Sample survey
The following pages are an example of the type of survey carried out by Paul Fay.
The sample survey is based on an actual survey carried out several years ago.
I normally photograph all areas of the vessel and relevant photographs are included in the text of the report and all photographs are supplied on a CD with the report.
When surveying larger vessels an assistant fills in my check list allowing your surveyor more time for detailed examination.
On this vessel 85 photographs were taken and on a recent survey of a 40ft yacht I took 150 photographs.
This gives a good record of the vessel for all purposes including repair, maintenance, insurance etc.
Survey Costs Please read my Terms & Conditions
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Example
General Condition Survey Report
Fay Marine
Paul Fay Grad.IIMS. Yacht and Small Craft Surveyor
This is a sample survey to illustrate the type of survey and report that can be expected from Paul Fay. It is based on an actual survey carried out by Paul Fay. All names, dates etc. have been changed.
Fay Marine, Bideford, EX00 300 England. Tel + 44 (0) 7715 102090
www.faymarine.com e-mail paul@faymarine.com
Example General Condition Survey report.
20th March 2001
Contents
Page
4 summary.
5 Scope of survey.
6 General details.
7 Findings hull external, keel, skin fittings / through hull fittings.
8 Rudder, P bracket, propeller shaft, stern gland, anodes.
9 Hull internal structure.
10 Bilges, Deck, toe rail, ports / windows, ventilators, companionway door, hatches, timber.
11 Deck gear, cleats, bow roller, stanchions, fwd. guardrail, aft guardrail, handrails, anchors, anchor chain, anchor cable, davits, navigation lights.
12 Masts, booms, pole, bowsprit, standing rigging, chain plates, running rigging, winches.
13 Mainsheet, mizzen sheet, sails, genoa track and cars, blocks, sail covers, steering gear, toilet.
14 Fuel system, machinery / engine, gas system.
15 Electrical installation, water system, interior general comments, safety equipment.
16 Additional gear, photographs.
17 Photographs.
Attached CD contains all photographs taken during survey.
This survey was conducted on the instructions of:
Mr A. N. Other.
North House,
Old Bideford Road,
Appledore,
Devon. EX00 400
The
surveyor accepts no responsibility for any information contained herein if
used by other parties. The survey is personal and confidential to the above
client(s) and has no extended warranty if disposed of to a third party for
any purpose. The survey was carried out in accordance with published and
agreed terms and conditions, and in accordance with relevant codes of
practice published by The International Institute of Marine Surveying.
This report does not address stability, vessel performance or overall design, and no warranty is conveyed regarding this.
This report carries no warranty regarding ownership of the vessel or any warranty regarding outstanding mortgage, charge or other debt there may be on the vessel.
The information contained in this report is believed to be correct, but was not checked and is not guaranteed by us.
Digital information
All photographs taken throughout the survey are supplied on an enclosed CD.
In urgent circumstances I supply reports electronically, such as via email or on disk. However, please note I always also send a printed copy and that the only report guaranteed to be from Paul Fay will be printed and bear my signature on each page.
Please note that Small Ships Registration (Part III) is granted to individual owners and terminates upon change of ownership. Applications for re-registration should be made to The Small Ships Registry, Register of Shipping & Seamen in Cardiff.
NOTE: The recommendations contained in this report are in italics and are graded to indicate their relative importance or urgency. They are intended to offer only general guidance. Detailed information is available from this surveyor upon request.
Very urgent. The work should be put in hand at the earliest possible moment. The defect to which the recommendation relates is either a threat to the safety of the vessel and/or its crew or, if ignored, will rapidly lead to a serious deterioration in the vessel’s general condition.
Urgent This category covers defects which offer no immediate threat to the safety of the vessel or where no serious structural impairment exists at this date. However, the defect is of some significance and serious consideration should be given to reasonably early implementation of the work.
Attention This relates to work which is basically cosmetic in nature or a part of regular maintenance. It also covers observations which are, to some extent, a matter of opinion where alternatives should perhaps be considered.
Note that the term “serviceable” or “serviceable condition”, as used in the report, mean that the item remained useable, despite possible wear or deterioration. The item may nevertheless require maintenance or replacement in due course.
It should also be understood that in some instances defects are observed and noted without a covering recommendation. In most cases, no action is necessary or the remedy is self-evident.
Example General Condition Survey report.
