Timber Yacht-Sample Survey Report @ Marine Surveyor Wooden Boat Surveyor

CONDITION SURVEY REPORT

ON THE YACHT

“xxxxxxxxxxxxxx”

By

Kathleen J Kilbey I.Eng. MRINA.

Naval Architect and Marine Surveyor

Commissioned By: ……………………

Date of Survey: 20^th/ 21^st August 2011

Where Surveyed: xxxxxxxxxxxx Marina Boatyard

Reason for Survey: Prospective Purchase

Kathleen Kilbey and Associates

Naval Architects and Marine Surveyors

Tel: +44(0)845 680 1989 Fax: +44(0)700 580 1821

Website: www.classicboatsurveys.com Email: info@classicboatsurveys.com

REASON FOR SURVEY

Prospective purchase of the vessel by …………..

DATE / LOCATION

The survey was carried out at xxxxxxx Marina Boatyard on August 20^th and 21^st 2011

The yacht was afloat for the internal inspection and then lifted out for the underwater hull inspection.

SURVEY PARAMETERS

No dismantling or removal of components was carried out, this being outside the scope of the survey commissioned. The vessel had not been opened up or prepared in any way for the survey and consequently many areas inside the hull could not be inspected directly; a digital camera was used where possible to view inaccessible areas.

No opening up, dismantling, NDT or tests other than mechanical/hand sounding were carried out, these being outside the scope of the survey as commissioned.

It is not known whether any inventory of sale includes all items mentioned in this report, checking of this inventory being beyond the scope of the survey as commissioned. If purchasing, clients are advised to check this inventory with the Broker/Vendor and agree it in writing.

The skin of the submerged hull was concealed by anti-fouling. Although patches were removed to facilitate inspection of the underlying surface, no warranty can be given that areas not so exposed are free from minor defects. (In order to do this, removal of all submerged hull coatings would be required, prior to survey)

Much of the interior surface of the hull skin and the interior attachments for deck fittings etc. were concealed by fixed joinery, soles and linings which were not disturbed apart from removal of normally portable hatch covers. Digital photography was used as far as possible on inaccessible areas but no warranty is given that parts which were physically inaccessible are free from defect.

SCOPE OF SURVEY - SAILING VESSELS (Timber)

The survey was commissioned for the purpose of carrying out a visual inspection of the following:

1. Hull exterior Incl. planking, stopping, visible fastenings, coatings, stern-gear, rudder & hangings, Keel(s) through-hull fittings, topsides.

2. Hull interior (all accessible timbers, fastenings and reinforcements) Sea-cocks & associated pipe-work where accessible.

3. Deck and associated structures. Deck-beams, ply substrate where accessible; fastenings and caulking

4. Deck hardware and fittings.

5. Ground tackle and warpage.

6. Machinery and associated systems (incl. cooling, exhaust, electrical, starting, fuel, inboard / outboard drive line)

7. Bilge pumps and associated plumbing.

8. Domestic tankage and plumbing

9. Domestic electrical system (Low voltage). Mains installation; visual condition report. An appropriately qualified electrical technician should be employed where a full report on mains installations is required for compliance purposes.

10. Navigation and pilotage equipment. Visual inspection and on/off operation only.

11. Spars and standing rigging (up to 2m if stepped). For a full inspection these parts should be dismantled laid out in a well lit and dry onshore facility

12. Sails, covers and running rigging. As above, a clean dry area will be required for a full inspection.

13. Gas installation. Visual condition report. A registered Gas-Safe inspector should be employed to carry out an annual service and certification.

14 .Fire prevention and fighting equipment. .

DETAILS OF VESSEL

Description: The yacht is a Timber Double-Ended Motor-Sailor after the style of Colin Archer. Designed by David Cannell and constructed by C Manley (Leavers Construction), completed in 1978 and commissioned shortly thereafter.

Builder: C.Manley - Leavers Construction

Designer: D. Cannell

Year: Completed circa 1979 launched sometime thereafter.

