Yacht “Whip Jamboori” – Moody 30

The following report has been commissioned by Mr XX XXYYY. No liability is extended

to any other person. Refer to terms and conditions at www.awsmarinesurveys.com

Report Author : Andy Webb 16 St Georges Ave Dovecourt Essex CO12 3RR Tel: 07941940459 www.awsmarinesurveys.com email:[email protected]

Pre-Purchase Report XXth YYYYYYY 2014

Yacht ”XXXXX”

Moody 30

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XX/10/14 – Sample Report 001

Contents Page Page

A.General Notes

Scope

Report Finding Process

Limitations

Survey Weather Conditions

B. Vessel Data

Dimensions, specifications & Identification

C. Hull Moulding

Hull Above Waterline

Hull below Waterline

Skin Fittings & Seacocks

Cathodic Protection

D. Deck Moulding

Side decks

Coachroof

Cockpit

Deck Apertures & Casements

Hull to Deck Joint

Rigging Attachment Points

E. Internal Structure

Internal bulkheads

Keel Root Support

Structural stiffening

Hull liners & Internal mouldings

F. Hull Appendages

Bilge Keels

Hull to keel joints

Drop Keel/centreboard

Steering system

G. Deck Hardware

Stanchions/Pulpits

Anchoring/Mooring

Winching/Cleating

Davits/Boarding Ladders

2

3

4

6

9

10

12

Other Deck Hardware

H. Rig

Spars & Fittings

Running Rigging

Standing Rigging

Sails & Canvas Work

I. Propulsion

Installation/Engine block

Stern Gear

Controls & Indicators

Exhaust System

Fuel System

Running & Service Checks

J. Onboard Systems &

Accommodation

Gas Installation

Fresh Water Tanks & Delivery

Heads

Electrical Installation

Electronic & Navigation Equipment

Heating & Refrigeration

Upholstery

K. Safety

Firefighting Equipment

Lifesaving & Emergency Equipment

Bilge Pump Arrangements

L. Additional Equipment

M. Report Summary

Recommendations

Appendices

Moisture Meter Reading

Useful Points Of Reference

13

13

16

19

19 19

22

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A. General Notes

The following Insurance Survey was carried out ashore at xxxxxxxxxxxxxxxxxxx xxxxxx xxxxxxxx

xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx. The vessel was seen resting on a mobile yard

cradle with four supporting arms. The mast was stepped. Access was arranged directly with the

owner.

A.1 Scope

The purpose of this survey was to carry out a pre-purchase assessment of the structural and

material condition of the vessel’s hull, equipment, superstructure, rig and engine installation.

Consideration is given to the vessel’s age, original design specification and acceptable fare wear and

tear. This survey is an indication of the vessel’s current condition as at the time of inspection and is

compiled to assist with the purchasing process of the commissioning client. This report should in no

way be interpreted as a warranty of future condition or operation .

A.2 Report Process

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

visual inspection in order to detect defects. Any such defects are detailed within the appropriate

area of this report to provide context and categorised into two levels.

The first level of defects are to be considered of high significance as they may have an impact on the

safety, structural integrity or the insurability of the vessel. These items will be emphasised using

“bold point size 13” style text and will require attention as soon as practically possible.

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

requiring attention during the routine maintenance of the vessel. These items will be emphasised

using “bold Point size 11” style text.

In both cases, the findings are listed separately in the final Report Summary (section M) for ease of

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

A.3 Limitations

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

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

areas are defect free or likely to develop a future defect or malfunction. Destructive testing can

only be carried out with the owner’s written permission.

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

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

cradle base could not be inspected. It was only possible to remove the starboard saloon sole boards

due to rusting screw heads thereby preventing an assessment of the starboard keel matrix and

internal hull moulding surfaces.

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

up the main engine as this inspection was carried out ashore.

Testing the mechanical condition of the engine, the safety of the gas and safety of the electrical

systems do not form a part of this survey process.

A.4 Survey Weather Conditions

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

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

Conditions considered acceptable for obtaining moisture reading data.

B. Vessel Data

The Moody 30 was manufactured in the UK by the Marine Projects (Plymouth) Ltd. “XXX YYYYY”

lays to a stream mooring during the summer months and is lifted and stored ashore during the

winter season. She has been ashore for at least 12 months.

B.1 Dimensions, Specifications & Identification

The following dimensions were taken from the Moody Owners Association website and have not

been verified.

