CONDITION SURVEY
ON
AUXILIARY SLOOP SHIANT
Survey Ref: CS/7/1007
SECTION I – GENERAL
Introduction: This survey was carried out at the instruction of the yacht’s owner, Christopher Corbett, Prestonhall, Preston, Brockhurst, Shrewsbury, SY4 5QA, for the purpose of establishing the general condition in a report for sight of interested underwriters.
The survey was carried out on 22&25.10.07 while the yacht lay in a cradle supported by shores with the mast unstepped and undercover in the repair shed at Kilmelford yacht Haven, Kilmelford, Argyll. At the time of survey the topsides were in the process of receiving an Awlgrip paint treatment.
Description: The yacht is an example of the Rival 41 class sloop and is a cruising yacht of moderately heavy displacement constructed from fibre reinforced plastics laminates which are employed for the construction of both hull and deck. A spoon bow is matched by a retroussee transom on a short counter stern. A long fin keel and skeg rudder profile is carried with the ballast material encapsulated within the keel. The deck works comprise of forward and after coachroof trunkings divided by a midships cockpit. A diesel auxiliary is installed with conventional shaft drive transmission to a three blade folding propeller. The masthead sloop rig is carried on deck step spars.
Dimensions & Particulars: (taken from published data and believed to be approximately correct, although not specifically dimensionally verified at ship)
L.O.A. 12.50m
L.W.L. 9.98m
Beam 3.72m
Draft 1.8m
Displacement 10,000kg
Engine Volvo Penta MD22L 36.75kW
Builder Bowman Yachts
Fitout Believed amateur
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SECTION II – STRUCTURAL MOULDING & ATTACHMENTS
Hull moulding: The underwater areas of the hull are seen to be coated in a substantial build-up of red antifouling paint; this is flaking extensively in places, particularly on the portside on the canoe body and, to a lesser extent, on the keel and rudder. The build-up of paint is such as to justify stripping back to the grey synthetic paint finish of the substrate. When removing antifouling paint it would be desirable to strip off to the underside of the boottop.
On the toe of the keel there is a deep sharp gouge about 200mm x 70mm which may be longstanding. At this location there is a requirement to grind back the structure at a 1 in 30 taper thereafter, following drying out as required, repair laminate to be overlaid in epoxy layup of at least the equivalent thickness to the original and thereafter the repair area to be epoxy paint coated in three coats prior to application of new antifouling.
{{**CC: Antifouling stripped back**}}
At the trailing edge of the keel we gained the impression of moisture weeping where there may be penetration of the gelcoat on the sole of the keel. When the antifouling paint is stripped off on the undersides, further examination should be carried out here when there may be a requirement for a local repair.
{{**CC keel further examined and repaired**}}
The keel was carefully sounded in way of the encapsulated ballast and no significant evidence of void was detected between the ballast material and the hull laminate encapsulating the same.
{{**CC Painting completed}}
The topsides were examined externally while in the process of being repainted with Awlgrip paint, no inspection of the gelcoat was therefore possible.
Internally the structure is reinforced by longitudinal stringers and bulkheads laminated in situ.
The underwater waters were inspected for moisture readings using a capacitance meter applying the scanning head to the exposed grey painted substrate which may be of polyurethane or epoxy material. Readings were noted in the range 19 – 23 with those in higher range being of some concern. It is recommended that the antifouling paint be stripped off and that the hull be allowed to dry out and when a further inspection should be made with additional moisture readings obtained.
{{**CC Antifouling stripped, hull allowed to dry, and reinspected: surveyor reported by email as follows:
"I write to advise you that I have been monitoring the moisture readings on the hull.
Whereas I reported in page 2 of my report that the moisture readings were noted at 19 – 23 of the instrument on 25.10 07 I now find that the readings have reduced only slightly to band in the region of 15 -21 on the same scale.
The reading on the rudder are unchanged which is no surprise as rudders do tend to absorb moisture due to the penetration of the stock and the heel pintle while there are also through fastenings securing the blade to the bonding bars welded to the stock before encapsulation.