Displacement: Approx.15 tons

Dimensions: L.O.A (Feet) 42’0″ L.O.A (Metres) 12.8 m

LO.D (Feet) 36’0″ L.O.D. (Metres) 10.5 m

Beam (Feet) 12’7″ Beam (Metres) 3.84 m

Draft (feet) 6’ 6” Draft (Metres) 1.93 m

Reg’d No: 386801 (Part 1 British Ship Registry

Reg’d Tonnage: 12.93

Port of Registry: Ramsgate

Engine: ……………..Type: Mercedes type OH314; 4 cylinder naturally aspirated Diesel

Serial No: Not seen

Capacity: Approx 80 BHP.

Note: The details above are for vessel identification only and no warranty is given as to their accuracy.

EXTERIOR HULL INSPECTION

Topsides: Painted in low-gloss white enamel. Paint coating found to be in fair condition, with minor abrasions commensurate with age and use. No significant timber defects were visible as far as could be determined from ground level. A selection of topsides-areas were sounded using a mallet and no areas of softening or decay were apparent. Normal maintenance required.** (ladder access, as no staging available, so much of the topsides could not be reached for a full sounding)

Planking – Skin (Bottom): The underside of the hull was found covered with primer and anti-fouling which had been pressure-washed immediately prior to my inspection. The underwater area of the hull was comprehensively sounded and no significant defects were found. Generally the hull appeared to be in good condition for a wooden boat of this age and to be well and heavily constructed. Although this could not be confirmed without some destructive sampling, the hull is understood to consist of three layers of mahogany strakes glued edge to edge and overlapped, then copper riveted, making a total hull thickness of 1 1/8” (approx 28mm).

The method of construction described above makes for an exceptionally strong hull, but without the usual challenges of keeping seams tight and leak-free. A small volume of water was found in the main bilge after the vessel was left slightly head-down on the hard-standing and it is likely that this came from the sterngland or had previously dripped in through the cockpit floor hatch. ** (see sections below re hatches)

Through hull fittings: Mostly of Bronze Blakes-type. Accessible sea-cocks were operational and appeared leak-free. However, in view of the age of the vessel I recommend that during next season’s refit they should all be dismantled and greased, whilst a selection of bolts should be withdrawn for inspection. ***

Keels & fastenings: The iron keel showed signs of minor rust below the paint coating, however, no signs of movement were apparent. Keel-bolts / nuts viewed from inside the hull were rusty, as is to be expected with a boat of this age. When convenient, during the next refit, it would be prudent to withdraw one or two bolts for inspection. Alternatively to avoid disruption of seals etc, NDT / Xray techniques could be employed. **

Rudder & Hangings: The rudder is semi-circular attached to the sternpost and hung, on heavy iron gudgeon / pintle assemblies. The rudder is understood to be of hollow oil-filled steel construction, sheathed with GRP. (see pic No.823118). No evidence of damage was observed and the gudgeons and pintles appreared to be in efficient condition. The owner fitted new anodes whilst the vessel was ashore for the survey. No evidence of unusual electrolytic action was apparent and all of the hull anodes appeared to be doing their job of protecting the steelwork. (pics.

Tiller/Wheel steering system: In efficient condition; routine maintenance required. **

Stern-gear (Propeller, shaft & bearing assembly): The 3 blade propeller was seen to be in efficient condition, however slight “pinking” of the blades (pic.8211310) should be monitored each time the anodes are changed. **

Anodes / Cathodic protection system: The hull anodes appeared to be working correctly and were in the process of being replaced by the owner during the survey.. ** Pics 332,335 …..