Date of Survey: 20 March 2001
Survey Ref: Example ( Eastbourne)
Instructions from:
Mr
A. N. Other.
North House,
Old Bideford Road,
Appledore,
Devon. EX35 4AD
Place of survey: Sovereign Harbour, Eastbourne.
SUMMARY
The survey was carried out at Sovereign Harbour in Eastbourne. The weather was good with an occasional light rain shower early in the day. The showers did not affect the survey as a weather forecast had been obtained indicating that the rain would clear and so the internal examination of the vessel was carried out first with the vessel afloat. After the deck and general exterior above the waterline had been examined the vessel was lifted from the water for the underwater examination.
Example is a 1979 moulded GRP ketch. The vessel is in need of considerable cosmetic attention to the topsides and the external woodwork, these facts have been reflected in the asking price. The purchaser is aware of the poor cosmetic appearance of Example and has given instructions that minor defects need not be reported. The purchaser was present during the survey and was made aware of minor defects that were noticed. Below the water line the vessel has been treated to prevent water ingress and osmosis with an epoxy type coating. Below the water line Example appears to be in good condition.
Apart from the items mentioned as very urgent the vessel is basically sound.
The hull is white with a blue stripe. The deck is white with brown non slip panels. The hull and deck were supplied by Colvic, a company specialising in the supply of moulds for other companies or individuals to complete. Example was completed by Seacruiser of Rye. The vessel is a pilot house version known as a Colvic Victor 34.
The layout from the bow is a ‘V’ berth in the forward cabin with a hanging locker each side aft of the berth. There are lockers under the berth.
A central lower saloon with a settee / berth to starboard which can be increased in size to form a double berth. There are lockers both under and aft of the berth. To port there is a locker with the heads / shower compartment aft.
The cabin sole is permanently fitted, having been glass bonded in place. There are three small holes through the sole (approx 40mm dia) through these it can be seen that the area below the sole has been filled with expanding polyurethane foam. This means that the area below, which includes the keel and ballast, can not be inspected. This may cause faults to go unnoticed. However I found no sign of water entering and no signs either inside the vessel or externally on the keel area to suggest that are any faults. Should there be any suspicion of faults in the future then access holes will need to be cut in the sole and the foam cut out to gain access.
The main saloon / galley has a sole which is raised. This forms a ‘Pilot House’. To starboard there is a ‘U’ shaped settee with storage under. To port there is a steering position with electric switch panels, wheel and large seat with storage under. Aft to port is the galley with a two burner and oven cooker, twin sinks and cool box.
The cockpit is large and has lockers under the seats. There is a central steering binnacle with compass, wind direction, log and depth instruments.
The details of the vessel state that she has a long keel. When she was lifted out of the water it was found that the keel is a fin and that the rudder is semi balanced. As the prospective owner wishes to keep the vessel in a drying harbour this may cause unacceptable problems as there will be difficulties with the vessel drying out between tides.
I found no reason apart from those detailed why Example will not continue to
give many
years service.
There are several Very Urgent defects which need attention:
1. The engine, the mountings and alignment need attention.
2. The gas locker is not sealed from the interior and needs draining overboard. Also the cooker is gimballed. However when it swings it fouls the locker. Also the bolt to restrain the hinged cover to the cooker does not work properly allowing it to fall. The flexible hoses need replacing.
3. On the main mast, forward to port, the winch base / fitting pad has serious corrosion. The security is questionable and the winch MUST NOT be used until it has been removed and checked. Failure could cause serious injury.
4. The skin fitting forward of the heads which drains the heads sink is a plastic fitting not designed for underwater use which has no stop valve. This must be replaced with a proper metal or plastic skin fitting and stop valve.
5. The antenna at the top of the main mast has broken away and the bracket needs repairing.
6. There is no anti siphon fitted to the heads, this could lead to flooding.
7. There are fuel pipes on the engine that are leaking, this is a fire risk.
8. The aft sea cock in the engine room. To port. Stainless ball valve. This is open to the vessel and must be blanked off.