It may be appropriate to have the yard apply radiant heat to the hull moulding in order to draw down the moisture levels.
Were the levels to be reduced to a sufficient degree then a further coat of epoxy paint might be appropriate before priming and antifouling. In the event that they cannot be reduced significantly then there would be no point in applying a further coating of epoxy.
Please understand that the structural condition of the hull moulding is satisfactory, however it would be desirable to reduce the moisture levels providing that this can be achieved at reasonable cost. Perhaps you would wish to ask the yard to price the cost of tenting the hull bottom and thereafter heating the underwater hull for say two weeks."
Heating was applied with only limited effect in the time and conditions available**}}
Rudder assembly and steering gear: The frp moulded rudder is constructed in two halves encapsulating the stainless steel rudderstock. The structure and assembly appears to be in fair condition, the rudder is mounted on a skeg formed as an integral part of the hull moulding. The cast bronze skeg heel fitting appears to be in fair condition with no undue play. The fastenings through the skeg were hammer tested and noted to be sound. A conventional gland packing arrangement is provided at the inboard end of the stock where we noted some verdigris on the bronze casting; some cleaning up is required here.
The rudderstock is fitted with a steel tiller arrangement which provides attachments for both the drag link from the mechanical steering gear aft gearbox and also for the linear drive Raymarine autopilot type 7000 2S.
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The emergency tiller was seen stowed below the portside berth in the aft cabin. The emergency tiller should be rigged and confirmed satisfactory operating through a deck plate mounted in the aft coachroof top above the stock.
{{**CC: Emergency tiller, i.e. emergency rudderstock extension through to cabin top level, was rigged and tested successfully. A dinghy oar was used at top of emergency rudder stock extension as a tiller. **}}
The steering gear is of mechanical type with torque tubes and universal joints, this operates smoothly with about 1.9 turns of the hide covered destroyer wheel required for hard over to hard over control; there is no undue play at the wheel spindle. On the wheel boss a drum is mounted for the control lines for the Aires vane steering gear. There is evidence of some surface corrosion on the bulkhead mounted universal joint coupling for the torque tube from the wheel pedestal to the after end gear box of the system. The steering gear components require to be cleaned and lubricated, the emergency steering system should be commissioned and tested.
{{**CC: Steering gear components were cleaned and lubricated and emergency steering gear commissioned and tested. **}}
Stern gear: The stainless steel shaft reveals no noticeable play at the water lubricated outboard bearing. At the inboard end of the shaft, a conventional gland packing arrangement is fitted; we noted some moisture on the shaft adjacent to the gland and it may be that there is a requirement for checking the condition of the gland packing or alternatively tightening the gland. The propeller is a three blade folding screw by Volvo Penta, is appropriately secured to the shaft and in fair condition save for some crustacean growth which requires that the propeller blades and boss be cleaned back to bright metal prior to commissioning.
{{**CC: Propeller cleaned prior to commissioning **}}
Skin fittings: The underwater skinfittings are of both through bolted pattern and screw spigot type, all fastenings were hammer tested and appeared to be sound, although there is some evidence of verdigris build-up on the flanges of the screwed spigot fittings on the portside midships. Although the through bolted fittings were hammer tested and the condition of the bolt heads appeared to be satisfactory it would be desirable to draw one sample fastening from each through bolted fitting.
The inlet gratings should be cleared through where some of the holes are blocked with paint. A substantial radio earth plate is fitted each side midships, 1P and 1S; it would be desirable to draw a sample fixing from the starboard side unit for the purpose of inspection. An external timber fairing is mounted on the starboard side for the depth sounder transducer while forward of the same side there is a plastic through hull fitting for the speed log impeller.
Deck and Deck Fittings: The deck structure is believed of the sandwich type with end grain balsa as the core material. Much of the external surface of the deck moulding is teak sheathed and with no evidence of any significant weardown, seam paying compound appears to be satisfactorily adhered.
At the time of survey, remedial work was on hand to repair the hull deck joint at the upstand on the portside and where the teak capping had been removed for that purpose; this work appears to be carried out to a good standard.
