‘A Yacht’ 27’Hunter Sloop€¦ · 4.1 Description ‘A Yacht’ was seen to be a 2008 model...

‘A Yacht’

27’Hunter Sloop

Pre-Purchase Inspection Report

Completed for:

Mr. Client

A Sandy Beach Road

Sydney

NSW 2000

Inspection by:

Mark Robertson DipMarSur, DipYBYM ShipShape Marine Surveying

8 George Street

Balmain

NSW 2041

Inspection: 28th February 2011

28th February 2011 “A Yacht”, Hunter 27, Pre-Purchase Inspection Page 1 of 23

ShipShape Marine Surveying ◊ 8 George Street, Balmain, NSW 2041, Australia ◊ Principal Surveyor- Mark Robertson

Contents

1 Introduction…………………………………………………………………………………………………... 2

2 Summary……………………………………………………………………………………………………… 2

3 Scope………………………………………………………………………………………………………….. 3

4 The Vessel……………………………………………………………………………………….……………. 4

4.1 Description……………………………………………………………….…………………... ……….. 4

4.2 Identification…………………………………………………………….…………………... ……….. 4

5 Findings……………………………………………………………………………………………………….. 5

5.1 Hull…………………………………………..…………………………………….…………………….. 5 5.1.1 General Appearance ……………………….………..……………………………… 5 5.1.2 Hull Below the Waterline ……………………………..…..………………………….. 5 5.1.3 Topsides …………………………………………..……..……………………................ 6 5.1.4 Transom …………………………………………………………………………………. 6 5.1.5 Keel ……………………………………………….…..……..…………….…………….. 6 5.1.6 Rudder & Running Gear………………………………….…..…..…………………... 7 5.1.7 Internal Structure ………………………………..………..…………………………… 7 5.1.8 Through Hull Fittings and Seacocks …….……….……..……………….………….. 8 5.1.9 Bilges & Pumps …….….……………………………………..…………….… ………... 9

5.2 Deck and External Fittings .…………………………………………….………………................... 10

5.2.1 Deck Moulding ……………………………………………….……………………….. 10

5.2.2 Hatches …………………………………………………………….……….…………… 10

5.2.3 Windows ………………………………………………………….………….…………. 10

5.2.4 Deck Fittings and Equipment ………………………………….……….…………… 10

5.2.5 Ground Tackle …………………………………………………………….…. ……….. 10

5.2.6 Mooring Points …………………………………………………………………………. 11

5.2.7 Deck Railing…………………………………………………………………………….. 11

5.2.8 Winches …………………………………………………………………………………. 11

5.3 Rig & Sails ……………………….………….…………………………………………..……………… 12

5.3.1 Hull & Deck Mounts …………………………………………………………………… 12

5.3.2 Spars ……………………………………………………………………………………… 12

5.3.3 Standing Rigging ………………………………………………………………………. 12

5.3.4 Running Rigging ……………………………………………………………………….. 13

5.3.5 Sails ………………………………………………………………………………………. 13

5.4 Machinery ………..……………………………………………………………………………………. 14 5.4.1 Engine ………………………………………………………………………………….… 14 5.4.2 Engine Fixtures ………………………………………………………………………..... 15 5.4.3 Fuel System ………………………………………………………………….………….. 16

5.5 Systems and Services……………………………….……….……………………………………….. 17

5.5.1 Electrical Systems ……………………………………………………..………………. 17

5.5.2 Water Systems …………………………………………………………..……………... 17

5.5.3 Gas Installation …………………………………………………………….………….. 17

5.5.4 Galley ………………………………………………………………………..………….. 18

5.5.5 Heads ………………………………………………………………………..…………… 18

5.6 Safety and Navigation……………………………….……..…………………...…………………… 19

5.6.1 Fire Fighting and Safety Equipment ……………………………………………….. 19

5.6.2 Navigation Lights ……………………………………………………….……………… 19

5.6.3 Instruments ……………………………………………………………….…………….. 20

5.7 Accommodation and Décor …………………………..………………….……..……………….. 20

6 Conclusion………………………………………………………………………………...…………………. 21

7 Recommendations.………………………………………………………………………..………………. 21

7.1 Safety and/or Structural Defects .…………………………………………………………….. 21

7.2 Advisory Maintenance Issues ..……………………………………………….……………….. 21

7.3 Suggested Repairs or Modifications, and Ongoing Maintenance ……........................ 21



1 Introduction

This survey was carried out on the instructions received from Mr. Client of A Sandy Beach Road,

Sydney NSW. The vessel was initially inspected whilst afloat at Pulpit Point Private Marina,

Woolwich, NSW and lifted out and held in the slings at Noakes Shipyard also at Woolwich on the

28th February 2011.

The survey was conducted by Mark Robertson, principal surveyor for ShipShape Marine

Surveying. Mark holds a Diploma in Yacht and Small Craft Surveying issued by the International

Institute of Marine Surveying and a Diploma in Yacht and Boatyard Management from the

Southampton Institute of Technology. He also holds RYA Yacht master and NSW Coxswain

certificates.

In attendance at the time of inspection were the following:

• Mr. Client, the client and purchaser, attended for the duration of the inspection.

• Mr. Broker, Hallett Boat Brokers the selling agent, attended for the beginning and end of

the inspection.

