INTRODUCTION:

Instructions were received from Mr S Turnbull of Caldicot, Gwent, Wales to undertake a pre-purchase survey on the aforementioned vessel and to prepare a valuation. The vessel was surveyed both afloat and ashore. The equipment used during the survey was:

1. A sounding hammer

2. 10 x 1 magnifying glass

3. Torch, scraper, extending mirror, etc.

4. A hydrometer, circuit tester, etc.

5. A multimeter

6. A Tramex Moisture meter

Limitation of Survey

The vessel was not opened up in any way, except for the removal of normally portable panels. Machinery was not dismantled for assessment and assessment was made by oil and coolant analysis and by performance in operation. The transmission and drive arrangements were not dismantled and, again, assessment was made by oil analysis and by performance in operation. Through hull fittings were not dismantled, and were assessed by way of operation and performance. All electronic equipment was assessed by performance only. We have not inspected woodwork or other parts of the structure, which are covered, unexposed, or inaccessible and we are, therefore, unable to report that any such part of the structure is free from defect.

There is no implication that those areas not inspected are free from defect.

This report carries no warranty regarding ownership of the vessel or any warranty regarding outstanding mortgages, charges or other debts there maybe on the vessel. The report does not address stability, vessel performance or overall design and no warranty is conveyed under these headings.

This report is personal and confidential to Mr S Turnbull and carries no warranty if disclosed to a third party. Copyright remains with Ward & McKenzie (Yacht Consultants) Ltd.
CONSTRUCTION: The vessel is constructed from GRP material strengthened with marine plywood bulkheads and multiple floor stringers bonded to the hull by GRP laminations.

HULL: Inspected externally over the two hulls and internally where possible, due to the placements of fitments, linings, etc. When the catamaran was initially lifted the underwater sections were seen to be heavily fouled The whole of the two hulls were examined and there is no evidence of osmosis or damage repairs below the waterline. The hulls were further examined with a sounding hammer and appear sound and in good condition. Numerous patches of anti fouling paint were removed to exposed the gel coat of the hull these patches were then examined using a 10x magnifying glass all of the patches were seen to be clear and satisfactory. Surface moisture was still present on the hull when inspected and therefore use of the moisture meter was not possible. Above the waterline the hulls appeared as satisfactory save for the damage repairs to each of the bows. One bow almost at the waterline displayed a small vertical split that will require to be repaired before the vessel is returned to the water. Some damage to the “go fast” transfers was also noted. Initially examination of the internal structures saw that holes had been cut into the forward bulkheads thereby destroying an important safety factor. The remaining sections were inspected and noted overall to be in a satisfactory condition but dirty with the presents in some sections of general debris. Most of the bilge sections of each hull were seen to be in need of cleaning and a coat of bilge paint.

Recommendations: The holes of in the forward bulkhead must be filled by wooden blanks and then completely fibreglass over on both sides of the bulkhead.

DECK: All inspected externally and internally where possible and was found to be in a general sound condition although in places stress cracking was noted particularly around the windows to the saloon.

DECK FITTINGS AND EQUIPMENT: All mooring cleats and other deck secured parts appeared in a satisfactory condition.

DAVITS: The vessel is fitted with a pair of davits that were noted as being satisfactory.

WINDOWS AND PORTLIGHTS: All portlights were inspected and were found to be secure with no evidence of water ingress, however, a number of the turnbuckles were found to be extremely stiff in operation. The windows surrounding the saloon section appeared to be secure but were seen to be leaking on the port side of the vessel. The sliding window assembly has allowed for the ingress of water to the saloon; this has badly affected the saloon floor.

HATCHES: The two most important hatches providing a means of escape to the sea and facing down under the bridge of the vessel were both seized and the port unit was slightly leaking. There are a further 10 deck hatches fitted to the vessel and two hatches set within the saloon structure that provided additional ventilation. These later 12 hatches appeared in a satisfactory condition although some of their respective locking catches should be adjusted; as they are loose.