Length Overall (LOA) : 9.14 m

Beam : 3.07 m

Draft : 1.42 m

Displacement : 3674 Kgs

CIN or HIN * : Not applicable (constructed pre 1998)

Year of Construction : 1979 (approx)

Registration : None seen

Mechanical Propulsion : Yanmar 3GM30F 27 hp with indirect cooling system

Yard Hull Number : None seen

Fuel Capacity : 80 Litres (diesel) approx

Water Capacity : 2 x tanks (200 litres approx)

C E Classification : Not applicable (constructed pre-1998)

*Craft or Hull Identification number

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C. Hull Moulding

The Moody 30 hull layup is of a polyester gelcoat over laminated with of FRP (fibre reinforced

plastic) chopped strand matt and woven roving cloth consolidated with polyester resin forming a

single monolithic laminate.

The exact method for hull mould stiffening was difficult to ascertain due to limited access, evidence

of longitudinal stringers were seen. Transverse floor stiffeners constructed from FRP encapsulated

plywood are extensive throughout the bilge areas of the hull.

C.1 Hull above waterline

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

light 4oz hammer followed by moisture meter testing.

There was only one isolated area of damage found which straddles the waterline on the starboard

side of the hull in the midships area (refer to C.2).

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

intervals above the waterline. These readings were between 15-18 shallow and 13-17 deep which

are considered normal. Refer to “Appendices” for further description of use of moisture meters and

descriptive table of results for ‘shallow’ readings.

Internally an inspection in the anchor locker revealed a previous repair which proved sound and

externally is of a high standard. Refer to picture in section D.6. No action required.

C.2 Hull Below Waterline

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

inspection revealed no areas of hull distortion. The four hull supporting pads were firmly braced

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

many layers of antifouling and below this an epoxy coating.

One area of impact damage has fractured the

epoxy and gelcoat layers of the hull skin. Hammer

sounding indicates the likely hood of delamination

within the outer layers of the hull laminate. The

paint coatings and gelcoat should be

ground back to reveal the underlying

laminate for assessment. If required,

damaged laminate should be ground out

with a bevelled edge ratio of 15:1 and

replaced with a polyester layup, filled,

fared then re-gelcoated and finished. Epoxy coating re-applied to underwater

section after polyester has cured (temperature dependent – suggest repair as soon

as possible and apply epoxy during the spring).

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Moisture meter readings were taken at one metre intervals throughout the below waterline hull

area on prepared areas where the antifouling had been removed by dry scraping. The readings

ranged from 20-31 on shallow and 16-29 on deep. These readings were considered acceptable,

however, there is the possibility of distortion of these readings from the extremely thick epoxy

coating.

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

results for ‘shallow’ readings.

C.3 Skin Fittings & Seacocks

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

waterline and eight on or below, this excludes the anchor locker drainage skin fitting. Each fitting

with its’ associated components (valve/tail pipe) was tested by some or all of the following methods

both inside and outside the hull as appropriate, a visual inspection (paint coatings removed if

appropriate), light hammer sounding, actual operation to assess free movement, assessment of

hoses and attachment clips for security, manual application of pressure to the fitting by hand to

stress test the structure .

No skin fittings or valves were dismantled as part of this survey nor tensions on hose clip screws

altered. Defects found are detailed within the following table. Use the reference number in

conjunction with the photographs for further reference :

Ref. No

Description Location Noted Fault & Corrective Action Required - High Significance

1 Engine Cooling water intake ball valve –Yellow metal (composition unconfirmed)

Below waterline – access under cockpit sole locker

Valve handle locating machine screw sheered. Handle corroded. Replace valve with a de-zincification resistant (DZR brass) alternative. Strainer inspection cover removed, strainer requires cleaning.

2 Heads discharge skin fitting, Yellow metal (composition unconfirmed)

Below W/L to starboard Early signs of dezincification – Remove bonding cable from valve fitting situated under starboard saloon frwd settee – monitor annually, valve stiff to operate- lubrication required.

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C.4 Cathodic Protection

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

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

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

serviceable.

A continuity test with a multi meter was carried out between the anode and the prop shaft,

connectivity was confirmed.

Bonding between the engine block and anode is present, the wire connector terminal used for the

anode internal fastening stud connection is disintegrating, long term the cathodic protection will

steadily diminish therefore it would be wise to replace the earth cable with an uprated marine

spec. tinned type cable and fittings.

D Deck Moulding

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

consists of polyester gelcoat over laminated with chopped strand matt, woven rovings with,

localised areas of end grain balsa wood core stiffening and plywood backing pad inserts.

D.1 Side Decks

The side decks have original gelcoat finish and underwent a visual inspection of the exterior

surface, collection of moisture readings, acoustic hammer sounding and a weight bearing load test

of the deck under foot to ascertain if there were any delaminated “soft” spots on the underlying FRP

deck structure.