INTERIOR HULL INSPECTION

Seacocks & Clips: As mentioned above; visible sea-cocks were all of traditional Blakes type, in neglected condition, with visible pipework double clipped. Routine maintenance on all seacocks should be carried out prior to next season. *** (pics 0933; 0958; 0959 )

Hull Skin (Planking): Well painted where visible, with no evidence of decay or softening noted. Routine cleaning and ventilation is required, however. The vessel has been unused for 2-3 years and needs a thorough clean and attention to ventilation in closed off areas. **

Floors (Structural) & bulkheads: Of more than adequate dimensions, no evidence of softening or decay being noted. The original grey paintwork is in sound condition for the most part. ** (pics 0868)

Stringers & other structural members: No significant defects noted. **

Structural fastenings: Galvanised coach-bolts are used in the hull structure for the most part. Surface Rust is present on many of these fastenings hence routine attention to their paint coatings would be beneficial ** (Pics no’s 0864;)

Chainplates & fastenings: external heavy steel chain-plates are bolted through the hull (pics. 201230; 8211324; 8211321; 8211329; The forward starboard plate has been bent backwards due to a collision with a dock early in the ship’s career, however this does not materially affect the strength of the fitting. All of these chainplates appeared to be secure and in efficient condition.**

Joinery, furnishings & linings: The interior joinery of the vessel is well executed in attractively grained mahogany and other hardwoods. All generally in good condition and only in need of minor refurbishment.** Some renewal and refurbishment of cushions and floor coverings may be thought desirable depending on future use of the boat. **

DECK AND ASSOCIATED STRUCTURES

Deck planking / plywood substrate: Timber not positively identified; probably Iroko or could be low-grade Teak (Sanding a small area should enable positively identification) No serious defects noted, however, the deck seams require re-paying in many places and a large number of wooden surface plugs are missing (see pics; 8201276 . *** No evidence of deck leakage was noted from below decks although the fore-hatch and mid-ships skylights show signs of water ingress.**.

Hatchways & covers: Deck hatches and doors; generally showing their age and most hatches are in need of maintenance attention to sealing and coatings. (The semi-opaque brown coating on all of the deck timberwork is understood to be a Sikkens product) In my opinion attention to the deck timber work as above is one of the first areas of the boat which should be given serious attention. Likewise the engine access hatch shows evidence of water ingress. **

Hull/deck joint: No evidence of water ingress at this point.

Deck hardware reinforcements & fastenings: Of adequate dimension and in efficient condition where visible. Mooring-cleat fastenings are corroded and will need replacement in due course.** (see lat sections of report)

Portlights/Scuttles/skylights: A number of the 1970’s aluminium framed cabin windows were found to be siezed, corroded and generally the worse for wear (pics 0917; 8201267; 8201268; 8201269). Careful doverhaul should extend the life of these for several years ***

Mast step: Masts are keel-stepped; No material defects noted. (pics; 0855)

DECK HARDWARE AND FITTINGS

Winches: Operational and secure, however it would be wise to overhaul and lubricate these units before any long offshore passages. ** The kedge anchor winch is siezed solid and will require dismantling, freeing and lubricating. *** (pics 8201263)

Tracks & travellers, turning blocks, jammers: Deck sail-handling equipment was found to be generally in serviceable but worn condition, commensurate with much long-distance sailing. A full overhaul should be carried out prior to offshore sailing. ***

Mooring cleats, fairleads: Bronze cleats are provided on the quarters on the vessel. Secured with Rusty mild steel galvanised Bolts (pic 8201261). I recommend that these fastenings should be replaced with new galvanised fastenings, or 316 stainless material during the next major refit. ***

Stem fitting: Of heavy construction, with no evidence of significant defects. Routine maintenance to coatings and corrosion inhibition required. **

Pulpit, taffrail, stanchions, bases & guardwires: Heavy duty stanchions and bases are used and these have been re-fastened through the deck with stainless bolts in the last few years. Routine maintenance required.**

Brightwork (Varnish )This has been protected with a semi-opaque Sikkens product. Whilst this is not a “Yacht finish” it is practical and lasts well under severe conditions. ** Hatch-covers and cabin-coamings require refurbishment and attention to evident leaks around the glasswork to prevent future deterioration. ***

GROUND TACKLE AND WARPAGE

Note: The tackle had not been laid out for the survey, hence no warranty is given as regards the length or condition of the chain or warps.