{{**CC: Work completed **}}
The twin roller stemhead fitting is noted to require replacement of the nylon rollers, both of which are heavily worn. The outboard cheek plate on each fitting is noted to be sprung outboard, the dropnose pin is missing from the portside roller fitting while the starboard side roller pin cannot be secured home due to the cheek plate distortion. Some remedial work is required to rectify those defects.
{{**CC: rollers replaced and cheeks faired. Pin fitted in cheeks of starboard roller but then lost **}}
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The pulpit, pushpit and stanchions appear to be in serviceable order and secure. The guardwires are satisfactory but are wearing through the plastic bushes in the stanchions, there is a requirement to replace the bushes within the next two years.
The anchor windlass appears to be in serviceable condition, this is electrically operated and of vertical pattern. The bower anchor is of 60lbs and CQR type while we noted a Fisherman of about 45lbs and in good order secured in deck lashings. The chain joining the shackles at the bower anchor are not seized with wire but are probably corroded in situ; seizing wire should be fitted.
There is sporadic rust staining on the anchor chain where this is seen stored within the locker below decks. It would be desirable to range the chain for pressure washing and further scrutiny. Depending upon the results of that examination it may be that the chain should be re-galvanised or turned end for end.
{{**CC: Chain ranged and washed and checked link by link satisfactory **}}
The deck hatches are of alloy/acrylic glazed material and appear to be in serviceable order, some sealant is noted around the glazing above the hatch on the galley deckhead but there is no evidence of ingress in way of those fittings. The granny bars on the coachroof top at the mast are well secured. The primary sheet winches comprise of Lewmar 44 self-tailing type and are in serviceable order. The spinnaker sheet winches require service, it was noted that the chrome plating is deteriorated and blistered.
Electronic navigation instruments displayed at the cockpit include depth sounder, log, wind speed and direction, those instruments being by Stowe. At the cockpit we noted the Plastimo liferaft in frp container; the unit is of six man type with the next service date noted as 02.05.10. The acrylic cotton sprayhood and frame was noted in the cockpit, this appears to be in fair condition, as is the back end cover seen stowed behind the starboard settee back in the saloon. The fixed port lights on the coachroof coamings appear to be in satisfactory condition, these are of alloy framed type. There is some fading of the Treadmaster non-slip material applied on the coachroof tops.
Inspection was made in the cockpit locker where numerous warps are stowed. The blue braidline headsail sheets were seen; these are serviceable at this time but will require replacement within a further two or three seasons. There is a requirement to empty this locker and to clean through, washing out as required. A flare pack was noted in a plastic container; the flares within were noted time expired in 1990 and 1991; the screw on lid for the container is split and a replacement is required.
The flares will require to be replaced prior to commissioning and should be of a type appropriate to the type of sailing envisaged, whether coastal or offshore cruising. The pack of mini flares stored in the saloon locker will be time expired in 12.2007; these should also be replaced before commissioning. Within the cockpit locker we noted the Henderson diaphragm bilge pump; this installation appears to be satisfactory.
{{**CC: Flare pack replaced with Coastal flare pack. Mini flares replaced **}}
The structural arrangements within the aft lazarette were seen to be satisfactory. There is a requirement to draw a sample fastening from the backstay chainplate. The delaminated plywood underdeck doubler below the portside inboard stanchion for the pushpit should be replaced.
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SECTION III – SPARS & RIGGING
Mast: The spar is of silver anodised alloy construction built in two lengths with an internal sleeved but joint near midlength, single pair of tubular scudders and welded masthead crane and with a Profurl headsail reefing system. Examination of the mast and its attachments was severely restricted due to the tight stowage of the spar within the undercover spar rack.
{{**CC: this was examined later. Surveyor wrote as follows:
"As agreed, I made a further inspection of the mast and rigging at Kilmelford Yachthaven on 22.04.08 where the spar was set out on blocks.
I was able to sight the 1 x 19 construction wire standing rigging and its terminal fittings all of which appeared to be in serviceable condition, it is of course some 15 years of age and consideration must be given to replacement in the near future – i.e. next winter and when it would be prudent to replace the bottlescrews also.