The survey was carried out in accordance with agreed terms and conditions, and with relevant

codes of practice published by the International Institute of Marine Surveying.

2 Summary

‘A Yacht’ was found to be a well maintained and little used, 2008 launched, Hunter 27 yacht,

powered by a 14Hp Yanmar diesel motor with only 38 hours use.

Structurally the only fault that could be found was some minor gel coat damage at the bow

and each quarter. The underwater section of the hull was found to be in good condition.

Two loose deck fittings were noted, being the bow roller and a stanchion base which will both

require attention.

Mechanically the engine ran well, however one of the engine mounts was found to be

considerably more corroded than the others and the stern gland was corroding and will also

require adjusting.

As a safety issue; the carbon monoxide and smoke detectors have been disabled and should

be reconnected.

The safety equipment was not up to NSW Maritime recommendations, particularly for offshore

passage making.

Otherwise, the majority of the recommendations concern modifications or repairs that can be

completed at the owner’s convenience, and items that should be included in a program of

routine maintenance.

The recommendations made within this report are presented in three categories and are traffic light colour coded as: Safety and structural defects Advisory maintenance issues Suggested modifications and repairs

Once these recommendations have been addressed, there is no reason why ‘A Yacht’ should

not continue to give good service and enjoyment for many years to come.



3 Scope

The purpose of this inspection and survey report is to determine, insofar as possible within the

limitations of visual and physical accessibility, the vessel’s condition at the time of inspection by,

reporting deficiencies as detailed in the findings section of this report and to present the

surveyor’s personal opinion as to the vessel’s condition.

Internal inspection was limited to the areas that are normally accessible directly or through

lockers, inspection hatches, removable panels, etc. No part of the vessel was dismantled; no

bolts were removed for inspection and no linings removed. Consequently, any part of the vessel,

her equipment or fittings, which were unexposed or inaccessible, cannot be confirmed to be

free from defect.

The vessel and her equipment were not being assessed for design, suitability for any particular

purpose, or compliance with any rules, regulation, standard or code.

Note that the terms “serviceable” or “serviceable condition”, as used in the report, mean that

the item remained usable, despite possible wear or deterioration. The item may nevertheless

require maintenance or replacement in due course.

Osmotic blistering of fiberglass hulls affects many vessels. Blistering is typically a sign of an

underlying condition that may affect the fiberglass laminates. The factors that can cause

osmotic blistering include the quality of materials and workmanship used during the original lay-

up of the fiberglass laminates, temperature and salinity of the water that the vessel is immersed

in, and the vessel’s history of maintenance and repair. Full evaluation of a fiberglass hull to

determine the presence and extent of this condition would require destructive testing, which is

beyond the scope of this survey.

Special Instructions.

Mr. Client had expressed some concern with regards to the condition of the antifoul and underlying

epoxy coating. He had been advised by the brokers that the boat had previously been the subject of

some warranty work regarding to the antifoul flaking off after delivery.

Closer attention was therefore paid to the underwater surface and coating during the inspection.



4 The Vessel

4.1 Description

‘A Yacht’ was seen to be a 2008 model factory built Hunter 27 Legend. This is a 27 ft light displacement

cruising yacht designed by Glen Henderson and built by Hunter Marine Corporation, USA.

The hull was moulded in GRP with a straight bow, rounded bilge and a scoop transom. The topsides

were stiffened with a foam core from above the waterline and were finished with a UV inhibited white

gelcoat.

The cockpit deck and superstructure were of a moulded GRP laminate with a foam core. The deck

was finished with a white pigmented gelcoat and moulded with a diamond pattern non slip finish.

The yacht had a cast iron fin keel and a balanced spade rudder. The open transom cockpit was fitted

with pedestal mounted wheel steering. She had a fractional B&R sloop rig, featuring a deck stepped

aluminium mast with single swept back spreaders, a battened, single line slab reefing mainsail and a

roller furling headsail.

The accommodation was fairly conventional with double aft cabin under the cockpit sole, an

enclosed heads with shower to port and a galley area to starboard. The open plan saloon had a

timber veneer finish and featured two settee/bunks either side of a folding table and an open double

‘V’ berth.

The vessel’s NSW registration number is appropriately displayed on the transom and a builder’s HIN

was stamped into the upper starboard quarter.

Length Overall: 27’0” (8.23m) Waterline Length: 23’7” (7.18m)

Max Beam: 9’11” (3.02m) Draft: 5’0” (1.52m)

Displacement: 3,400 Kg Year: 2008 Model, Built October 2007

Note: All data obtained from published sources

‘A Yacht’ is driven by a single 14hp 2 cylinder Yanmar diesel motor with a conventional shaft driven 2

blade propeller.

4.2 Identification

‘A Yacht’ is identified by the following registration numbers. These numbers could not be confirmed by

the vessel registration papers since the documentation was not available at the time of inspection.

NSW Registration #: IDL 625N

HIN: USHUN27197J708.

Builders Plate: Hunter Marine Corp, USA. Plate inside companionway.

Engine Serial #: E02242

Figure 1: HIN Stamped into Stbd Quarter

Figure 2: Engine Model and Serial Number Figure 3: Hunter Marine Builder’s Plate



5.1 Hull

5.1.1 General Appearance:

Below the Waterline:

Surface: Blue antifoul appeared to

be in good condition.