SCOPE OF SURVEY
a) The vessel was inspected while afloat and then ashore. The weather conditions were good. Access to the external hull was good, the only restrictions being the position of the supporting straps and where the keel was touching the ground.
b) The masts were stepped and were not climbed. They were inspected from deck level and, therefore, the condition aloft of the masts and rigging is unknown.
c) No parts of the vessel were dismantled and no bolts or other fittings were removed for inspection.
d) It was impracticable to spread the sails for inspection. They were inspected aboard the boat and this inspection cannot, therefore, be considered to be exhaustive.
e) The engine was subjected to external inspection only. No dismantling was carried out. No machinery was run or opened up for inspection.
f) The only electrical equipment tested in operation is detailed in the body of the report. No other electrical equipment was tested and its condition is, therefore, unknown.
g) The gas installation was subjected to external inspection only. None of the appliances were tested in operation and the condition is, therefore, unknown. Inspection by a C.O.R.G.I. registered gas fitter is recommended.
h) This report does not address stability, vessel performance or overall design, and no warranty is conveyed under these headings.
i) I have not inspected woodwork or other parts of the
structure which are covered, unexposed or inaccessible and I am, therefore,
unable to report that any such part of the structure
is free from defect.
j) The validity of any CE marking and the confirmation of conformance or otherwise of the vessel to the RCD, the EMC Directive and the Machinery Directive are outside the scope of this inspection and report. The inspection did not include any assessment of compliance with the requirements of any particular authority.
THE VESSEL
GENERAL PARTICULARS:
Boat Name: Example
SSR No. 0000000
Class: Colvic Victor 34
Builder: Hull and Deck by Colvic, completed by Seacruiser of Rye
Year Built: 1980
Length Overall: 34ft
Beam: 11ft 0ins
Draft: Approx 5ft 4ins
Displacement: 6.5 tons
FINDINGS
Hull
External Structure
Topsides.
The overall appearance is poor.
The topsides have been previously painted and in some places where fenders have rubbed, the paint has flaked off. There are many scuffs and marks spoiling the appearance. The only damage of concern is on the starboard transom. It appears that there has been a collision and this has flexed the structure causing cracks to the gel coat. I found no structural damage. The cracks will need repairing by opening and filling prior to re-painting the topsides.
Below waterline.
The vessel was pressure washed which left a few barnacles attached. This would indicate that the antifoul needs renewing. The overall appearance is good. The antifoul was removed on eight areas on the hull, one on the keel and one on the rudder. This was by means of scraping. It was immediately apparent that the hull had been treated with some form of paint to protect against water ingress. This is probably an epoxy system (possibly V C Tar or similar) and there is no thick build up of antifoul.
Cleaning these areas I attempted not to damage the epoxy paint, however some was removed and will need re painting prior to re antifouling. The hull is smooth with no sign of blistering in the cleaned areas and where the epoxy coat was removed the GRP appeared sound with no sign of wicking. Any blisters would be visible as they would show on the epoxy system which is a thin coating.
Moisture readings were taken of these underwater areas with a capacitance moisture meter. These were compared to readings taken on the topsides which are not permanently wet. The topsides readings were an average of 10. The underwater readings were either the same or slightly higher, averaging 12. This is to be expected and is normal. There were two higher readings on the hull which often happens and can be caused by slightly thicker structure or internal strengthening.
The whole underwater area of the vessel was sounded by tap testing at approximately four inch (100mm) centres. It all sounded solid with no areas of concern.
Keel.
The keel is a fin type and a moulded part of the structure. While the vessel was in the travel lift I noticed slight damage to the front lower edge, possibly caused by a minor grounding. This should be investigated further and painted / repaired when the vessel is next hauled for antifouling.
Skin Fittings.
All through hull skin fittings are of bronze apart from one. All the bronze fittings are sound, however, the ball valves which are fitted as sea cocks are of stainless steel. This can cause the bronze through hull fittings to dezincify which is the loss of the zinc in the bronze. This will be seen as copper coloured patches when the metal is cleaned. It may be necessary to attach these skin fittings to an anode. There is a large anode fitted to the vessel which is not joined to anything. If it is found necessary a wire is taken internally from the anode bolt to each skin fitting.
Very urgent.
The skin fitting forward of the heads which drains the heads sink is a plastic fitting which has no valve. This must be replaced with a metal skin fitting and stop valve.
Stern Gear & Anodes
Rudder.
The rudder is semi balanced. It is supported by a half skeg which has the lower bearing attached. The construction is substantial. The lower bearing has slight wear, no attention is needed at this time. The packing gland inside the vessel needs tightening and may need re packing and greasing.
The rudder has a high moisture reading and may have some water inside. This often happens. The water enters through the joint where the stainless stock enters the top of the rudder. This can be checked by drilling a 6mm hole near the top and bottom of the rudder while the vessel is ashore for a winter. Any water will drain out. The holes should be re sealed with epoxy filler. The shaft entry should be cleaned and sealed either with epoxy or a flexible sealer.