The visual inspection revealed a number of superficial areas of crazing in the gelcoat skin, previously

filled areas of cosmetic damage and backfilling of previous fastening holes for removed fittings.

These imperfections are considered acceptable on a vessel of this age and could be improved at the

new owner’s discretion. The gelcoat finished has become very dull due to UV degradation which

can be remedied by a machine compound and polish.

Table Ref 1 Table Ref 2

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There are a four holes unfilled along the outboard face of aft coaming which

require filling by bevelling the edge of the holes with a countersink drill bit,

applying a backing layer of masking tape on the underside of the FRP (accessible

through the cockpit sole locker) then applying gelcoat filler mix re-inforced with

glass fibre strands, then once faired, overcoat with colour matched gelcoat.

The acoustic and weight bearing tests revealed no defects, the moisture test readings taken at

random points fell well within the anticipated levels 15-18 shallow and 14-16 deep). Particular

attention was given to the areas around the exit points of the shroud adjuster plates were readings

were marginally higher topping 25 in shallow and 28 on deep. This is still acceptable but may

indicate that a small amount of moisture is weeping in under the stainless steel deck mounted

capping plates. To protect the structural integrity of the plywood of the fore cabin bulkhead I

recommend the removal of the capping plates and raking out of the original silicon sealant and

replace with a polyurethane adhesive sealer (e.g. Sikaflex 291) .

D.2 Coachroof

The coachroof underwent the same testing procedure as the side decks and no defects were found

other than cosmetic/superficial gelcoat imperfections.

The raised plinth moulded into the cabin coachroof for mounting the aluminium mast step showed

no signs of defect.

D.3 Cockpit

The cockpit is equipped with four seat lockers, cave lockers in the coamings and one large access

hatch forming part of the cockpit sole. Cosmetic crazing and minor chips were seen on the

gelcoated surfaces. Testing as per the coachroof revealed no defects.

D.4 Apertures & Casements

The main cockpit companionway is equipped with a horizontal sliding lid housed in the deck

moulding of the main cabin top with three vertical standing wooden washboards and is locked with

a hasp/staple and padlock. The stainless steel guide rails for the wooden washboards are

detaching from the deck moulding due to missing/loosened screws, these require attention from a

security aspect and potential ingress of moisture and will require removing, re-bedding and

refastening on an adhesive sealant.

The forecabin is serviced by a cabin top mounted hinged access hatch. The acrylic glazing is

showing signs of severe UV degradation but due to the thickness of the material the water tight

integrity and strenght of the material is still at an acceptable level. It is recommended that

consideration be given replacing the acrylic panel as part of the ongoing programme maintenance

of the vessel.

The adjustable stay rod which sets the hatch lid opening position as become detached from the

internal wooden frame. The hole for the self-tapping screw fastening should be back filled with

epoxy the screw in place, when cured, remove the screw then reattach the stay rod.

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The coachroof sides are each fitted with an aluminium framed clear acrylic glazed window. The

acrylic is showing signs of UV degradation and will require monitoring with a view to long term

replacement. The frame to glazing join has been resealed with silicon and should be monitored for

water ingress regularly.

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

process.

The cockpit is equipped with two cockpit lockers both port and starboard integral with the

starboard cockpit seating and can be securely padlocked if required. There are small cave locker

apertures to port and starboard mounted in the cockpit coamings.

The majority of the sole of the cockpit consists of one large aft hinged hatch. A pedestal base for

the cockpit table is through fastened with bolts and the underside backing washers have corroded

and will soon fail allowing the fastenings to loosen and the breakdown of the watertight seal

which will allow water ingress. The backing washer should be replaced with A4 grade stainless

steel penny washers.

The deck moulding incorporates the moulded access for the anchor well with hinged lid. Drainage

within the locker was active.

D.5 Hull & Deck Joint

The deck and hull joining method consist of an integral flange on the hull moulding which allows the

deck do be landed on a joining compound. The joint is capped by an aluminium toe rail which is

bolted through both deck and hull mouldings proving additional fastening. Where visually

accessible the joint was in a stable condition.

D.6 Rigging Attachment Points

The forestay attachment point is incorporated

with the bow roller arrangement and is through

bolted into the stem and foredeck. Fastenings

were visible within the anchor locker and one is

showing signs of corrosion. Due to the high

loading at this attachment point I recommend

the removal and replacement of the corroded

bolt with an A4 grade stainless steel

replacement and the removal of an adjacent

bolt to inspect for crevice corrosion, if present I

suggest the replacement of all the bolts.