Recommendations: The two hull escape hatches should be serviced overall and tested on a routine basis to ensure that they will fully open in an emergency.

GROUND TACKLE AND MOORING ARRANGEMENTS: A 20 kgs Plough anchor is deployed by way of a stainless steel fitting. The anchor is attached to approx. 42 metres of 10 mm galvanised steel chain that stows in the self-draining chain locker in the forepeak. The anchor is handled by way of an electrically operated vertically driven windlass that is controlled in both the up and down modes by a plug in hand held switching system that functioned correctly when tested. A secondary Fortress FX37 anchor coupled to chain and warp is also available for deployment. The general arrangements appear to be satisfactory and suitable for reasonable use.

Recommendations: The end of the anchor chain should be secured to the boat by a short lengthy of suitable warp that could be quickly cut in an emergency.

STANCHIONS AND RAILS: All were inspected overall and were found to be secure and in a satisfactory condition. The top wire is plastic coated and has been subject to UV degradation.

BOARDING LADDERS, ACCESSES, ETC.: The port hull is fitted with a bathing platform that is accessed by a short folding stainless steel ladder fitted with teak treads. The ladder was seen in good order. However, the ladders fixing bolts were emitting rust stains and these fixing should be removed for investigation.

CATHODIC PROTECTION: All anodes positions were totally wasted.

HULL OPENINGS AND FITTINGS: No fitting was removed for inspection and assessment was made by way of operation only. Those fittings and valves tested appear to operate satisfactorily. A number of redundant fittings were noted in either hull each should be completely removed and the hull resealed. A number of redundant air breathers were not sealed off in a satisfactory manner and require immediate attention.

MACHINERY INSTALLATION: The machinery is installed under the aft berth of each hull. Access to it is via removable panels.

MACHINERY:

Make: Perkins

Type: diesel

Model: Perama

Horse Power: each 21.3 kw

Serial number: 47578W & 42252W

Service record: none seen

Engine running check: yes, engine hours recorded as port 2313 and starboard 2167 hours as of 2^nd Nov

Ease of starting: good

Exhaust emission: viewed as normal

Oil & Water leak inspection: nothing noted after the sea trial

Exhaust water discharge: satisfactory

Engine noise (tappets, bearings, etc.): normal

Breather emission: satisfactory

Security of engine and gearbox cables: satisfactory

Manual throttle operation: the port engine also engaged the gear, starboard satisfactory.

Comments: Both engines were inspected overall during the period of the sailing trial when it was noted that the port engine was running “lumpy”, the intercooler was noted to be suffering from possible gasket failure, this same comment applies also to the starboard engine and some of the electrical parts require to be correctly secured. Corroded clips were noted on both engines.

Recommendations: In the absence of suitable service records both engines should be fully serviced by a qualified engineer, the raw water pumps should also be stripped and be completely serviced.

TRANSMISSION AND PROPELLERS: Each engine drives a Hurth HBW 50 2R transmission to which is connected a stainless shaft and a two bladed propeller. The shafts and propellers were satisfactory. The cutlass bearings require renewal. The gear control system should also be fully serviced and checked.

MACHINERY ALARMS AND PROTECTION: All were seen and heard to function during the course of the survey. Whilst every care has been taken to assess the operation of the alarm system, no guarantee can be given that any alarm will operate in the event of any failure.

MACHINERY CONTROLS:

Type: single levers

Ease of operation: satisfactory but port controls require to be checked

Security of all attachments: satisfactory

MACHINERY INSTRUMENTATION: Both engine control panels are fitted with an RPM meter and a water temperature gauge, all gauges were seen to function. Instrument readings are accepted in good faith, however, no guarantee is given as to accuracy. Any discrepancy may be due to instrument calibration and therefore it is recommended that all instruments be calibrated accordingly.