Bower tackle: A 45lb (approx.20kg) CQR anchor was seen, together with an estimated 50 metres of ½ inch (12mm) short-link chain. The anchor end of the chain was rusty as were the shackles etc. (Pics 8201228-8201229) If this is the worst section of chain, it is still serviceable but the entire chain should be laid out and fully inspected during the next refit.** I regard this anchor as adequate for the weight of the boat.

Kedge-anchor & warp: A Danforth-type anchor smaller in size than the CQR was seen, together with various lengths of warp.The original kedge, having been lost. In my opinion a 35lb equivalent weight kedge anchor together with 60 metres of nylon 19mm anchor-plait warp should be carried ***

Mooring warps & fenders: A number of adequately sized warps and springs were seen on board. ** However, most of the warpage seen was well worn although still serviceable. Some replacements and upgrading will undoubtedly be necessary during the refit. **

General Note: RYA/MCA/BSS codes should be followed as required when replacing or upgrading the above equipment.

MACHINERY AND ASSOCIATED SYSTEMS

Engine unit (general assessment): Mountings & bearers: The engine in a Mercedes Benz four cylinder Diesel unit derived from the industrial and agricultural power units of the 1970’s. The engine is understood to be a type OH314 of 80Bhp, driving a three bladed propeller via a PRM hydraulic gearbox. The engine was observed running for several minutes whilst the vessel was moved to the crane prior to lift-out and it appeared to run satisfactorily with no evidence of overheating or excessive smoke..

It was not possible to view the engine and gearbox identification plates due to their inaccessibility. However, spare parts are generally still available for most of the Mercedes engines of the period, as are gearbox parts for many PRM gearboxes.

The engine unit, is of cast-iron was seen to be externally rusty, evidently due to sea-water ingress around the engine hatch in the cockpit floor (see section above re hatches) (Engine unit Pics; 0918-0931) ***

In my opinion during the next refit, the cock pit floor should be removed, the machinery and tanks lifted out for a full inspection and overhaul. This should be followed by grit-blasting of machinery external surfaces, a corrosion inhibitor treatment and full repaint. It is likely that the components are mostly re-usable and the above attention should ensure more years of working life.** Alternatively the opportunity could be taken to renew all of the machinery although the cost is likely to be over 50% of the present value of the boat. New engines and machinery will enhance the saleability and value of the boat to some extent.

Exhaust system: Water cooled by injection of raw cooling water into a cast aluminium heat-exchanger and then injected into the exhaust upstream of the exhaust manifold connexion. Finally exhaust gases are removed by a flexible pipe and muffler to an exhaust outlet at the stern. A valve is fitted to the stern outlet for use during offshore passage making in order to prevent the exhaust being “pooped”. When the engine is not in use during long passages this valve should be kept closed. No syphon-break appeared to be fitted to the raw-water circuit. ***

Cooling system: Indirect, using a raw-water pump and cast-aluminium heat-exchanger; many of the components and pipes are corroded and require maintenance attention as above** (pics 0920…)

Fuel system & tankage: Mild steel tanks are arranged forward of the engine unit. Surface rust was apparent over much of the lower portions of the tanks and much of this tankage is inaccessible for inspection or maintenance. The tanks should be removed for inspection, de-rusting and painting when the machinery is removed for this purpose. ** (pics. 0930; 0919)

Lubrication system: Engine oil appeared black and undoubtedly should be changed and the engine sump flushed during the machinery overhaul.** Minor seepages were visible from various external pipes on the engine unit. ** (pics 0923; 0926)

Ventilation system: Natural ventilation is provided but this could usefully be enhanced by addition of a ventilation fan. ****

Control system (gear and throttle): Morse-type cables appeared to function correctly although stiffly from both control positions. Routine lubrication / maintenance required.** (pics 0919)

Engine Instrumentation: In need of updating, a wiring overhaul will probably also be required. *** (pics 0910) The wiring appeared to be efficiently installed and in serviceable condition but somewhat untidy and consequently very difficult to trace individual circuits.. **

Steering system: Basically a Whitlock rod and gear system (pic.0918; 0935) heavily built and in operational condition with some lost movement. In need of maintenance – lubrication, de-rusting and painting in the same way as the rest of the machinery **

Emergency steering system: An emergency tiller can be fitted to the rudder stock and operated from the after-cabin.