All remaining rigging attachment points were tested by swigging the rigging wires and looking for

excessive movement or flexure in the FRP deck/hull mouldings together with a visual inspection and

hammer sounding of fastenings as appropriate. Due to internal linings it was possible to inspect

the baby forestay or shroud attachment point backing arrangements. The securing nuts for the

backstay attachment are corroding and should be replaced with A4 grade nyloc nuts.

previous repair

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E Internal Structure

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

stiffeners and floors moulded from FRP encapsulated plywood with plywood full and part bulkheads

which also supply support to the deck and hull mouldings. The exact layout and composition could

not be determined due the restrictions of access by way of hull lining, flooring and cabinetry.

E.1 Internal Bulkheads

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

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

surface of the inner hull face on both sides. The FRP bonding was covered with flowcoat for

protection and finish. An access hole cut into the main cabin bulkhead for the shower bilge pump

outflow pipe, between the heads and saloon, starboard side, accessible under the bench seating

has suffered from moisture ingress through excessive bilge water levels. This compartment and

general bilge areas should be fully dried out and dehumidified over the winter period. When the

plywood has dried sufficiently a coating of epoxy should be applied to prevent future moisture

ingress and arrest the potential for wet rot of the structural bulkhead (see picture page 10).

E.2 Keel Route Support

It was possible to remove two elements of the saloon sole floor (port side) to partly expose and

inspect a part of the transverse stiffeners around the

keel route which showed no signs of detachment and

hammer soundings revealed no defects.

There are a number of longitudinal cabin sole wooden

support frames(A) seated on the transverse keel root

stiffeners and interlinked by cross members (B) at

either end of the saloon cabin. The aft cross member

has become detached from a transverse keel root

stiffener (D) due to failed screw fastenings (C)

resulting in a flexure of the cabin sole when trodden

on. To alleviate the flexure, remove saloon sole boards and refasten the cross member with

stainless steel self-tapping screws.

E.3 Structural Stiffening

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

the underside of the deck head and the lower hull keel socket moulding. The post is also braced by

the forward face of the main cabin bulkhead. Head linings prevent a detailed inspection of the post

arrangement under the deck head however it was possible to part inspect the port side of the post

base via a cabin sole inspection hatch forward of the main bulkhead. The condition of the

accessible timber was sound, however, the surrounding bilge water should be removed to prevent

damaging water ingress into the wood fibres long term.

A

B

D

C

C

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E.4 Hull Liners & Internal Mouldings

There are a number of FRP internal hull mouldings forming the seating, bunk and heads

arrangements including the main water storage tank which forms the base of the quarter berth.

Where accessible, all mouldings were assessed visually, the bonding arrangement to the hull

structure was hammer sounded. No defects were found to surfaces of the mouldings.

The FRP bonding of the forward saloon starboard seating liner to the veneer effect plastic coating

of the main bulkhead is failing. This is not deemed to be of any structural significance but can be

rectified by applying epoxy resin between the FRP skin and bulkhead to re-bond.

The following pictures inidcate the areas of dedonding, the black handled flat blade scraper

indicates the position and scale of the de-bonding.

F. Hull Appendages

F.1 Fin Keel

The fin keel is manufactured from cast iron. A visual inspection did not reveal any major defects. It

was not possible to inspect the full length of the underside of the keel. There did not appear to be

any signs of serious surface degradation outside the normal parameters expected for keels fitted to

this age of vessel.

Recommendation E.1 page 9

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The keel shoe is fitted with transvers pairs of keel studs, the heads with associated nuts and backing

plates are encapsulated with FRP in the bilge area. It was not possible to visually inspect all of the

stud heads, those accessible were hammer sounded and there were no signs of rust staining or

cracking within the flowcoated FRP encapsulations seen.

F.2 Hull To Keel Joints

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

give a complete indication of the joint condition or structural integrity as the keel studs and landing

seems are normally placed under tension when the vessel is afloat. The landing seam (mastic/filler

between the keel to hull contact point) is in a serviceable condition, some of the fairing has broken

away, considered cosmetic .

F.3 Steering System

The Vessel is equipped with a skeg supported FRP rudder which was split mould manufactured to

incorporate the stainless steel stock with attached webbing supporting. A visual inspection revealed

long standing cracks to the joining seem along the upper and lower leading edge of the blade and

along the top edge.

Prior to launching the vessel, the cracked rudder joint seems should be raked and

bevelled out to allow a thickened epoxy mix containing colloidal silica and glass

staples to be applied. When cured the surrounding areas can be ground back to

the original laminate and a number of layers of bi-axle cloth (300 grm) can be

applied for additional strength. Finish with a course sand to fair back the

laminations, fill/fare as required then apply an underwater epoxy primer prior to

antifouling.