Many surveyors on the South Coast advise replacement of standing rigging after 10 seasons of service, however my experience of over 35 years suggests that the life is very much determined by the service demanded i.e Ocean Passages or rough weather sailing will shorten the life. In the event that you propose to undertake such sailing then you should replace the rig now.
On my own yacht now starting its 15th season I have recently renewed all the bottle screws and this winter will replace the standing rigging.
I have noted a few further defects which are illustrated in the photographs attached.
5642 Halyard winch requires overhaul and or replacement, the chrome plating is detached and is liable to cut fingers when working at the mast, shards of the plating could lodge in halyards.
5643 Seizing wire on spinnaker halyard shackle to replace.
5644 Corrosion in way off mast heel plug, heel plug to remove and clean up on inside face of mast wall in way, thereafter to coat with zinc chromate prior to refitting.
5645/5646 Corrosion at kicking strap attachment plate, remove at treat as for mast heel plug.
This report should be read in conjunction with Section III of the condition survey report CS/71007 dated 26.10.07. "
**}}
Two non self-tailing halliard winches require service, the chrome plating deteriorated on lower portside unit, a self-tailing winch is mounted on the starboard side, all winches require to be serviced.
{{**CC: Winches were serviced, but chrome plating deterioration has not yet been addressed. **}}
Mast steps are fitted to spreader position. Some water entrapment is noted within the spar at the keel hitting and is noted to be weeping out. There is some slight surface corrosion around the mast heel at this point, and where a drain hole of 6mm bore is required. This ingress is not a matter for immediate concern but it should be monitored on an annual basis when there may be a requirement in the near future to remove the heel plug and to treat the extrusion in way with an appropriate alloy zinc chromate primer prior to refitting the heel plug.
Standing rigging is of 1 x 19 construction stainless steel wire with swaged top and lower terminals to bronze and stainless steel bottle screws which incorporate strap toggles. Rigging wire where seen reveals no evidence of broken strands or significant birdcaging; no fractures were seen on the rigging terminals where these could be sighted. An emergency cutter stay is fitted and twin backstays are provided , one of which is insulated for a radio aerial function.
Mast lighting including anchor light and tricolour steaming light is seen, all serviceable to visual scrutiny; Furuno radar scanner on custom mount also satisfactory to visual sighting; VHF aerial at masthead; seizing wire for spinnaker halliard block corroded, to be replaced.
Boom & Spinnaker Poles: Those spars are silver anodised and were sighted lying on the portside deck. On the main boom the aft end swivel casting is seized and this requires to be freed off. The spar is arranged for slab reefing with a reefing winch mounted on the boom.
Two spinnaker poles are carried, the larger being constructed in two sections with internal sleeving; the pole end fittings appear to be operational. The lighter weight pole is of extending type and would be appropriate for light weather use only; it also appears to be in serviceable order.
SECTION IV – ENGINE INSTALLATION
The engine is a Volvo Penta MD22L four cylinder naturally aspirated diesel coupled to an MS2L 2.3:1 ratio gearbox. The engine is carried on a four point resilient mount system to substantial bearers. A belt driven, manually clutched mechanical pump is driven from the front end of the engine. The engine appears to be in serviceable condition although cosmetically poor in places, paint is flaking around the forward
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face of the bell housing, both port and starboard, due to the failure to mop up salt water draining from the circulating pump when this is opened up for winterising.
There is requirement for remedial work here, to carry out appropriate surface preparation on those corroded surfaces of the engine and prior to applying primer and appropriate paint coatings.
{{**CC: Some remedial work done and repainting **}}
An automatic fire appliance of 2kg capacity is installed in the compartment; this unit was due for replacement in 2000 and a new appliance should be fitted prior to commissioning if not earlier.
{{**CC: Appliance replaced and fitted **}}
Twin fuel tanks are installed. These are integrally formed as frp mouldings. The tanks feed a stainless steel fabricated sump tank from which the fuel supply to the engine is drawn off. It is not known when the frp fuel tanks were last cleaned out, however consideration should be given to applying this treatment should there be any evidence of sediment build up.