Batteries; starting & charging system: One service battery was on board, the others having been removed whilst the vessel has been unused. A full complement of four new batteries will be required before going to sea. Adequate securing arrangements should also be provided ***

Stern-gear – Inboard: (Comprising gearbox, coupling, propeller shaft & stern-gland): An aqua-seal type stern-gland is fitted together with an aqua-drive CV system driving a stainless propeller shaft and three-blade bronze propeller. The system appeared to function efficiently when the vessel was moved to the crane. The engine is solidly bolted to the bearers and it may well be advantageous to fit rubber mountings, as the aqua-drive coupling will allow for slight engine misalignments. ** (Pics. 0952; 0953; 0955; 0949; 0950 )

Mains Generator: A Honda portable unit was seen in undamaged and apparently usable condition. It is not known whether this is part of the sales inventory.

General Note: I recommend that, in the interests of reliability, the above mentioned machinery and systems should be fully serviced and all consumable items replaced, prior to every sailing season. **

If the vessel is to be used on Inland Waterways a separate compliance certificate is required; the vessel has not been inspected for compliance in this respect.

BILGE PUMPS AND ASSOCIATED PIPEWORK

Bilge pumps: Cockpit drains: of adequate size but evidently allowing water to stand around in the cockpit. Some re-design work on the cockpit sole to prevent water puddles remaining is necessary, in my opinion.**

All bilge pumps should be overhauled prior to next season. The Sea-toilets are also capable of being used as bilge pumps with suitable adaptor hoses in emergencies *** An engine-driven salt-water pumps is fitted at the forward end of the engine.

General Note: I recommend that all bilge pumps, sea-cocks and associated pipework should be overhauled by a competent person, prior to each sailing season. *** Wooden emergency plugs for each hull opening should be carried. ****

DOMESTIC TANKAGE AND PLUMBING

Heads: Manual sea-toilets of relatively recent type are fitted to the after cabin and to the heads compartment portside amidships. These units appeared to be in operational order and cosmetically fairly tidy. Routine maintenance required (see section on seacocks). **

Freshwater plumbing: The owner stated that he had replaced all the internal fresh-water pipe-work within the last 3 years or so. Visible parts appeared to be in efficient condition.

Freshwater Tankage: A single galvanised 80gallon (approx.350 litres) tank is located below the cabin sole. Externally this appeared to be in sound condition – an inspection hatch is fitted and the owner informed me that he had cleaned the tank in the last few years. **

DOMESTIC ELECTRICAL SYSTEM

Lights: Mostly original; updating to modern standards is desirable.***

Wiring, Switch panels, circuit-breakers: untidy but all appeared to be operational. A full overhaul of all wiring and electrical equipment will be necessary in the interests of safely and convenience. ***

Heaters and other ancillary equipment: Portable 240volt mains oil filled radiators were seen in dog-house and cabins.

Wind-generator: An Ampair combined Wind and towed-impellor water generator can be mounted on the stern when making long passages without use of the engine.

NAVIGATION AND PILOTAGE EQUIPMENT

Magnetic Compass (not checked for accuracy): A Plastimo Binnacle compass mounted on the cockpit steering pedestal appeared undamaged and operational. The aluminium pedestal was seen to be seriously corroded around its base and will probably need replacement. (a Whitlock component) *** This corrosion appears to be due to puddles of salty water continually lying on the cockpit floor. Whilst in port, a cockpit cover would alleviate the problem ***

Log: An AR 2000 unit appeared to be complete and undamaged.

Depth sounder: An obsolete type Seafarer 4 unit operated when tried.