Damage: No significant damage was

sighted below the waterline.

Hull Type: Cruising hull with fin keel and

balanced GRP spade rudder.

Material: Solid GRP to waterline.

Above Waterline:

Surface: White gel coat topsides with moulded chine rail.

Damage: Minor berthing damage on both quarters, this can be polished off. (7.3.1)

Boot top: Blue gelcoat boot top stripes.

Fairness: Appeared to be fair with no hard spots or indentations.

5.1.2 Hull Below Waterline.

Tap test: At the request of the client special attention was paid to the tap testing of the hull so as to properly assess the condition of the antifoul and underlying epoxy coating.

Port: Okay, No evidence of delamination or loose antifoul coating

Stbd: Okay, No evidence of delamination or loose antifoul coating

Blisters: Port: None found Stbd: None found

Bow Thruster: No Bow thruster is fitted.

Hull Thickness: Undetermined, as no core samples were available.

Antifoul: The hull was pressure washed for the inspection and appeared to be free of growth.

Coral has started to take hold on the shaft and propeller which would indicated that

the antifoul should be redone soon.

Shaft(s): 25mm stainless steel shaft

Props: 2 Blade fixed blade bronze propeller.

Zincs: Shaft anode was missing and was

replaced on the advice of the surveyor.

P Bracket(s): A conventional bronze ‘P’ bracket

with cutlass bearing was securely mounted and

found to be in good condition. Tap testing of the

hull did highlight a small anomaly in the fiberglass

just aft of the bracket. This should be investigated

by a shipwright at the next lift out. (7.2.1) The ‘P’ bracket fastenings were examined from inside the hull

and were found to be in good condition with no movement of the surrounding fiberglass.

Figure 4: Underwater Section of Hull

Figure 5: Suspect Area Behind the 'P'Bracket. (White Spot)



5.1.3 Topsides

Paint/Gelcoat

Port: Good finish with no signs of damage or

UV fading.

Stbd: Good finish with no signs of damage or

UV fading.

Boot top: Blue gelcoat boot top stripes were

incorporated in the construction mould.

Bow: Gel coat damage has been sustained at

the bow just above the waterline. This

should be repaired sooner rather than

later, before it deteriorates or allows

water to enter the GRP laminate. (7.2.2)

Rubbing Rails/Toe Rails

Rubber fender strip was attached to the gunwale both sides and around the transom. The fender strip

was found to be well secured to the hull with no indication of repair or collision damage.

Skin Fittings: Port: 4 below water, 1 above Stbd: 2 Below water, 4 above

Fuel Tank Vents: Fuel tank is vented via a rubber hose to a fitting on the starboard side.

Water tank Vents: Water tank is vented to a skin fitting just back from the starboard bow

5.1.4 Transom

The vessel is fitted with a moulded GRP scoop transom

that features an opening to the cockpit and a bathing

platform with stainless steel boarding ladder. This was

found to be securely mounted to the platform and was

fully operational. A removable transom helm seat is

stored on custom brackets on the portside which was

found to be functional. A working hot and cold deck

shower is recessed into the coaming on the starboard

side.

5.1.5 Keel

Keel Type: Cast iron bolt on fin keel remains suitably attached to the hull.

Keel Bolts: The keel bolts were inspected from inside the bilges and were found to be made from

stainless steel and in good condition. Some surface rust was noted coming from the aft

most bolt, which appeared to be caused by a sub standard stainless round washer, this

should be monitored and the washer replaced before it corrodes totally. (7.3.2)

Hull-Keel Joint: The joint between the keel and hull was visually examined and the area was tap

tested. This did not indicate any movement or weakening of the hull structure.

Figure 6: Gelcoat Damage at Bow

Figure 7: Transom



5.1.6 Rudder & Running Gear

Rudder(s): The balanced GRP spade rudder was tap tested for

indications of delaminating or water absorption. It

was found to be in good condition.

Bearings: Less than 3mm movement was noted in the rudder

bearing which is within acceptable parameters.

The bearing should be checked at each lift out and

replaced if it becomes too loose.

Anodes: No anode was attached to the vessel on initial

inspection. A 25mm shaft anode was fitted on the

advice of the surveyor.

Shaft: 25mm stainless steel shaft turned easily by hand with

no indication of hard spots. The shaft was coated in

antifoul paint which did not allow for close visual

examination of the metal for corrosion.

Propeller: Two bladed fixed bronze propeller was suitably attached to the shaft by means of a

crown nut and split pin. The propeller appeared to be in good condition, with no

damage to the blades sighted.

5.1.7 Internal Structure

Frames: Hunter yacht hulls are stiffened by means of a modular grid of transverse and

longitudinal stringers that is bonded to the hull. The interior layout moulding is then

lowered into place and glassed in. This interior moulding restricts a full examination of

the grid which is only accessible in the central bilge area and under the aft cabin berth.

The areas that could be inspected were found to be suitably bonded to the hull and

remain intact.

Bulkheads: The marine ply timber bulkheads are

all suitably attached to the hull by

means of overlapping fiberglass tabs,

being the preferred method of

attachment.

Note: The boat building techniques used by Hunter

Marine are approved by the American ‘National

Marine Manufacturers Association’ and have been

certified as being built to ‘American Boat and Yacht

Council’ standards. These standards are accepted

by NSW Maritime for commercial survey.