Propeller.
Attention The propeller is three bladed. There is slight dezincification but it appears serviceable. A shaft anode should be fitted to the stainless shaft to prevent the dezincification. Painting and antifouling the propeller helps to minimise this.
P Bracket.
The propeller shaft is carried by a ‘P’ bracket. This appears sound and firm. It passes through the hull and the internal structure can not be seen due to the plywood sole under the cockpit. The cutlass bearing has no visible play.
Propeller Shaft.
Attention The propeller shaft is stainless steel and no wear or corrosion could be detected on the shaft. The shaft needs a zinc anode to be fitted.
Stern Gland.
Attention The stern gland is a traditional packing type. This type has a tube fitted to the hull. The actual packing gland is attached to this with rubber tube and hose clips. This allows the forward end of the shaft to have some movement, this is necessary with a flexibly mounted engine. The gland and tube appears sound but may need repacking. There is a remote greaser for this just inside the companionway door.
Very urgent Externally there is a cutlass type bearing at the aft end. Although rubber this would not allow much movement and necessitates the engine mountings being firm. During any work carried out on the engine and mountings (see under engine heading) this should be checked by the engineer.
Anodes.
There is one anode fitted towards the stern on the port side. This is not connected to anything. It may at some point be needed so I suggest leaving it.
Skin fittings & Sea Cocks
Very urgent
1/ The skin fitting forward of the heads to port which drains the heads sink is a plastic fitting not designed for underwater use which has no valve. This must be replaced with an approved metal or plastic skin fitting and stop valve.
Very urgent
2/ The aft sea cock in the engine room. To port. Stainless ball valve. This is not used at present and is open to the vessel. This must be blanked off as accidental opening will flood the vessel.
3/ In locker aft of lower saloon berth on starboard side. Engine anti
siphon. Stainless ball valve.
Serviceable.
3/ Under heads sink. To port. Heads inlet. Stainless ball valve. Serviceable.
4/ Under heads sink. To port. Heads outlet. Stainless ball valve. Serviceable.
5/ Forward sea cock in engine room. To port. Stainless ball valve with strainer. Serviceable.
6/ Under cockpit. To port. Deck and cockpit drain. Stainless ball valve. Serviceable.
7/ Under cockpit. To starboard. Deck and cockpit drain. Stainless ball valve. Serviceable.
8/ Behind fridge. To port. Sink drain. Stainless ball valve. Serviceable.
9/ Under cockpit. To Port. Bilge pump outlet. Stainless ball valve. Serviceable.
10/ Behind pilot house berth. High on the hull. Not accessed from inside. This will need checking during routine maintenance, when panelling can be removed. As it is well above the waterline it is not critical.
Hull Internal Structure.
The hull and topsides are of single skin construction and where visible internally appeared to be structurally sound.
Cabin Sole.
The cabin sole is permanently fitted, having been glass bonded in place. There are three small holes through the sole (approx 40mm dia) through these it can be seen that the area below the sole has been filled with expanding polyurethane foam. This means that the area below, which includes the keel and ballast can not be inspected. This may cause faults to go unnoticed. However, I found no sign of water entering and no signs either inside the vessel or externally on the keel area to suggest that are any faults. Should there be any suspicion of faults in the future then access holes will need to be cut in the sole and the foam cut out to gain access. Only the minimum size holes should be cut as this cabin sole is part of the structure.
Bulkheads.
The structural bulkhead between forward cabin and lower saloon also has the main mast support built in. The bulkhead is plywood, where visible it is structurally sound and the attachment to the hull appears sound. The mast support feels sound.
The structural bulkhead between the lower saloon and pilot house is plywood. It appears structurally sound and the attachment to the hull appears sound.
Urgent
Below the forward ‘V’ berth a small stiffener / bulkhead has been removed. The reason for this being fitted when the vessel was designed and built, would be to slightly stiffen the hull, to stop flexing (panting) in particular when going to windward. From the marks inside the hull the size can clearly be seen. I recommend replacing this by glassing in a plywood bulkhead.
Stringers.
One longitudinal stringer / stiffener is partially visible and appears sound.
Bilges.
The
bilges all appear sound and are clean. They are painted with grey bilge
paint. All limber (drainage) holes are clear.