VHF Radio receiver/transmitter: A Sailor RT144 set appeared in externally good condition;. not fully checked operationally. For many years these sets were the standard commercial marine VHF, however in recent times there are a number of compact modern sets which deliver high performance. **

AM-FM domestic and marine radio. An all-band Icom Receiver ICR71A appeared to function satisfactorily.

GPS/Navigation systems: A Garmin 128 GPS appeared to operate correctly.

Radar; A Koden MDC-7 (1996) unit functioned efficiently.

Autopilot/Tillerpilot: A sharps Automate Pilot fitted to the inside wheel position only partially operated. The owner stated that the equipment had been repaired by means of the manufacture of a new gearwheel and merely required adjustment. I am unable to comment of the accuracy of this statement. An autohelm 800 tiller-pilot is on the inventory and can also be interfaced with the Monitor-brand steering vane according to the owner.

Radar/Radar reflector: A Firdell Blipper unit is attached to the Mizzen mast.

Mandatory navigation lights: Sailing and motoring lights appeared to be complete and undamaged although of obsolete pattern. I recommend that modern high intensity lights should be installed. ***

All of the above mentioned electrical and navigational equipment is of good quality but is 1970’s vintage. Whilst it is likely to remain serviceable for the immediate future subject to careful overhaul and regular maintenance, it will undoubtedly be necessary to renew all of this equipment in the near future. ****

Note: The electrical and navigation systems listed above could not be tested for accuracy or full operation within the scope of the general condition survey commissioned, hence I am unable to warrant that there are no defects in addition to any which may be mentioned above.

SPARS AND STANDING RIGGING

Note: The mast was stepped at the time of survey, therefore the spar and standing rigging could only be examined for a height of 2m above deck level; consequently I am unable to warrant that there are no defects other than any mentioned below.

Masts: Main and Mizzen masts are of Box-section Sitka-Spruce, glued and screw fastened. The spars are understood to be coated with a Sikkens product (a semi translucent- varnish-like coating). From deck level the masts appeared to be in good condition with no significant shakes (splits) or distortion visible when viewed through binoculars and telephoto camera lenses. I recommend a full inspection from aloft prior to any serious offshore work. See also later section of this report, re standing rigging) *** (pics

Booms: Also of Sitka Spruce but solid timber; in efficient condition and only requiring routine maintenance.**

Whisker pole: Aluminium; in serviceable condition although evidently much used. (pics 8201241)

Reefing gear: Roller headsail reefing is provided. This requires a new reefing line (shredded) and I recommend a full overhaul of the reefing system together with replacement of cordage ***

Standing rigging: Of traditional Talurit-spliced galvanised wire rope. Generally of adequate size for the purpose but rusty in many places and requiring a complete overhaul prior to any offshore cruising or ocean sailing. In my opinion the masts should be unstepped for this overhaul*** Pics 8201233; 82012335; 8201266

General Note: I recommend that the rig should be dismantled for a full inspection by a competent person, prior to each new sailing season. As a general rule, rigging should be replaced at ten year intervals, in order to satisfy insurance most underwriters requirements. ***

SAILS, COVERS AND RUNNING RIGGING

Note: The sails had not been prepared for inspection, hence the main and mizzen were examined as found on the booms with the help of the owner. I am therefore unable to state that they are free from defects in addition to any which may be mentioned below.

Mainsail: Well worn, but the sail appeared to be in usable condition. Minor repairs required to the clew eye reinforcement leather and much of the stitching is substantially worn.. No battens were seen. I recommend a full overhaul prior to next season. ** (Pics; 8201270 -75)

Mizzen: Well worn, but less so than the mainsail. usable, but should be serviced **

Mizzen Stays’l: (pics 8201280 A large hole was found in this sail; presumably the work of a land-based Rodent . The sail is probably repairable by patching it, and it should also be washed and fully repaired / serviced. **

Head-sails: The Roller Genoa (pics 201232; 820201285-6-7) was opened out and appeared to be usable but very worn. It will probably shortly require replacement with a new sail, but would then do as a spare working sail. ***

No.1 Jib: Ocre coloured (as are all of the working sails) Much used and fairly well worn but should be usable after a full overhaul. *** The wired luff will require replacement due to rust.. In addition, most of the bronze forestay-hanks were found to be siezed **

No. 2 Jib: In much the same condition as the No 1 jib. A full overhaul should be carried out. **

Spinnaker: not seen.