Figure 8: Spade Rudder

Figure 9: NMMA & ABYC Certification



5.1.8 Through-Hull Fittings, Sea cocks & Bilge Pumps

# Use Material Condition Valve Type Clips

1 Galley Sink Outlet Bronze Good Bronze Ball

Valve

Double Stainless

Steel Clips

2 Engine Sea Water Inlet Bronze Good Bronze Ball

Valve

Double Stainless

Steel Clips

3 Toilet sea water Inlet Bronze Starting to Oxidize

(7.2.3)

Bronze Ball

Valve

Double Stainless

Steel Clips

4 Heads Sink Outlet Bronze Good Bronze Ball

Valve

Double Stainless

Steel Clips

5 Holding Tank

Overboard Discharge

Bronze Good Bronze Ball

Valve

Double Stainless

Steel Clips

6 Exhaust Outlet Fiberglass tube Good Anti siphon

loop in pipe

Double Stainless

Steel Clips

7 Unused Breather

Fitting

Stainless Steel Open to inside the

boat. (7.3.3)

None. None

8 Holding Tank Breather Stainless Steel Good None Fitted Double Stainless

Steel Clips

9 Bilge Pump Outlet Stainless Steel Good None Fitted Double Stainless

Steel Clips

10 Engine Compartment

Vent Outlet

Stainless Steel Good None Fitted Single Stainless

Steel Clip

11 Fuel Tank Breather Stainless Steel Good None Fitted Double Stainless

Steel Clips

12 Water Tank Breather Stainless Steel Good None Fitted Double Stainless

Clips

13 Anchor Locker Drain Stainless Steel

Cover Plate

Good None Fitted N/A

14 Raymarine

Transducer

Nylon Good Blank Plug

attached

N/A

15 Raymarine Log

Impeller

Nylon Good Blank Plug

attached

N/A

The sea cocks and skin fittings were all closely examined and

were found to be in good condition, some electrolysis

oxidization was noted on the toilet inlet fitting which should be

cleaned back and monitored now that the shaft anode has

been replaced. (7.2.3)

An unused breather fitting was located in the cockpit

coaming and was open to the boat. This should be blanked

off inside to prevent water from entering the boat. (7.3.3)

Otherwise the seacock systems were all fully operational and

in good condition.

Figure 10: Main Seacocks



5.1.9 Bilges & Pumps

Bilge Condition: The bilges of the vessel were extremely clean

and dry with only a small amount of water in

the central bilge pump sump area.

Limber Holes: The bilges were fitted with suitable limber

holes draining between compartments.

Engine Bilge: The engine bilge is separate to the rest, it was

generally clean with just a small residue of

coolant in the bilge.

Bilge Pumps: The vessel is fitted with a single 12v Rule

750GPH automatic bilge pump, located in

the central bilge above the keel. This was

tested and was seen to work via both the

inbuilt float switch and the manual

override at the 12v switch panel.

Manual Bilge Pump:

A manual bilge pump is located on the port side of the transom coaming and was found to operate satisfactorily. The pickup for this is located in the central bilge.

High Water Alarm:

The central bilge area is also fitted with a float switch operated high water alarm which was

working.

Shower Sump:

The shower appears to drain directly into the main bilge and is pumped over the side by the

main bilge pump. This system does mean that grey water is flowing through the bilges and

around the keel bolts and skin fittings, which is possibly not an ideal situation. It is recommended

that onboard showers are kept to the bare minimum if at all or a separate shower sump is fitted.

(7.3.4)

Figure 11: Bilge Pump and High Water Float Switch



5.2 Deck and External Fittings

5.2.1 Deck Molding

Deck Surface: The GRP deck is molded with a non skid pattern which remains in good

condition. Deck Construction: The deck was tap tested and appeared to be in good condition. Toe Rail: A molded GRP toe rail runs up both sides with scooped scuppers.

Hull-Deck Joint: Due to the internal fit out of the vessel the hull to deck joint could only be inspected in the anchor locker and the aft lazarette. As much as could be seen appeared to be in good condition with no evidence of movement or cracking.

5.2.2 Hatches

Number:1x deck hatch. Location: Foredeck Screens: No Leaking: No Open: Yes

5.2.3 Windows

Number: 2x portholes. Location: Head & Galley Screens: No Leaking: No Open: Yes

5.2.4 Deck Fittings and Equipment

Davits: No davits were fitted to the vessel.

Boarding Ladder: Stainless steel telescopic boarding ladder is securely mounted to the bathing

platform at the transom.

Harness Points: No harness points or jack stays are fitted to this vessel.

Organisers: Harken rope organizers are fixed to the coach roof just aft of the mast to direct

the rigging back to the cockpit. These were fully operational with no broken or

worn sheaves.

Jammers: Spinlock triple rope jammers are situated either side of the coach roof and were

found to be fully serviceable and secured to the deck.

5.2.5 Ground Tackle

Bow Sprit Stainless steel bow roller was found to be loose

and will require refastening. (7.1.1)

Windlass No anchor windlass is fitted.

Anchor(s) 1 x Sand anchor, suitable for this size of vessel.

