crystalline powder on skin fittings and valves should always be investigated in case it is evidence of dezincification. The powder is a metal hydroxide which is caused by metal oxidising in the presence of water. The oxide combines with the hydrogen in the water to form a hydroxide. This can be tested by the fact that the powder does not dissolve in water which is how it can be identified from ordinary salts. The hydroxide, usually caused by a leaking skinfitting can have several causes. Some are harmless such as nickel hydroxide formed by the nickel plating on some fittings oxidising. More potentially damaging is zinc hydroxide caused by the zinc in the brass itself oxidising out and leaving a weakened porous copper rich alloy which will appear carrot red in colour and sound dull when hammer tested. These hydroxides caused by leaking hoses will usually show as a track of white powder running down from a poorly sealed hose tail, Most damaging and potentially dangerous is where there is no evidence of an obvious external leak or water source and the powder appears on or around the fitting. This can be evidence that the metal has become sufficiently porous for water to pass through the fitting itself. This fitting will soon fail completely with potentially disastrous results. All powder deposits should be scraped back to bare metal and the metal examined for colour and soundness, and if doubtful must be replaced as soon as possible.

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