MACHINERY VENTILATION: Natural and fan assisted. Neither fan was working when inspected.

Recommendations: Both engine fans require to be made operational.

STEERING:

Type: wheel/wire/quadrant

Condition: satisfactory

Operation of emergency steering: tiller arm to rudderstock

The steering system was inspected only as far as possible and was not dismantled in any way for assessment. It was not possible to inspect certain components within the system and although operational at the time of the survey, no guarantee can be given as to future performance. The complete steering system was inspected whilst the vessel was ashore, movement was noted within both rudder shafts and the wires to both quadrants need some tensioning.

AUTOPILOT: The vessel is fitted with a Raymarine Smartpilot. Although this system was not dismantled in any way for assessment, all appeared to operate satisfactorily during the sea trial, and was able to maintain a satisfactory course in all directions.

FUEL INSTALLATION AND TANKAGE: The total tankage was stated to be 150 litres within two tanks. Although inspected as far as possible, it was not possible to inspect tank interiors nor was it possible to inspect certain aspects of the tanks externally. Therefore there is no guarantee that minor leaks exist either in the tanks and/or the supply pipe work. As it was not possible to inspect the tank contents, it is advised that a biocide be regularly introduced to prevent bacterial infestation and the consequential damage to machinery.

FILTERS: The primary filter to each engine is a Racor 500FG.

FUEL GAUGES: Two fuel gauges are located by the vessels helm. Although the gauges appear to operate effectively, no guarantee can be given as to accuracy or calibration.

ELECTRICAL INSTALLATION AND WIRING: The electrical installation and wiring was inspected overall and was seen in average condition. The installation requires the attention of an electrical engineer to remove redundant wiring and make other checks.. Whilst every care has been taken to assess all items under this heading, it was not possible to inspect any area other than those areas opened by normally portable panels. There is no implication that the areas of wiring not inspected are free from defect. Installation was assessed only by way of performance in operation and wiring was assessed by way of transmission and insulation.

BATTERIES:

Number of Batteries: four

Type: 12v 2 x 170AH, 2 72AH

Location: within engine space of both hulls

Condition: appeared as satisfactory

Comments: the batteries should be ventilated overboard.

CHARGING SYSTEM: Within the starboard engine space a Newmar HDM 40 battery charger is fitted the system was seen to be functioning during the period of the inspection.

GENERATOR: Within the aft section of the starboard hull is fitted a Northern Lights generator. The system is capable of producing 220v 8kw of power and is normally started from the controls on the main switch panel. The system has so far recorded 1529 hours of operation was easily started and ran well under load for a period of the survey. No information was available as to when the system was last serviced. In the opinion of the surveyor access panels should be fitted to the sound covers to allow easy access to the raw water pump.

ELECTRONIC EQUIPMENT:

Radio: An ICOM IC-M125 VHF radio/telephone has been installed adjacent to the navigation position. The radio and transmitter was tested as far as possible and all appeared to work effectively and satisfactorily.

Radar: Furuno

Plotter: B&G LCD Chart Plotter

SSB: SEA225 HF/SSB

Helm:

Depth & Log: Autohelm Tridata

Wind: Autohelm

The above equipment was not dismantled in any way for assessment, and assessment was made by inspection only and by performance in operation.

COMPASS:

Make: Plastimo

Date last swung: no information was available

Condition: satisfactory

Viewability: good

NAVIGATION LIGHTS: All were seen to function when tested.

BILGE AND GENERAL PUMPING INSTALLATION: The main cockpit is fitted with two manual pumps one to each hull, each was tested and seen to function. However, the pump handle should be secure in the cockpit so that the pumps can used immediately, it was also noted that there appeared to be an excess of hose to the port hull. Both hulls are also fitted with two automatic bilge pumps that appeared in a satisfactory condition.

SUMP PUMPS: A sump system is fitted to both hulls each is manually operated from a switch within the shower section. Whilst each pump functioned when tested it would be prudent to service and clean both systems.