Chain: 5m of chain

Rope: Approximately 30m

Shackles: Galvanized shackle ok.

Figure 12: Loose Bow Roller



5.2.6 Mooring points

Cleats: Four stainless steel mooring cleats were solidly mounted to the deck, one at each bow

and one on each quarter. These were tested using the weight of the surveyor and were

found to be serviceable. A fifth cleat is mounted in the anchor locker for moorings or

anchoring.

Fairleads: No fairleads were fitted to the vessel.

5.2.7 Deck Railing

Lifelines:

A single PVC coated stainless steel wire is connected to the aft pushpit by a stainless turnbuckle.

Stanchions:

The vessel is fitted with three stainless steel stanchions either side which were found to be securely

fastened to the deck with the exception of the middle post on the portside which will require

removing, sealing and refastening. (7.1.2)

Handrails:

Stainless steel handrails are situated along either side of the coach roof and adjacent to the transom

boarding ladder. They were all found to be suitably secured and were able to support the weight of

the surveyor (90Kg).

Pulpit:

Stainless steel one piece pulpit is securely fastened to the bow with no indication of collision damage.

Pushpit:

Two stainless steel pushpit rails are securely mounted either side of the cockpit. Each one incorporates

a teak slatted seat.

5.2.8 Winches

Primary Number: 2 Make: Lewmar Type: 30ST 2speed Serviceable: Working well

Halyard Number: 2 Make: Lewmar Type: 16ST 1Speed Serviceable: Working well

All of the winches were found to be in good working order and were suitably protected with canvas

winch covers.

Winch Mountings:

The winches all appeared to be suitably fastened to the

deck. However it was noted that the portside primary winch

was mounted slightly off centre to the reinforcement pad

under the deck. This is a construction mistake and can only

be rectified by grinding out the existing pad and fibre

glassing a new one in the correct position. The pads for the

other winches could not be accessed without removing

head liners etc. This is not within of the scope of this

inspection.

The gel coat around each winch was closely examined and

no indication of undue stress cracking was noted. This should be monitored after heavy use. (7.3.5)

Figure 13: Deck Pad for Port Primary Winch



5.3 RIG & SAILS

5.3.1 Hull & Deck Mounts

Mast Step: Cast aluminium mast step with a stainless

steel base plate was found to be securely

mounted to the deck.

Compression Post: Stainless steel compression post was suitably

mounted onto a supporting stringer. The

deck head attachment could not be

inspected.

Chainplates: Stainless steel chain plate attachments are

through bolted to the topsides with no

indication of movement or stress. The

internal attachments were not inspected

due the fit out. A removable panel is

suitably located to allow for access if

required.

‘A Yacht’, like all Hunter yachts, is fitted with a B&R fractional rig. This differs from a conventional

rig in as much it incorporates three stays, positioned at 120 degree angles rather than four at 90

degrees. This triangular support system has been proven to be very stable and to work well

although it does not allow for running dead downwind as the boom cannot be sheeted out all

the way.

5.3.2 Spars

Mast. Spreaders: Single swept back spreaders, Okay

Construction: Aluminium Coating: Anodized Straightness: Pre-bend above shrouds.

Gooseneck: Secure Pins: Secured with split pins Halyard Exits: S/S fittings

Antennas: None Windvane: One Anemometer: None fitted

Furling: Two x single line reefs with lazy jacks and boom bag. All found to be fully serviceable.

Boom.

Construction: Aluminium Coating: Anodized Straightness: Appeared OK

Spinnaker Pole. No spinnaker pole is fitted to this vessel

5.3.3 Standing Rigging

Wire Type: Stainless Steel Wire Condition: Good Terminals: Good

Turnbuckles: Stainless steel, Okay Clevis Pins: Secured with split pins Tangs: Good

Forestay: Headsail foil, okay Adjustable Backstay: No Backstay on B&R rig

Figure 14: Chainplate Attachment Stbd Side



5.3.4 Running Rigging

Halyards: Main & Headsail both run to cockpit Outhauls: Main out haul runs to goose neck.

Downhauls: No down haul fitted Topping Lifts: Main topping lift attaches at mast.

Sheets: Double ended main sheet purchase system Traveler Lines: Adjustable travelers

Furling Gear: Schaefer ‘Snapfurl 700’. Furling line runs back to cockpit.

Gybe Preventer: None fitted Boom Brake: None fitted

Organisers: 2x Harken deck organisers Jammers: 2x Spinlock triple jammers

The main and genoa were both fully set and reefed during the sea trial.

All the running rigging was found to be in good serviceable condition and operated as required.

5.3.5 Sails

Main Sail Number: 6738

Furling: 2x single line slab reefing with lazy jacks and boom bag. Worked satisfactorily.

Sail Cloth: Doyle Dacron Reinforcements: Good Stitching: Good

Cringles: Tack cringle OK Battens: 4x battens. Top two are full battens.

Sail Cover: None Boom Bag: Yes Okay Lazy Jacks: Yes Okay

Furling Genoa

Sail Cloth: Doyle Dacron Reinforcements: Good Stitching: Good

Cringles: Securely fitted Sacrificial Strip: sacrificial strip was in good condition.

The main and headsail were unfurled and visually inspected from deck level whilst under sail.

They appeared to be in good serviceable condition with no major wear and tear or damage.