Ballast.
The ballast is internal. It can not be seen due to the way the cabin sole is fitted and therefore can not be inspected.
Deck.
The deck is constructed from both single skin and sandwich construction. The deck feels reassuringly solid. In the area of the cockpit it is heavily stiffened. There is some crazing and cracking of the gel coat. Structurally all appears sound and built to a good standard. The overall appearance is poor. All external timber is in need of urgent treatment. This will be cleaning and protecting with varnish or oil. Some timber in the cockpit needs replacing.
The gel coat needs polishing or painting to improve the appearance and the areas of non slip need cleaning.
Hull to Deck Joint.
The hull is bonded to the deck and where visible the join appears sound.
Toe Rail.
Attention The moulding includes a high toe rail / low bulwark. This is capped with timber which also forms a rubbing strake. It all appears sound but the timber is urgently in need of protection.
Ports / Windows.
Attention All the ports are aluminium framed. All the glass is in serviceable condition. The seals around the glass are in poor condition and it can be seen that every port on the vessel leaks. Either remove them and re build with new rubbers or cut out rubber on the outside and re seal.
Ventilators.
There are four ventilators. Two ‘Dorade’ type on the pilot house and two flat stainless vents on the coach roof. None are closable. All appear serviceable.
Companionway / Door.
The interior is entered from the cockpit through a hinged door. This is of substantial construction. The upper half is louvered as a vent with a slide in plywood closer on the inside. An external handle is needed. Attention This needs protecting / varnishing.
Hatches.
Two hatches are fitted. The forward hatch above the forward ‘V’ berth is sound. The seal is serviceable.
Attention A double hatch is fitted in the top of the pilot house. The frame and glass is sound. The hinges are seized and the rubber seal perished and leaking.
Timber.
Attention There are timber slats on the cockpit seats. These need protection. The cockpit floor has a removable timber grate. This is rotten and broken, it needs repairing or replacing.
Attention On each side of the cockpit in the coaming there are plastic cuddies these are rotten and breaking. They will need replacing.
Deck Gear
Cleats.
Attention Aft mooring cleats on the cockpit coamings need re bedding, they are loose.
The forward mooring cleats are serviceable.
The fairleads on the bow are serviceable.
Bow Roller.
Attention This has been damaged. The rollers are inadequate and the bolt is not fitted properly. Replace rollers and bolt.
Stanchions.
All stanchions are serviceable and very strongly fitted. Attention The wire is serviceable but has slight damage and some kinks. Replace eventually.
Fwd Guardrail (Pulpit)
Attention Secure but needs re bedding and some bolts are missing.
Aft Guardrail.
Serviceable.
Handrails.
There are handrails at both the rear and on top of the pilot house. Also on the coach roof. All are secure. The port coach roof handrail has some slight damage. No action needed.
Anchors.
There are two anchors. A 20kg Claw (Bruce copy) on the bow. Serviceable. A 35lb Sowester plough in the aft cockpit locker. Serviceable.
Anchor Chain.
Attention A short length of 8mm is attached to the Bruce. The shackle joining the anchor and chain needs attention. It is fitted the wrong way round. The 8mm chain is shackled to a length of 6mm chain in the chain locker. It does not appear long enough. It has some rusting. Eventually replace. Temporarily the short length could be used with rope to anchor.
Attention There is no fair lead for the chain from the bow roller to the hawse pipe on deck. This will damage the bowsprit, a system needs engineering. Also, a lot of water and mud can be carried below by a wet chain. There is no method of containing this inside the anchor chain locker, or any method of draining the locker.
Anchor Cable.
A length of 18mm octaplait rope is in the starboard cockpit locker. Serviceable.
Davits.
The davits are substantial and constructed from stainless steel tubes. The port davit needs re bedding as it is loose.
Navigation Lights.
Attention Several of the lenses are cracked and will need eventual replacement. I could not make the lights work.
Masts and Gear
The vessel is ketch rigged. The forward mast is of all
welded construction. The mizzen is all
riveted. Both appear to be from the same manufacturer and are aluminium. The
forward has shaped spreaders. The mizzen tube spreaders. The mizzen also has
a jumper strut. The mast steps that the mast heels sit in are both
stainless. Serviceable.
Booms.
Attention Both are aluminium. Both sheet fittings are seized and need freeing. Some rivets are corroded and need replacing.