TOILET INSTALLATION:

Number of toilets: two

Make: Parr Jabsco

Model: manual

Discharge: overboard

Operational test: yes

Condition: satisfactory

FRESH WATER INSTALLATION AND TANKAGE: The total tankage is said to be 500 litres. Although tested and inspected as far as possible, it was not possible to inspect tank interiors. All appeared satisfactorily but there is no guarantee that minor leaks exist either in the tanks and/or the supply pipe work. The water supplies appeared clean, tasteless, and odourless. For health reasons it is advised that a sterilising additive be introduced to the tank prior to commissioning.

FRESH WATER APPLIANCES: All water faucets both hot and cold were seen to function during the period of the survey.

FRESH WATER GAUGES: None fitted.

WATER HEATING: A insulated 35 litre approx. calorifier is securely installed within the port engine space. The calorifier incorporates a 20v immersion heater that has it breaker switch located on the main switch panel. When tested via the immersion heater the unit produced hot water to hot faucets.

AIR CONDITIONING: A small air conditioning system is located in the aft port section to service that particular area. When tested it produced a flow of air but this was not chilled. The system requires the services of an air conditioning engineer.

GAS INSTALLATION:

THIS ITEM WAS NOT SURVEYED BUT THE FOLLOWING POINTS WERE NOTED:

Location of gas cylinders: forward deck locker

Condition of gas housing: satisfactory

Condition of pipe work: satisfactory

GAS ALARM: None fitted but a gas control system is available but requires the attention of an electrical engineer.

LIFE SAVING EQUIPMENT: A Litton ERIPB, out of service and did not quote a transmission frequency. Plastimo 4/6 person life raft; out of service.

Recommendations: We would strongly advise that life jackets be provided that are marked with and meet the latest EU regulations. An emergency flare pack should also be fitted to the vessel. The EPRIB & life raft should be sent to an approved company for servicing.

FIRE FIGHTING EQUIPMENT: The saloon section is fitted with a 3kgs dry powder fire extinguisher.

Recommendations: Addition fire extinguishers should be fitted to the vessel. A fire blanket to BS 6575 or similar should be located within the galley section.

OTHER APPLIANCES: The vessel is fitted with a range of other appliances, the galley is fitted with a gas cooker & gas oven, this was not tested but it was seen overall in a poor condition, a fridge and freezer but only one of three plates became cool. A Blaupunkt Lausanne Radio/CD was heard to function.

EXTERNAL APPEARANCE: “Blue Dolphin” was seen to be a little tied and in need of care and attention.

INTERNAL APPEARANCE: Apart from the saloon sole the vessel appeared as satisfactory.

MAST AND BOOM: The vessel is fitted with a Blue Label mast and boom manufactured by Sparcraft of the USA. The mast and boom were inspected from deck level and appeared in a satisfactory condition. The mast is fitted with two sets of sweptback spreaders and is fractional rigged.

STANDING RIGGING: The mast is held in position with stainless steel rigging wires. The topmast shroud is 11mm and intermediate shroud is 10mm both share a common chain plate secure to the outer part of the hull. The mast forestay is encapsulated within the roller furling system. The terminations of all wires and their respective under deck supports were noted in a satisfactory condition. during the period of the overall inspection the rig was fully inspected by a rigging specialist who made a similar recommendation that the plastic covers are removed from all rigging wires.

RUNNING RIGGING: During sailing trials the running rigging was tested and most systems appeared to operate smoothly.

SAILS: Both the main and the small genoa were deployed during sailing trials. Both sails require to be valeted.

WINCHES: The cockpit is fitted with two Barien 47 winches each was secure and had functioning ratchets.

SEA TRIAL: A short sea trial was conducted within the Bay of Palma during which time each of the engines were run at full power and the sails were deployed for examination and sailing trials. All defects and comments appear under previous headings within this report.