The furling and reefing systems for each sail were found to operate satisfactorily.

Figure 16: Mainsail from Deck Figure 15: Furling Genoa Tack



5.4 Machinery

5.4.1 Engine

Engine(s): Single

Manufacturer: Yanmar

H.P: 14 Hp

Fuel: Diesel

Cylinders: Three

Fuel: Diesel

Type: Natural Aspirated

Drive: Shaft drive

Cooling: FWC Tank Level: Good as is the reservoir. Pipework: As new condition, no obvious leaks. Engine serial No: Single: E02242

Engine model No: Single: 2YM15

Engine Hours: Single: 37.5 hrs

Strainer: Single: Plastic strainer adjacent to seacock. This is easy to clean out if required.

Oil: Single: Okay, still appears to be clean.

Oil Filter(s): Single: Clean but not dated as last changed. It is possibly the original filter.

Fuel Filter(s): Single: Inline Racor water separator and fuel filter under aft cabin berth.

Belts & PTO’s Single: Belt was suitably covered to protect from accident and found to be in

good condition.

Alternator: Single: 60 Amp alternator was shown to be charging at 14v whilst under power.

Exhaust: Single: Reinforced exhaust hose runs through a Primex muffler to outlet on

portside waterline. The hose is suitably raised high above the waterline to

prevent back wash.

Engine mounts: Single: Three mounts are as new, aft portside mount is considerably corroded.

Engine Beds: Single: Hollow GRP ‘Tophat’ beds are in good condition

Engine pan(s): Single: Enclosed engine bilge, small amount of coolant was noted.

Gearbox Type/Ratio: Single: Tuff Torq KM20-1, 2:62 Gearbox serial # 21187. Operated as required.

Shaft Turning: Single: Turned freely by hand with no hard spots noted.

Coupling: Single: Shaft coupling appeared to be in good condition.

Stern Gland: Single: Packing type stuffing box, dripping too much, should be tightened

Engine Room. Blowers: None Sound/Fire Proofing: Full insulation in good condition.

Access: Good all round access to the motor via the gas strut assisted companionway steps

and removable panel on the other three sides.

Engine controls: Single lever throttle and gear control at helm pedestal was fully operational.

Alarms: Overheating alarm, tested ok at ignition Gauges: Engine revs, hours and fuel level at

control panel. All appear to function normally.

Steering type: Lewmar Constellation wire steering was found to operate satisfactorily. Emergency Tiller: Emergency Tiller is located in cockpit locker and can be attached to the

rudder shaft through an inspection panel in the cockpit floor.

Auto Pilot: No autopilot is fitted to this vessel.

Figure 17: Yanmar Motor



5.4.2 Engine Fixtures

Engine Mounts:

Three of the four engine mounts were found to be as new condition, which should be expected in a

vessel of this age. However the aft portside mount was considerably more corroded than the rest.

This engine mount is directly beneath the heat exchanger and its drain plug. It is thought that this may

be the cause of the corrosion, however no leak could be detected during the inspection. A qualified

Yanmar mechanic (such as Wayne Newman) should be enlisted to investigate and rectify this

problem before it deteriorates. (7.1.3)

Figure 19: Good Engine Mount

Stern Gland:

It was immediately obvious , from the blue

coating, that the bronze stern gland is corroding.

This is quite likely due to the missing shaft anode

and galvanic action between the bronze fitting

and the stainless shaft. This fitting should be

cleaned back to metal and inhibited by a lanolin

or fish oil spray and monitored now that the

anode has been replaced.

It was further noted that the gland packing

requires tightening as it was leaking more

frequently than the recommended once every 8-

10 seconds. In fact whilst the shaft was running,

water was being sprayed everywhere which

could indeed be the cause of the adjacent

corroding engine mount. (7.1.4)

Figure 18: Corroded Engine Mount

Figure 20: Stern Gland and Shaft Coupling



5.4.3 Fuel System

Tank Capacity:57Ltr(15 Gal)

Number: Single Tank

Location: Behind aft cabin panel.

Material: White PVC

Shape: Rectangular

Securing: Strapped down

Inspection Hatch: None sighted

Access: Limited to one side.

Labels: Non sighted

Fuel Fill Hose: Reinforced rubber hose with double stainless jubilee clips. Vent Hose: Rubber hose with double stainless clips.

Fuel Lines: Rubber fuel hose.

Fuel Pump: Working as required, no evidence of fuel leaks from either the pump or injectors.

Fuel Filters: In line Racor fuel filter/water separator.

Shut Off Valves: On top of tank. Consider fitting a remote fuel shut off system. (7.3.6)

Fuel Gauge: Analogue gauge at helm control is working.

Tank Bonding: None Sighted

Filler Bonding: None Sighted

Figure 22: Fuel Filler Hose and Shut Off Valve

Figure 21: Diesel Fuel Tank



5.5 Systems and Services

5.5.1 Electrical Systems

AC Electrical System

AC Inlet: 16 Amp 240v inlet in transom coaming with an RCB breaker in the aft cabin.

Shore power Lead: Yes with LED power indicator on female socket.

AC Panel: Dedicated 240v panel in aft cabin with polarity indictor lights

Outlets: 240v socket forward of galley.

AC Circuits Tested: Yes all working

DC System.

Batteries#: Two closed cell gel batteries.