Very Urgent The antenna at the top of the main mast has broken away and the bracket needs repairing.
Pole.
There is a whisker pole. Serviceable.
Bowsprit.
This is substantial timber. There is a supporting bracket under the deck, in the anchor locker, which needs painting. The bowsprit needs varnishing.
Standing Rigging.
This is all 1 x 19 stainless. As far as can be seen it is serviceable. It is reported that it was replaced in 1999.
Urgent The bobstay (below the bowsprit) needs replacing as the lower fitting is corroded.
Attention The rigging needs adjusting. The mizzen shroud on the port side is touching the pilot house, while there is a gap to starboard. With correct adjustment the gap will be the same both sides and when viewed from astern or forward both masts will be in line.
Attention All the rigging screws need to be checked as some are not locked. They all have rings securing the clevis pins. These rings must be taped over to prevent snagging. It is best if these are replaced with split pins.
Chain Plates.
All chain plates appear serviceable. Under the main shrouds are strengthening brackets that need painting. Some plates land on the side deck. There are no supporting brackets but there are large metal plates to spread the load.
Running Rigging.
All the running rigging is dirty. There has been some chafe but as far as seen it is serviceable.
Winches.
Two Gibb two speed sheet winches are fitted to the cockpit coamings. There is wear to the chrome. Otherwise serviceable.
One winch is fitted to the mizzen mast. Serviceable.
Three winches are fitted to the main mast. Stbd, single speed, Serviceable. Port, two speed. Serviceable.
Very urgent Forward to port, on the main mast, the winch base / fitting pad has serious corrosion. The security is questionable and it MUST NOT be used until it has been removed and checked. Failure could cause serious injury. This corrosion has been caused because the winch is bronze which is incompatible with the aluminium mounting.
Mainsheet Traveller.
The
rope has wear. The stbd stop needs replacing.
Mizzen Sheet.
Serviceable.
Sails.
It was impracticable to attempt to spread or hoist he sails so they were inspected aboard. There is some stitching that needs repairing. The cloth seems sound. Piston hanks are serviceable. The sails should all be serviced.
Genoa Track and Cars.
The track is serviceable. Both cars are broken and need replacing. Second cars have been added which do not work.
Blocks in General.
All the blocks which could be inspected appeared serviceable.
Sail Covers.
Both Main and Mizzen sail covers need attention / servicing.
Steering Gear
A Bowden cable to wheel steering system is fitted. There is a steering pedestal in the cockpit with a stainless steel wheel. This whole system is serviceable.
Attention There is also an interior steering position in the pilot house. This system is a cable system. It has been disconnected. All the parts appear serviceable, it needs re assembling.
There is no emergency steering. There is no wind pilot. There is an Autohelm 3000. The belt on the steering pedestal is worn. The electronics are in the cabin and will need checking.
Toilet Installation
There is an overboard heads fitted. This is old and stiff. It needs lubricating. This can be lubricated by pouring a small amount of cooking or baby oil into the pan and pumping. I could not make it work. It appeared to pump out but not to pump in. Oiling may cure this, otherwise a new pump will be needed.
Very urgent There is no anti siphon system fitted to the head, this could lead to flooding.
Fuel System.
A 50 gallon stainless steel tank is fitted to starboard under the pilot house sole. As far as can be seen this is serviceable. The fuel is diesel. There are no stop valves visible. All electrics on the engine need attention.
Very urgent There are fuel pipes on the engine that are leaking, this is a fire risk.
Machinery
The engine is a Watermota 30hp diesel fitted under the pilot house sole. It was reportedly overhauled in 1996 and is stated that it has only been used for 20 hours since. The external appearance is fair. The engine bearers are glassed into the hull. Serviceable.
It has had work done to it recently.
The gearbox is a manual PRM.
A single lever control is mounted in the cockpit. Serviceable.
A second single lever control is mounted beside the internal steering position. This has been disconnected.
The instruments comprise: - Rev counter, oil pressure, water temperature, battery voltage.
There is a fume extractor from the engine compartment.
There is no sound proofing in the compartment.
All the bulkheads appear serviceable.
Very urgent I tried to start the engine but it failed. The batteries went flat. A local marine engineer attended with a jump start battery. He made a brief check and attempted to start the engine but without success. There is fuel leaking from pipes
Very urgent The stop cable needs replacing. There are also bare wires and the wires need securing.