The steering was locked off in the cockpit and pressure was exerted on the blade side to side to test

the internal webbing support, no movement was detected at the stock to blade exit point or

excessive play detected from the rudder stock bushes.

Hammer sounding of the blade revealed no defects. Moisture readings were higher at the upper

part of the blade on the deep reading mode(38), however, the internal metallic webbing structure in

the blade coupled with the epoxy coating will distort the readings. The blade remains vertical with

no signs of distortion or trauma.

The stock enters the hull via an FRP rudder tube which is located under the cockpit sole locker. The

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

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

The upper rudder stock arrangement including tiller was inspected, apart from a small amount of

play between the rudder hood and stock head fitting no defects seen.

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G. Deck Hardware

G.1 Stanchions/Pulpit/Push pits

All found to be defect free.

G.2 Anchoring & Mooring

All mooring cleats mooring cleats were visually checked, hammer sounded and load tested. No

defects found.

The vessel is equipped with two anchors. The main bower anchor is a 12KG CQR plough anchor

stowed in the recessed foredeck anchor well. The 8mm anchor chain is stowed below the well via a

chain pipe into a chain locker, accessible via an inspection panel in the forecabin. The anchor chain

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

confirmed.

The bower anchor to chain shackle is severely corroded and should be replaced. A

number of the above chain locker stowed chain links have begun to corrode and

should be cut away from the main cable.

The second stream anchor is a danforth of approximately 8KG stored in the aft port side

cockpit locker with attached warp. The anchor warp thimble is corroded and requires

replacement.

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

complimented by fenders stowed in the aft cockpit lockers.

G.3 Winching/Cleating

All deck and mast mounted winches were operated , not under load, and found to be serviceable.

G.4 Davits/Boarding Ladder

A folding boarding ladder is securely fastened to the stern of the vessel. A visual inspection of the

backing pad arrangements revealed severe corrosion of mild steel plates. As these plates

disintegrate the ladder will become loosely attached allowing water in and damage to the

surrounding laminate. The backing nuts should be removed and replacement backing plates

manufactured from 316 stainless should be fitted by bedding on marine adhesive sealant and new

locking nuts.

G.5 Other Deck Hardware

The vessel has a cockpit coaming mounted stainless steel tube for supporting a TV areal. Found

secure.

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H Rig

H.1 Spars & Fittings

The vessel has is a mast head rig (Bermuda Sloop) and is equipped with roller reefing. The mast is

aluminium and supported by two pairs if inline spreaders. Both mast and boom (aluminium) are

anodised and were visually inspected and found straight and true. The mast could only be inspected

up to shoulder height.

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

excessive wear.

The headsail is mounted on a Colnebrook roller reefing system. The halyard attachment swivel

requires lubricating to prevent jamming.

H.2 Running Rigging

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

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

the lengths of running rigging housed within the mast.

H.3 Standing Rigging

The standing rigging is manufactured from 1 x 19 strand 316 grade stainless steel wire of 7 mm

diameter. The inner forestay is made from 5mm diameter wire.

Mr Russell advised that the standing rigging was replaced three years ago. A visual inspection up to

shoulder level was carried out and no defects were found. It was not possible to check the forestay

as it is encapsulated by the jib luff foil.

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

constructed from 4mm diameter 1 x 19 stainless steel wire with Sta Lok type terminals. The lay of

the wire on the forward upper starboard guardrail has receive some trauma which has unlayed the

wire strands, none are broken. The guard wires should be inspected regularly and replaced if

broken wire strands are detected.

H.4 Sails & Canvas Work

The headsail, mainsail and cruising spinnaker were seen below together with a spray hood. It was

not practical to fully inspect the cruising chute, which appears to be quite new. The mainsail was in

an “as new” condition and the headsail in very good condition with no repairs required .

I. Propulsion

The auxiliary propulsion for this vessel is provided by a Yanmar 3GM30 3 cylinder diesel engine and

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

system.

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I.1 Installation & Engine Block

The engine space and access is limited. To visually inspect, the companionway steps are removed to

view the front end of the engine block and an FRP cover below the cockpit sole hatch is removed to

view the aft end of the engine.

The engine mounting was inspected, no faults were found with the engine bearers or feet.

The engine and gear box oil levels were checked. The engine oil is due for a change and the gear box

oil appears to be over filled. The inside surface of the filler cap housing was checked for emulsified

oil, all clear. The header tank fluid was up to operational level, it was not possible to check for a

coolant additive. The general condition of the engine block paintwork is good, there is a fine

coating of black dust which could be from the alternator belt which is slightly loose.

The rear covering panel has cut outs for the cooling water intake hose, engine control cabling and

engine stop cable which are all showing signs of chafe where they pass through the FRP cover.