670 CCA house battery.

760 CCA engine start battery.

Voltage: 12v.

Tested: Both tested as 12.5v

Location: Behind panel in aft cabin portside. The batteries are suitably stored in battery

boxes and fixed in place Switch Board: Yes with breakers for all 12v systems

Battery Switches: Four way battery selection switch in aft cabin. Off – Bank 1- Bank 2- Both

Alternator: 60 Amp alternator charging at 14v.

Battery Charger: ProTech 1220i 240v/12v battery charger located behind electrical panel could

not be made to operate. This should be verified as working or replaced. (7.2.4)

5.5.2 Water System

Tank Location: Under ‘ V’ berth. Material: PVC Capacity: 75Ltr. Labeling: None.

Mounting: Strapped in place. Venting: Tank is vented to Starboard bow.

Pump: Par-Max 2.9 automatic pump. Pipe work: Pressure fit hot and cold piping.

Hot Water: Yes, pressurised. Method: 240v and engine heat exchanger.

Tank: 20Ltr Stainless steel tank. Location: Engine compartment.

Relief Valve: Yes drains to bilge. Water Temperature: good.

5.5.3 Gas Installation

No LPG systems were fitted to this vessel.

Figure 23: DC and AC Control Panels



5.5.4 Galley

Stove: Combination 240v and Butane

canister stove top. Unused

Microwave: 240v Microwave.

Solenoid: None required, no LPG on

board

Sink: Single stainless steel sink in

bench top with hot and cold

mixer tap.

Refrigeration: Removable 12v electric cool

box in custom built slide out

compartment.

Storage: Hanging nylon storage bag for

dishware

All of the galley equipment was tested and was fully functioning.

5.5.5 Heads

No of Heads: Single enclosed with manual

Jabsco marine toilet.

Location: Portside accommodation aft.

Shower: Hot and Cold shower via flexible

faucet head.

Basin: Vanity drains to keel skin fitting

Holding Tank: 38 Ltr holding tank with deck

pump out fitting and direct

overboard discharge.

Macerator: No macerator is fitted.

Overboard: Overboard discharge is

controlled by a bronze seacock

behind access panel. This was

found to be open at inspection

which contravenes current NSW

Maritime legislation for sheltered

waters. (7.3.7)

Pipe work: Good condition and suitably

double clamped.

Shower Sump: Shower drains directly to central bilge. (7.3.4)

All of the head equipment was found to operate satisfactorily.

Figure 24: Galley

Figure 25: Heads



5.6 Safety & Navigation

5.6.1 Fire Fighting and Safety Equipment

NOTE: The safety equipment should be upgraded in line with NSW Maritime recommendations, which

can be viewed at http://www.maritime.nsw.gov.au/sbh/safety_equipment/safety_equipment.html.

This is particularly important before attempting any offshore delivery. (7.1.6)

5.6.2 Navigation Lights

The following approved navigation lights were correctly positioned on the vessel in accordance

with Collision Regulations.

Port: Combined port and starboard light on pulpit rail at bow is working.

Stbd: Combined port and starboard light on pulpit rail at bow is working. Stern: Mounted to the transom, is working Steaming: Mounted on front of main mast, could not be verified as working at time of inspection. Anchor: Mounted on top of main mast, could not be verified as working at time of inspection. Emergency Lights: No emergency navigation lights were located onboard the vessel.

Item Type Location Condition

Fire Suppression

System

None Fitted Fire extinguisher hole to engine compartment is

located in the aft cabin

Fire Extinguishers 1: 1Kg Powder 2: 1.5Kg Powder

Saloon Cupboard Portside.

Show as being charged.

Fire Blanket No

EPIRB No 406 EPIRB’s are now required for offshore passages. (7.1.6)

Dan Buoy No

Life Rings None

Lifejackets 1x PFD1 2x PFD2

Under saloon seating Serviceable

Flares 2x Orange smoke

2x Red hand held

Under Pilothouse steps Replace April 2011

‘V’ Sheet Plastic V Sheet Saloon Cupboard Portside.

Serviceable

CO Detector Yes Fwd of Galley Wires have been

disconnected. (7.1.5)

LPG Detector Not Required, no LPG

Smoke Alarm Two Aft Cabin Main Saloon

Batteries have been removed. (7.1.5)

Life Raft No

First Aid Kit No

Radar Reflector No

Sound Signaling

Device

None sighted Sound signal device

must be fitted to vessel. (7.1.6)

Manual Bilge Pump Yes Transom coaming portside

Working



5.6.3 Instruments

‘A Yacht’ was equipped with the following navigation and sailing instruments mounted at the helm:

• Compass Danforth pedestal mounted compass in front of helm points to approximate

correct direction, unit was not swung for accuracy.

• GPS Plotter No GPS or plotter is fitted to the vessel

• Depth Sounder Raymarine ST40 depth sounder. Working but was not tested for accuracy

• Log Raymarine ST40 impeller log. Working but was not tested for accuracy.

• Wind Instrument Windvane indicator on top of mast

• Sound Signal None Fitted (7.1.6)

• Marine Radios None Fitted (VHF radio is required for offshore passage making) (7.1.6)

• Autopilots None Fitted

• Bow thruster None Fitted

• Stereo JVC CD/AM/FM Radio with cabin speakers. Working

The Raymarine electronics at first could not be made to power up. Eventually it was noted that

the Seatalk cable behind the DC panel had become disconnected. Unfortunately this was found

too late to test the equipment whilst under way.