Storm canvas: A virtually unused storm-sail was seen, still packed in its original bag.**

Dodgers / sail-coats: In sound and usable condition. Servicing / cleaning needed **

Cockpit Cover: None seen; I strongly recommend that one should be fitted for use when moored ***

Running rigging: Generally worn and discoloured by lack of use. Most of this would wash, although some will need replacement (roller reefing line etc. ***

A comprehensive overhaul of all working sails, standing and running rigging should be completed before any serious passage-making or blue-water cruising is attempted. ***

General Note: In order to extend their useful life, all sails and running rigging should be overhauled and cleaned annually and/or immediately prior to each sailing season. **

GAS INSTALLATION

Bottle installation: Two bottles are mounted on the coach-roof, feeding gas to the cooker via a copper pipe to a master valve secured to the forward cabin cross-beam. The gas installation including all appliances and pipework requires a full overhaul and certification to present day standards by a qualified gas safe engineer.***

Pipework & regulators: as above.

Cooker: A Tempimex stainless cooker unit appeared to be undamaged and in usable condition, the comment above applies to this unit. . Pic. 0913

Gas Alarm: None seen A modern alarm should be sited at the lowest point of the bilge, capable of detecting all flammable gases and vapours. ***

Note: All gas installations should be serviced and leak-tested annually by a Corgi registered person and a certificate issued. Rubber hoses should be renewed every three years. ***

FIRE PREVENTION AND FIGHTING EQUIPMENT

Special Hazards noted: No unusual hazards noted. Normal fire precautions should be observed.

Fire extinguishers: Various outdated seen. They should be replaced by new units. ***

Fire blankets: (Pic 0914) A blanket is mounted over the galley sink in a convenient place for access in case of a cooker fire.

General Note: RYA/MCA code should be followed when replacing or upgrading the above equipment. ***

A BSS compliance certificate is required if the vessel is to be used on inland waterways. ****

SAFETY AND MAN OVERBOARD EQUIPMENT

Lifejackets: MCA / RYA guidelines should be followed by provision of one jacket per crewmember. ***

Harnesses: As above

Jackstays & lanyards: None seen although there are plenty of attachment points available for lifelines to be attached in heavy seas.

Lifebuoys, lights, heaving lines, A full overhaul and update should be carried out during the refit. ***

Liferaft: An RFD 4 person Valise raft was present; but not inspected. This item will probably need replacement due to its age / obsolescence. (pic.0948) ***

Danbuoy: None seen.

Tender: Maker: Zodiac - 2.5 metre Old but understood to be serviceable

Serial No: Not seen..

Outboard: A 2HP mariner was seen in the foc’s’le

Flares:. None seen; a new flare-pack should be installed ***

General Note: The vessel should be equipped with safety gear in accordance with RYA/MCA or RORC guidelines as appropriate for coastal or offshore use. ****

RECOMMENDATIONS

Use of symbols:-

* Improvements

** Maintenance

*** Essential for structural/operational reasons and/or BSS, MCA , RCD compliance,

**** Defects significantly affecting vessel’s value / re-saleability.

Prior to completion of negotiations for the purchase of the vessel, it would be prudent to obtain estimates for all of the work recommended in this report – including routine maintenance items, as these can often account for heavy (possibly un-budgeted) expenditure.****

Items marked in red and carrying *** triple asterisk should be regarded as essential for safety or operational reasons.