Very urgent The forward flexible engine mounting has failed and the top nut is missing. This will allow the engine to move excessively. The engine mount needs replacing and the other three examining. (It will be best to replace all four mountings to assure that they are all of consistent hardness.) The engine alignment with the propeller shaft needs checking and adjusting if necessary.
Very urgent The whole engine installation should be checked and any repairs carried out by a marine engineer.
Gas System.
There are two Butane cylinders in the port cockpit locker. There is a flexible hose to a regulator fixed in the locker. From there the pipe is copper to the galley. A two burner with oven cooker is at the fwd end of the galley. This has a flexible armoured gas pipe connecting it.
There is no automatic shut down and no gas alarm.
I recommend that the whole system is examined by a Corgi registered gas fitter.
Very urgent The flexible hose has no date stamp and is therefore of indeterminate age. Modern gas hose is date stamped and Calor recommend that it is replaced every five years. These hoses must be replaced.
Urgent The cooker is gimballed. However when it swings it fouls the locker. Also the bolt to restrain hinged cover to the cooker does not work properly allowing it to fall.
Very urgent The gas locker in the cockpit is not sealed from the interior of the yacht and there is no overboard drain. This locker must be sealed from the interior of the vessel and drained overboard.
Electrical Installation
Two
120ah batteries are fitted. These went flat during the survey and should be
checked. There needs to be a retaining strap fitted to hold them in
position.
A multi position on / off switch is fitted inside the companionway door, access to this is good.
A switch and fuse panel is fitted below the inside wheel. This appears to be wired to a professional standard.
Some wiring needs fixing in position. In the anchor locker, the engine compartment, under the cockpit and behind the cool box there is wiring that is loose.
There is a Midland VHF radio, a CB radio. A NASA wind indicator and combined depth and log are on the steering pedestal. None of this was tested.
There is also another depth sounder to stbd in the fwd end of the cockpit. It is assumed that this is no longer used.
Water System
A 50 gallon stainless steel tank is fitted to port, opposite the diesel tank. There is a water pump and pressure vessel in the engine compartment. Serviceable.
There is a calorifier for engine heated hot water with immersion heater. Not tested and condition appears poor.
The piping is a mixture of flexible and rigid copper.
There is a pair of stainless sinks with taps in the galley. There is a bowl in the heads with taps and a separate set of taps with shower attached. The floor of the heads is a grate with drain under. This drains into the bilge to be pumped out by the bilge pump.
Interior - General comments.
The upholstery is in good condition throughout. The headlining is good throughout, it needs relocating at the fwd stbd side of the pilot house.
In the port top locker in the forward cabin there is some GRP fixing that has become unattached from the plywood. Needs re fixing.
Under the fwd cabin sole there is a web floor where the GRP fixing (Tabbing) has become unattached from the timber and hull. Needs re fixing
In the port locker in the lower saloon, fwd of the heads compartment, there is some GRP fixing that has become unattached from the plywood. Needs re fixing
The stbd lower settee front was not fitted properly. This can be ignored.
Safety Equipment.
There is a manual bilge pump which lifts from a sump under the engine. Serviceable.
There is an electric bilge pump in the sump under the engine. Runs, I could not determine if it pumps, it will need checking.
There are two horseshoe life buoys each side of the
cockpit, one is broken and needs replacing
the other is serviceable.
There is a Dan buoy which needs attention. The flag is missing and the rope is untidy.
There is a pack of emergency sea cock bungs.
There are two 1kg dry powder extinguishers. One on the companionway door and one in the fwd cabin. There is a 2kg automatic Halon extinguisher in the engine compartment. All have pressure gauges which show them to be serviceable. However by the service code they are out of date.
Additional Gear.
The steering compass has a bubble. This should be sent for servicing.
The mooring warps are old and need checking.
The fenders are old and need cleaning or replacing.
The spray dodgers are in poor condition.
Included here are a selection of photographs taken during the survey.
The rudder and skeg. Also the interior steering position.
Two of the areas cleaned of antifoul. The first is back to the epoxy coat. The second has penetrated the epoxy to the GRP.
The chart table. This is to stbd at the front of the pilot house. Also the propeller, shaft and P bracket.
Included with survey is a CD containing all 85 photographs taken during the survey.
Paul Fay
Fay Marine
Bideford,
Devon
EX00 0BX
Telephone UK + 44 ( 0 ) 7715 102090
Email paul@faymarine.com
Survey Costs Please read my Terms & Conditions