On the sump tank the shut off valve connections on the manhole are arranged with plastic labels, one such connection however has an oil saturated cardboard label which appears to be marked temporary; a permanent engraved label should be provided here also. A requirement is noted for servicing at the bulkhead joint for the steering gear torque tube, this on the aft bulkhead at the portside.
{{**CC: Steering gear serviced **}}
While inspecting the starboard fuel tank top below the locker in the passageway outboard of the engine compartment, we noted a considerable mildew build up in the underdeck lockers above and particularly in the locker against the aft bulkhead in the passageway.
{{**CC: Underdeck lockers cleaned out. **}}
SECTION V – INTERNAL FITOUT
Saloon: At the chart table the following navigation electronics are noted: VHF radio of XMDSC type with hand mike, Sailor R109 receiver with DF, Furuno CTR radar display and Space age neon depth sounder.
Below the forward end of the portside settee area we noted an orange storm jib in good order but quite damp to the touch. The base panel in this locker was raised and we noted water trapped on the stringer below; this requires to be drained off. There is general requirement for washing through the bilges with freshwater and a mild anti-fungicidal detergent. Thereafter a dehumidifier to be installed to assist in drying out. At this time, all lockers should be emptied of gear and equipment and to be washed through.
{{**CC: Most of bilges swept where possible, sprayed with fungicide spray and washed through with fresh water. Most lockers emptied and washed through. **}}
At the starboard side we noted the aft lower chainplate bolt to be secured by only half the thread depth of the nut and in way some local seepage was seen. The defect should be urgently addressed and at which time all chainplate fixing bolts should be examined and checked over, this will require cutting local access holes in the underdeck plywood linings.
{{**CC: On further inspection of all chain plate bolts, it was found that it was a locking nut and not the primary nut that was not threaded for all of its thread length. The surveyor wrote:
"Regarding the chainplates, I should have reverted to you on this point. It would appear that my fears were not fully justified in that the what appeared to be the only nut secured by only half of its thread depth transpired upon removal of the deck head lining in way to be a locknut backing up the main securing nut. While not ideal I have accepted the position for the reason that the chainplate stud length is too short and the perfect solution would require its replacement.
As a precaution it would perhaps be prudent to apply a spot of bonding adhesive (Sikaflex or equivalent) into the thread void of the locknut to discourage the nut from slacking off. There is of course specialist material like Lockfast adhesive which could be used but this would be permanent and render removal of the locknuts very difficult." **}}
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Fore Cabin: Mildew staining is noted on the bonded on carpet linings at the coachroof deckhead. A white fungicidal growth is noted on the aft bulkhead fashion piece at the starboard side at the interface of the deckhead lining. There is a requirement here to remove the lining to locate the source of what may be a deck leak at a through fastened fitting and which could be the cause of this condition. Remedial action requires to be taken to treat the fabric linings where these are mildew stained.
After Cabin: Within the aft cabin we noted mildew staining on the deckhead which requires attention, there is no natural ventilation in this compartment and some provision should be made for this. The ensuite head shower compartment is fitted with Lavac WC, the manual pump for the same is also used to discharge water from the shower receiver. The valves within the compartment appear to operate satisfactorily.
{{**CC: If shower compartment door is left open than its natural ventilation assists. **}}
Accommodation Fire Appliances: 3 off 1kg dry powder fire appliances are fitted, one each in the forward and after heads compartments and one at the galley. All are noted time expired in 1999 and each should be replaced prior to commissioning with a 1kg unit rated 5A34B.
{{**CC: All appliances replaced. **}}
In addition, a fire blanket should be mounted at the galley while the galley appliance should be mounted at the starboard side of the saloon at the after end in order that, in the event of a flare up at the galley stove, an appliance would be accessible, which is not the case at present.