CONCLUSIONS

Gypsy Madonna was found to be a very well built vessel, although lacking many of the refinements of a “Classic Wooden Yacht”. The boat is definately a “Go-anywhere” vessel, as the current owners have already proven. However, there is a backlog of major maintenance and overhaul work and the boat certainly requires a full refit before being seriously put back to work. Thus, the vessel either requires considerable expenditure on professional labour, or a technically practical and competent new owner with considerable time and muscle-power available to do much of the work himself. Gypsy Madonna is certainly not a boat for the faint-hearted!!!

VALUATION

This valuation is based on an opinion as to the price which a willing buyer and seller would agree under normal market conditions. A forced sale would not necessarily realise the same price.

In my opinion, bearing in mind the current “buyers market” for this type of vessel, the negotiated purchase price should be in the region of £32,500-£36,000. I anticipate that once the vessel is fully refitted and her equipment updated as recommended in the report, the replacement insured value would be in the region of £55,000

Any new or additional equipment should then be added to the above figure, which should be reviewed and updated annually.

Dated:……..August 29^th 2011…………………………..

Signed:……… Kathleen j Kilbey…………………………….

Kathleen J Kilbey I.Eng. MRINA

KJK & Associates

Naval Architects & Marine Surveyors.

Contractual Notes: Re: Full condition Survey on the yacht “xxxxxxxxxxxxx”

1. This report relates to the condition of the vessel at the time of survey only.

2. Items not mentioned in this report were outside the scope of the survey as commissioned and hence were not examined; thus no opinion can be expressed regarding the condition of such items.

3. Copyright in this report belongs to Kathleen Kilbey and KJK Associates and no part of it may be reproduced without express permission.

4. This report has been prepared for xxxxxxxxxx and neither Kathleen Kilbey nor Kathleen Kilbey and Associates will accept any liability to any third party in respect thereof, unless previously specified by the client and agreed in writing by ourselves.

5. This written report supersedes and overrides any earlier verbal report on the vessel and no liability is accepted by Kathleen Kilbey or KJK Associates, for any discrepancies between this and any such report.

6. This report is made, subject to the conditions of business and vessel preparation requirements, as set out in our pre-survey literature.

7. The vessel has not been inspected for compliance with the MCA, BSS or any other code of practice.

8. Valuations assume a willing buyer and seller and do not take account of a possible forced sale.

Copyright in this report and any attached photographs belongs to Kathleen Kilbey and no part of it may be reproduced in any format, electronic or on paper, or used for any purposes other than those listed on page one of the report and contained in any letter of contract with the original client . Kathleen Kilbey 29.8.2011

To enlarge the pictures, right click on each image and click “open in new window” on the drop-down menu exposed. When finished with the picture close the pop-up window by clicking the X at the top right corner.

Survey Pictures

Detailed pictures are taken of every part of the vessel; points to note; rusty chain (serviceable) corroded shackle, reduced diameter – renew…

The above pics show defects commensurate with age and use – routine maintenance and replacements required in due course.

This vessel had coverd many tens of thousands of miles in Ocean crossings over some 20 years. A very well built and equipped vessel but all of her equipment required a full overhaul. A complete refit on this vessel was guesstimated at £60,000, including a complete machinery overhaul and modernising her electronics.

The bottom growth would loose some 2-3 knots thru the water. Gas bombs safely placed on deck but subject to salt corrosion.

180 feet of 3/8 chain to be brought in by hand!! windlass siezed solid: 48 ft mast to be pulled out for full inspection – an expensive exercise

A good time for the owner to fit new anodes during a “free” liftout at purchaser’s expense. Propeller in good order under the growth. Very slight signs of de-zinctification due to electrical action were apparent – the prop would benefit from burnishing / polishing.

The boat was still fully equipped for long-distance cruising, making it impossible to fully inspect many areas of the hull fully……

The engine and machinery space below the centre cockpit has suffered badly from salt-water ingress, some of which had come from the leaking shaft seals and almost certainly from poor sealing around the cockpit sole hatches. The remedy will be to lift the machinery out for a full overhaul, the tanks and tank space can be cleaned and painted at the same time. Most of these pictures were obtained by reaching over the engine to the completely inaccessible space behind.