There is also a chafe problem developing with the cooling water intake hose at the forward end of

the engine box. To prevent further damage and potential failure of these items the apertures

should be modified together with more efficient application of pipe clips to remove the

pressure/contact chafe points .Failing of the cooling water hose could lead to overheating of the

engine and filling the bilges with seawater.

Stop cable chafe point

Engine cooling

water intake pipe

squeeze/chafe point

Engine control cable chafe point

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I.2 Stern Gear

The vessel is equipped with a one inch stainless steel propeller shaft supported externally by a P

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

was firmly attached to the hulls’ structure. The shaft enters the hull via an FRP recess in the hull

moulding with a through bolted yellow metal shaft housing, hammer tested, no defects found.

The shaft mounting flange and shaft are sealed by a Volvo rubber shaft seal which is water

lubricated but requires greasing annually and must be “burped” of air when the vessel is launched.

A triple bladed right hand 14” propeller (assumed cast from a bronzed based alloy) is attached to

the shaft by a stainless steel castellated nut and locking split pin. When hammer sounded a good

return was received, no stress cracking evident. The propeller shaft was rotated by hand no visual

signs of misalignment were seen or unnecessary friction felt. No signs of pitting corrosion seen on

exposed areas of the shaft, which cannot be confirmed as defect free unless totally withdrawn from

the vessel and propeller removed to allow full inspection.

I.3 Controls & Indicators

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

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

were operational, the start button could not be tested. The throttle/gear selector lever was tested

and all cable linkages to the engine and gearbox responded.

As detailed in section I.1, there are chafing issue where the control cables enter the engine space,

the stop cable in particular has suffered damage to the outer casing and will require monitoring .

I.4 Exhaust System

The exhaust hose exits the engine space into the

bilge area under the cockpit sole hatch where it joins

a stainless steel water lock then exits via second

length of hose to a stainless steel exhaust skin

fitting just above the water line on the starboard

quarter.

The waterlock unit has significant signs of

corrosion/leakage and should be replaced

prior to the launch of the vessel. Failure of

this item will result in exhaust gases and

seawater filling the bilges of the vessel.

The visible exhaust hose was found to be in serviceable condition as was the exhaust manifold on

the main engine block.

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I.5 Fuel System

The diesel fuel is stored in a painted alloy tank mounted under the port cockpit seating. No leaks or

corrosion were detected from the visible areas of the tank’s surfaces, the mounting arrangement

remains firm when pressure was applied to the tank.

The flexible fuel delivery pipework is manufactured to the ISO 7840 standard.

I.6 Running & Service Checks

It was not possible to test run engine as part of this survey. It is recommended that a marine

engineer be consulted with a view to carrying out a full inspection and servicing of the engine

installation.

J. Onboard Systems & Accommodation

J.1 Gas Installation

The forward port hand cockpit locker is fitted with a moulded FRP liner which holds two propane

gas bottles. Escaping gas will drain from the locker via a vent at its base into the cockpit, which in

turn will escape the vessel via the cockpit drains.

The gas regulator, high pressure delivery hose, armoured delivery hose to cooker,

and pressure gauge/flow regulator are either in poor condition or beyond

recommended service life and require replacement (hose dated April ’97).

The gas delivery copper pipe is separated into two supply lines via a ‘T’ fitting within the gas locker.

One of these copper lines is redundant and terminates under the gas cooker (left picture).

The gas system should not be pressurised until the redundant copper pipe is

correctly blanked off and preferably removed as part of a refurbishment of the gas

installation by a Gas Safe Registered Engineer.

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The sole gas appliance located in the main cabin which is a Plastimo Neptune 2500 hob/oven/grill

unit which is fitted with flame failure cut off devices. There is no isolation valve present within the

cabin space for the cooker which should be installed as part of the gas system refurbishment

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

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

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

J.2 Fresh Water Tanks & Delivery

The vessel is equipped with a pressurised water system with was activated and all faucets

found operational. The vessel is equipped with two water tanks sharing a common filling

point. The main tank is fitted to the starboard side of the vessel forming the base of the

quarter berth, it was not possible to inspect the tank fully due to access limitations.

The second tank is situated in the lazzorette and is currently secured by fenders

wedging it in place against the rudder tube due to the failure of the retaining

screws of the two webbing securing straps. The straps should be re-fastened with

higher specification A4 stainless steel screws.

The hose systems used for the fresh water delivery are showing signs of degradation. The

main filler hose from the deck mounted filler cap to the aft water tank is unsupported with pipe

clips and has a loop in the system which falls below the level of the water tank which creates a

trap for water which can become stagnant, the hose wall has collapsed. Replace the hose.