5.7 Accommodation & Decor

The interior accommodation and decor of the vessel was in as new condition and could not be

faulted.

Cabins: Two. Aft Cabin plus Saloon.

Berths: Six, 2x Double plus 2x Single.

Heads: One with manual toilet.

Laundry: None.

Lights: All 12v interior lighting was found

to be working

Carpet: No carpet fitted.

Floor boards: Timber veneer floor boards in good

condition.

Headlining: Composite headlining and timber

slatted hull lining in good

condition.

Upholstery: Blue fabric upholstery in good

condition.

Timberwork: Hardwood trim with timber veneer

panels.

Doors: Aft cabin and heads door both

work satisfactorily with no signs of

movement.

Figure 26: Interior Accommodation



6 Conclusions

‘A Yacht’ is a well built production yacht that has had very little use during her first 3 years. Whatever

issue was present with the antifoul would appear to have been rectified except for possibly a small

patch behind the ‘P’ bracket.

The hull, deck and rig remain in good condition with just two loose deck fittings noted and some

minor gelcoat repairs.

There were a few areas of corrosion noted around the machinery that can be put down to a missing

shaft anode. The unexplained corroded engine mount however will require further investigation.

All of the yacht’s system would appear to operate satisfactorily with the exception of the battery

charger.

The safety equipment is not up to the required standard for offshore cruising and should be updated

before the potential delivery to Port Stephens.

Once the recommendations have been addressed, there is no reason why ‘A Yacht’ should not

continue to give good service.

7 Recommendations

7.1 Safety and or Structural Defects

7.1.1 Remove, seal and refasten bow roller fitting. (5.2.5)

7.1.2 Remove, seal and refasten loose middle stanchion post on the portside. (5.2.7)

7.1.3 Investigate cause of corroded engine mount. (5.4.2) 7.1.4 Tighten, clean and monitor the stern gland unit. (5.4.2) 7.1.5 Reconnect CO detector and fit batteries to the smoke alarms. (5.6.1) 7.1.6 Upgrade all safety equipment in line with NSW Maritime recommendations, including VHF and EPIRB before attempting offshore passages. (5.6.1) & (5.6.3)

7.2 Advisory Maintenance Issues.

7.2.1. Investigate suspect area of hull behind ‘P’ bracket. (5.1.2)

7.2.2 Repair damaged gelcoat at the bow. (5.1.3)

7.2.3 Clean back and monitor oxidization of the toilet inlet skin fitting. (5.1.8) 7.2.4 Verify as working or replace the battery charger. (5.5.1)

7.3 Suggested Repairs or Modifications, and Ongoing Maintenance

7.3.1 Clean back and polish berthing damage to both aft quarters. (5.1.1)

7.3.2 Monitor and possibly replace corroding washer at aft keel bolt. (5.1.5)

7.3.3 Seal brass elbow on unused breather fitting. (5.1.8) 7.3.4 Consider not using the enclosed shower until a shower sump is fitted. (5.1.9) & (5.5.5) 7.3.5 Monitor gel coat around winches for stress cracking after heavy sailing. (5.2.8) 7.3.6 Consider fitting a remote fuel shut off system. (5.4.3)

7.3.7 Ensure that holding tank direct discharge seacock is closed in sheltered waters. (5.5.5)



ShipShape Marine Surveying endeavors on behalf of our clients to exercise our best judgment and to

follow accepted professional surveying practices and codes of conduct. Our inability to evaluate

portions of the vessel due to construction methods, including the use of molded fiberglass liners,

paneling, furniture, coverings, etc., as well as the inaccessibility of areas beneath tanks and

machinery, makes it possible that inaccuracies or omissions may occur.

Except where discussed in this report, no portion of the vessel was examined that would require removal of structural components, permanent affixed cabinetry, or movement of installed equipment.

No destructive analysis of the structures was conducted. No opinion is offered as to the future serviceability or condition of the machinery and other equipment installed on this vessel. If the

machinery and equipment were not tested during survey in a manner and environment for which they are intended, no opinion is offered as to their current serviceability.

ShipShape Marine Surveying shall not be held responsible for errors, omissions or inaccuracies resulting from the above mentioned limitations of inspection. No determinations as to seaworthiness, stability or handling characteristics of the vessel have been made.

This report, the international copyright of which is vested in Shipshape Marine Surveying, is confidential to the named client and is non transferrable. It must not be copied, reproduced or transmitted in any form whatsoever or given or sold to any third party without the prior written consent of the copyright holder.

If you have any questions regarding the contents of this report, feel free to contact me on

+61 (0)411 049111 or by email at [email protected]

Thank you very much for allowing me to be of service and I hope that you enjoy safe boating.

Dated today the 5th March 2011 Mark Robertson DipMarSur DipYBYM

‘A Yacht’ 27’Hunter Sloop€¦ · 4.1 Description ‘A Yacht’ was seen to be a 2008 model...

Documents

Transcript of ‘A Yacht’ 27’Hunter Sloop€¦ · 4.1 Description ‘A Yacht’ was seen to be a 2008 model...