{{**CC: Fireblanket is in galley forward athwartships locker (under the work surface) hanging on the door. Fire appliance moved to starboard side. **}}
SECTION VI - SYSTEMS
Electrical installation: The yacht was extensively rewired and re-equipped in 2001 and, at which time new distribution switch panels were installed. One loose cable wire with connector box was noted in the aft lazarette, the function of this cable should be confirmed and if redundant that cable should be stripped out. Consideration should be given to having the electrical installation checked through with a simple continuity test carried out on the various circuits.
{{**CC: The extensive rewiring and re-equipment was in 1997/98, not 2001**}}
Cathodic Protection System: The terminals of the bonding circuit should thoroughly cleaned and the resistance tested when the reading obtained should be less than 0.04 ohms. The anode installed at present should be adequate for a further season’s service.
Bottled Gas System: Stowage for two 4.5kg butane gas cylinders in the aft lazarette. There is a requirement for a replacement of the flexible hose between the cylinder in service and the regulator mounted on the forward bulkhead.
The flexible hose at the stove appliance should also be replaced. At this time, the gas system should be pressure tested and when it is recommended that an inflammable vapour detector be installed.
{{**CC: Flexible hose replaced, regulator remounted. Flex hose to stove replaced. System and stove pressure tested and leaks stopped. **}}
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Bilge Pumping System: Those arrangements seen appear to be satisfactory with both manual and mechanical systems providing adequate capacity.
SECTION VII – SUMMARY
The yacht is considered to be in good structural condition with the mouldings apparently built in a substantial layup. The engine is of comparatively recent installation as is the electrical installation, the yacht is well equipped in terms of navigation electronics.
A considerable build up of antifouling paint has formed on the underwater areas of the yacht and this is flaking badly; there is a requirement to strip the antifouling paint back to the polyurethane or epoxy paints applied over the gelcoat. Removal of the paint scheme at this time would allow the moulding to dry out over the winter period in circumstances where the moisture readings obtained on the underwater areas are noted to be edging into a level which might be described as high.
The interior of the yacht exhibits evidence of mildew growth through most of the accommodation areas. Ideally the lockers should be emptied of gear and all compartments should be washed through with a freshwater and mild disinfectant solution. At that time the bilge water trapped on stringers and floors within the bilge area should be mopped out and the entire bilge space to be washed through and vacuumed clean.
Access should be gained to the shroud chainplates to allow scrutiny of the same, specifically there is a requirement for investigation of the mounting for the starboard aft lower chainplate where the securing nut is held only by half the thread depth. Note that in order to gain access to the remaining chainplates, there will be a requirement to cut out a small section of the plywood lining on the underside of the deck and this can be easily achieved with a hole saw.
The spars appear to be in serviceable order and the standing rigging, where examined in limited inspection, appeared to be satisfactory with no fractures on swage terminals nor frayed or stranded wire on the stays and shrouds. Notwithstanding, in the event that the rigging is in excess of fifteen years old then consideration should be given to renewing the standing rigging. The mast should be laid out for improved inspection access prior to commissioning.
There is evidence of some wear and tear on the running rigging and a programme should be set in hand for the replacement of all running rigging over the next three to four years.
There is a requirement for replacement of pyrotechnic flares and all fire appliances. The relocation of the galley mounted fire appliance should be noted and a fire blanket should also be carried.
The bottled gas system should be tested and to be upgraded to current standards with the flexible hoses replaced. Consideration should be given to installing an inflammable vapour detector.
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The ground chain should laid out for pressure washing and link by link scrutiny.
There is a requirement for a rolling maintenance programme to be established for the future upkeep of the yacht.
No examination of the sail wardrobe was made save for the storm jib which appeared to be good order. Full length battens in serviceable condition were seen for the mainsail.
Given attention to the defects listed in this report then the yacht should present a reasonable risk to underwriters.
A reasonable value for insurance purposes would be £75,000.00 - £80,000.00.
The limitation of survey should be appreciated and in this regard the survey conditions pages should be noted; these form an integral part of this report.
This report is given in confidence to Christopher Corbett, Prestonhall, Preston, Brockhurst, Shrewsbury, SY4 5QA on the understanding that it is a confidential document for his own use and for sight for interested underwriters and is without responsibility to others to whom it may later be shown. Third Parties depending upon this report do so entirely at their own risk.