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J.3 Heads (WC)

The heads is fitted with a Lavac manual pumping toilet found securely fastened to the FRP internal

liner. All hose clips found in sound condition and free from corrosion. The inflow and discharge

pipework is looped above the waterline to form a swan neck. The system could not be operated

ashore to assess the condition of the pump and for signs of leaks. An anti-syphon measure has been

taken on the inflow pipe as per the manufacturer’s installation guidelines.

The heads sole has drainage into a bilge compartment in the main saloon and is serviced by a jabsco

12 volt bilge grey water pump with float switch and found to be non- operational and disconnected

from an outflow seacock. Until the pump system is working, consideration should be given to a

method by which the shower head/tap faucet cannot be removed and used un-intentionally.

J.4 Electrical Installation AC & DC

The 240 volt AC system is fitted with a 240 volt RCD breaker with test switch with two circuit

breakers. The 240 volt system was not tested as part of this survey process.

The DC system on this vessel is 12 volts supplied by two batteries located under the cockpit sole

hatch. The main battery is housed in a battery box however, the lid requires alteration to allow a

correct fit with an adequate system of fastening the lid applied in order to retain the battery in

safely in position. The battery was found to be dry and requires replacement.

The secondary battery is lashed with rope to a timber framed shelf in the lazzorette area and does

not have protection over the terminals which are also suffering from corrosion. I suggest that a

battery box should be purchased and installed securely and the terminals of the battery and

cabling cleaned of corrosion. The secondary battery was holding a charge and allowed the testing

of 12 volt onboard equipment. The battery bank is charged via an engine mounted alternator and a

240 volt mains supplied charger secured adjacent to the main battery box, thesewere not tested.

The battery bank is controlled by a rotary selector switch with isolator key below. The DC power

supply is distributed via an Axon fused switch panel situated at the navigation station.

J.5 Electronic & Navigation Equipment

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

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

Operation of the navigation light switches revealed that the pulpit mounted bi-colour navigation

light and the mast head navigation light are not operational and require further investigation and

fault rectification prior to sailing at night.

The onboard mounted navigation equipment was powered up and assessed within the limitation of

the vessel lying ashore. No defects found. The DSC VHF was receiving loud and clear, a

transmission test was not carried out.

J.6 Heating & Refrigeration

There is no installed heater or refrigeration unit on board this vessel.

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J.7 Upholstery

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

K. Safety

K.1 Firefighting Equipment

Two fire extinguishers were located on board, it was not possible to confirm their date of expiry.

The contents pressure gauge was showing “green”. If the expiry date cannot be confirmed the

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

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

K.2 Lifesaving & Emergency Equipment

The vessel is equipped with numerous flares located in the after portside cockpit locker and the

nave station locker, all of which had an expired service date and must be replaced. Refer to the

RYA Boat Safety Handbook (G103) for further product guidance and handling advice and disposal of

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

purchases and offer advice on the most suitable product selection.

A horseshoe life buoy is mounted on the port pushpit with a working floating light, I recommend

the light is attached to the buoy by a lanyard.

K.3 Bilge Pump Arrangements

A manually operated bilge pump is located on the underside of the aft cockpit sole with a

deck mounted access port for the pump handle which is located in the nav station cave

locker. The pump was operational but could not be tested due to in sufficient water at the

hose intake point. The bilge pump hose would benefit from the addition of a strum box and hose

clip arrangement to allow a more effective positioning of the intake aperture to facilitate greater

pumping efficiency, then tested. This is the primary means of pumping out the vessel.

As mentioned in J.3, the jabsco 12 volt float switch controlled bilge pump arrangement is not

operational.

L. Additional Equipment

L.1 Tender & Associated Equipment

An inflatable tender was found stowed on top of the quarter berth bunk and was not

inspected as part of this survey.

M. Report Summary

“Whip Jamboree” is a well equipped vessel which has experienced an ongoing programme of

improvements under the current ownership.

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M.1 Recommendations – High significance requiring rectification as soon as is practical

(C2 p4) Carry out repairs to impact damage on starboard waterline (midships).

(C.3 p5) Replace engine cooling water gate valve with a de-zincification resistant (DZR)

alternative.

(D.1 p7) Fill the four holes on the outboard face of the cockpit coaming.

(F.3 p11)The cracks within the rudder blade join must be raked out and repaired with epoxy

based FRP materials

(G.2 p12) Replace the bower anchor attachment shackle and remove the piece of exposed

/corroded anchor chain.

(I.4 p15) Replace the exhaust system waterlock unit.

(J.1 p16) Refurbish gas installation delivery hoses and cap off redundant pipework (work

should be carried out by a Gas Safety Registered Engineer). The gas installation should not

be used until inspected and faults identified rectified.