Date: 26.10.07 MURRAY, CORMACK ASSOCIATES
Survey Ref: CS/7/1007 OLD BANK HOUSE
INNELLAN
ARGYLL, PA23 7TP
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SURVEY CONDITIONS
The following conditions form an integral part of the Survey Report and apply to that report in all respects, save where expressly stated otherwise in the report.
A) The report is prepared for the sole use of the client named in the Introduction paragraph of the report and on whose instructions the survey was carried out. No responsibility is accepted in respect of any other party with regard to any errors or omissions in the report. Third parties relying on this report do so entirely at their own risk.
B) The survey report represents the personal opinions of the surveyor and these should not be construed as being incontrovertible fact.
C) Except where stated otherwise no parts of the vessel structure and equipment have been examined where these have been hidden by paint overcoatings, linings, mouldings, machinery installations, tanks etc. and for this reason we are unable to state that these parts of the vessel or equipment unseen are free from defect. Any opinion expressed on these areas has been based on the surveyor's experience and judgement and upon the condition of adjacent parts of the vessel.
D) Unless otherwise stated, machinery, tanks, internal ballast, inflatable boats, electrical and electronic equipment have not been dismantled for further examination. Therefore in as much as any opinion is given, the surveyor has made an external examination where possible and is reporting based on his experience and on the condition of adjacent areas. Fuel pipework in an engine installation should comply with ISO 7840:1994.
E) Unless stated otherwise no fastenings have been withdrawn, no test borings of the hull have been made and no specialised testing conducted. Other than where otherwise stated, all mechanical components, electrical equipment and electronics equipment have not been test run and only visual external inspection made.
F) It should be clearly understood that sails, rigging, chains and warps have not been fully ranged at the time of survey and these should be inspected closely prior to use and regularly thereafter. Where masts are stepped at the time of survey examination is made from eye level above deck only and it is recommended that inspection be carried out at the masthead prior to use and regularly thereafter.
G) No opening up work has been carried out on any of the vessel's machinery and therefore no statement of condition can be given or inferred. The age of the vessel's batteries should be established and if these are found to be more than five years old then early replacement should be considered as the average life of a battery in a marine environment is often not more than four or five years.
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H) Bottled gas systems should be the subject of careful installation with cylinder stowage arranged in a gastight compartment with a facility for safe overboard discharge of gas from that compartment and with all pipework in compliance with BS EN ISO 10239:2000In so far as possible flexible pipe lengths should be as short as possible and to EN 1763-1 & 1763-2 Class 2 or 3. All copper pipe runs should be of seamless type sheathed in clear plastic tubing for protection and carefully clipped to adjacent structure. Gas detection equipment should be installed and regular examinations of such installations should be made by engineers experienced in such systems.
I) It is assumed that the vessel and its equipment will be used for the purpose for which the vessel and its outfit of equipment was designed and in conditions generally prevailing in the geographic area where the vessel was examined for the purposes of the survey report.
J) The surveyor does not imply that the vessel is fit for any particular purpose nor does he warrant that the vessel may comply with any particular set of Regulations, Classification Society Standards, or similar nor does he imply compliance with any National or International or Class Rules.
K) An ongoing maintenance programme should be put in hand with a detailed log of all works carried out carefully recorded. Regular examination is strongly recommended of all through hull skinfittings and related pipework systems. Shaft glands, saildrive diaphragms, should be regularly examined.
L) Dismantling for scrutiny of chainplate and stemhead fitting fastenings should be carried out and rudder stocks and propeller shafts should be drawn periodically for examination over their hidden length.
M) Particular attention should be paid to the provision of adequate safety equipment, including pyrotechnics, fire fighting equipment, liferaft, lifebuoys, radio/telephone, etc.
N) In any dispute between the surveyors and the client, this shall be construed under the Laws of Scotland or England at the discretion of the surveyors.
MURRAY, CORMACK ASSOCIATES
OLD BANK HOUSE,
INNELLAN,
ARGYLL PA23 7TP
SCOTLAND, UK