(J.2 p17) The secondary water tank located in the lazarette requires re-fastening to the hull’s

structure to prevent movement.

(J.4 p18) Replace the primary battery with a new unit.

M.2 Recommendations – General Maintenance / Advisory

(C.3 p5) Remove cathodic protection bonding wire from heads discharge skin fitting and

lubricate the ball valve using a spray lubricant to free up the movement.

(C.4 p6) Replace engine block to anode earth cable with a higher specification marine grade

(tinned) cable

(D.1 p7) Remove the shroud attachment point capping plates and rake out original silicon

and re-bed using a polyurethane marine adhesive sealant.

(D.4 p7) Remove the stainless steel guide rails rom the companion way, re-bed using

polyurethane adhesive sealant with full complement of self- tapping A4 grade stainless

steel screws.

- Consider replacement of foredeck hatch acrylic glazing.

- Foredeck hatch adjustable stay rod mounting screw should be re-bedded with epoxy

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- Replace the backing washers for the cockpit table pedestal base mount on the cockpit

sole hatch using A4 grade stainless steel washers.

(D.6 p8) Remove corroded forestay attachment fitting bolt and replace, withdraw an

adjacent bolt and inspect for corrosion, if found, inspect all bolts and replace as required

with A4 grade stainless steel specification material, re-bed all with polyurethane adhesive

sealant.

- The upper two fastening nuts and washers of the backstay attachment plate are

showing signs of corrosion and should be replaced and re-bedded as above.

(E.1 p9) Apply a protective coat of epoxy resin to the access hole in the main cabin

bulkhead between the bilge of the heads and main cabin once the plywood has been dried

(E.2 p9) Remove the saloon cabin sole boards and reattached the transverse floor support

frame to the structural transverse keel root stiffener with A4 grade stainless steel self -

tapping screws bedded on sealant.

(E.3 p9) Remove all water from the bilges and monitor levels to prevent moisture damage to

the timber elements of the vessel and potential osmotic activity. Use a dehumidifier to

assist with the process.

(E.4 p10) Apply epoxy resin to the de-bonded FRP tabbing flanges of the starboard side

forward seating liner to main cabin bulkhead surfaces.

(G.2 p12) Replace the corroded thimble of the stream anchor warp.

- Remove the bower chain from the locker and inspect for corrosion and security of the

bitter end.

(G.4 p12) Replace the corroded backing plates of the boarding ladder with 316 grade

stainless steel alternatives bedded on polyurethane adhesive sealant.

(H.1 p13) Lubricate the roller furling jib halyard attachment swivel with a dry silicon

lubricant.

(H3 p13) Maintain regular inspections of the guard wires, in particular the forward end of the

upper starboard wire at its terminal. Replace when broken strands detected.

(I.1 p14) Carry out a full review of the entry/exit points of all hoses and control cables within

the engine bay in order to alleviate chafe points by way of the addition of suitable

mounting clips and adjustment to apertures of the engine bay covers

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(I.6 p16) Consult a marine engineer with a view to carrying out a full inspection and service

of the engine installation.

(J.2 p17) Replace the freshwater filler hose with adequately supported reinforced water

hose avoiding low points in the supply run to the aft tank.

(J.3 P18) A method to prevent the accidental usage of the shower faucet other than as a tap

facility for the wash basin should be put into place.

(J.4 p18) Carry out alterations to the main battery box lid to ensure a correct and secured fit.

Install a battery box unit with securing straps for the secondary battery. Clean the

corrosion from the cable connectors and terminals of the secondary battery.

(J.5 P18) Investigate and rectify the faults with the mast head and pulpit mounted

navigation lights prior to night sailing.

(K.1 p19) Confirm the expiry dates of the onboard fire extinguishers and replace if

necessary.

(K.2 p19) Replace all date expired distress signalling flares. Connect the floating light to the

horeshoe life buoy with a lanyard.

(K.3 p19) Improve the main bilge pump hose efficiency by adding a strum box and providing

adequate support with hose mounting clips for better placement of bilge water extraction

point. Test the pump with water throughput.

Appendices

Moisture Meter Readings

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

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

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

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

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

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

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

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

taken in “shallow” mode, for solid laminates.

Reading Guideline

0-15 Considered dry

16-20 Moisture present at low levels, no concern

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

31-45 Considered high and at a level where the risk of moisture related defects are present

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is significant but not yet physically detectable

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

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

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

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

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

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

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

Useful Points Of reference

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

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

http://www.ryaonline.net/

http://www.rnli.org/

Yacht “Whip Jamboori” – Moody 30

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