Catalina Purchase Survey 23.03.16

lan Nicolson & Partners
"L1NNFIELO"
COVE
ARGYLL
G 840NS.
lan Nicolson C.Eng. F.R.I.N.A. Hon.M.I.I.M.S.
or. Oavid Nicolson Ph.D. B.Sc. M.I.Mech.E.
Elizabeth Jalland.
Richard Nicolson
31/3/09
This vessel is a standard Sigma 33 One Design.
Length overall 33 feet. beam 10ft 6 ins. Reported built 1984, launched 1985.
Builder's nameplate: SIGMA Built by Marine Projects [Plymouth] Ltd.
Devon England. A3167.
Sigma One Design brass plate :- The numbers have worn off.
Lloyds HCC PLY 480064.
Sail number K4449
This vessel was identified by the name on the transom and by the cabin
entrance key supplied by the seller. She was inspected by the undersigned
representative of Ian Nicolson & Partners "Linnfield", Cove, Argyll G 84 ONS
Scotland, on 27th March 2009 at Sand Point Marina, Dumbarton, ashore in the
open. The weather was adverse with strong winds and rain, heavy at times.
Only those parts of the vessel actually mentioned were definitely viewed,
though other parts were seen and not found to have defects. No dismantling was
undertaken apart from lifting accessible sole boards. No fittings or fastenings were
removed before, or during or after the inspection and no laboratory or similar tests
have been carried out. Very large areas were found to be inaccessible due to internal
mouldings, extensive lining, including overhead and in lockers. Also there was some
gear on board, some sole panels could not be lifted, the general areas under and round
the cockpit and engine were inaccessible, and in some areas such as the toilet there are
internal moudlings which could not be moved or seen behind. No staging or
shipwright facilities were available.
NOTE. In view of the findings detailed below it is possible that additional defects will
come to light when the vessel is opened up etc. Areas which could not be seen during
the inspection, because, for instance, they are currently hidden, could not be
inspected, and may have defects which are not listed in this report. Defects which are
reported may be found to be more serious when opened up. It is common experience
that this happens on many vessels and the areas round the chain plates are noteworthy
in this respect. Since certain areas could not be seen we are unable to report on the
condition of the fibreglass, wood and other materials in such areas.
This report is issued solely and in confidence to:- Professor Nigel Barltrop BSc
FRINA FIESIS at Dept of Naval Architecture and Marine Engineering, Henry Dyer
Building, 100 Montrose St. GLASGOW,
and Ian Nicolson & Partners is under no
circumstances liable to any other organisation or person for any aspect of this report.
Ian Nicolson & Partners shall in no circumstances be liable for any loss or damage
caused by, or resulting from any error or omission in this report, or arising out of, or
related to the performance or non-performance by Ian Nicolson & Partners of work in
connection with this report.
We have not been able to inspect fibreglass, wood?metal and other materials, parts
and components etc which are hidden, obscured, covered or otherwise inaccessible,
and as a result we cannot comment on the condition, longevity or quality of such
material, parts etc.
BALLAST KEEL. This is of cast iron, secured with steel studs along the top
flange. A minimum of four widely spaced keel studs should be taken out to check
their condition. The nuts, washers and bolt top ends appear to be rusty under the fresh
paint in the bilge. It seems possible some bolts, such as those right forward, have
never been taken out.
The edges of the top flange show signs of new flilling which has not yet
been fully faired off. The outside of the keel is generally fair and approaching a good
racing finish apart from the underside [i.e. the bottom face] which needs filling and
fairing for racing
TOPSIDES. For the age of the vessel the condition is generally above average for
the age of the vessel, with relatively little scuffing etc. and not taking into account the
port side cracking detailed below.
On the port side amidships there is an area about 1000 x 300mm of cracking
which is believed to be "on the surface", that is, not deep-seated, and painted over but
not fully. The full condition here is uncertain, especially as the inside of the hull in this
area is inaccessible. A good case can be made for:1] Cleaning off the gel coat etc to discover the depth of the cracking, then fill, fair and
repaint the area. However to do a proper job here it will be necessary to paint at least all
the port side, and ideally the whole of the topsides, port, starboard and the transom.
2] Remove the internal lining, lockers etc in this area to check the structure of the
topsides on the inboard side. If signs of damage are discovered then some internal
reinforcing such as the application of glass cloth with epoxy resin will be needed. It is
normal best practice to extend such reinforcing at least 700mm beyond the area of
external visible damage above, below and at each side of the damage. The new
reinforcing should also be tapered out all round.
Between Nos 1 and 2 stanchions on the port side there is what looks like
50mm diameter of surface filling. The transom was too close to the adjacent shed wall
to be properly viewed.
HULL BELOW WA TERLINE. This was seen to be fresWy painted and the number
of coats applied should be checked with the seller, since two coats of antifouling are
needed to hold back marine growth, and ideally with a third coat at vulnerable areas like
down the front of the ballast keel. Even then it is probably that at least one scrub will be
needed during the summer, if past seasons are a guide.
The antifouling was scraped back in a limited number of areas and the
substrate was found to be smooth cream coloured gel.
STRINGERS. Four are fitted each side. Care is needed to keep them dry, and water
was seen lodging outboard where some wkere accessible, such as low down in the
saloon area.
BILGE IN SALOON. The area below the sole could only be seen on the starb'd
side. The bilge appears to have been repainted recently and the paint extends all over,
including over the ballast keel bolt heads, nuts and washers. Small puddles were seen.
MOISTURE MEfER READINGS. These could not be taken due to the weather
conditions. A further visit to the yacht can be made if required, when the weather is
suitable.
ANCHOR LOCKER. What are believed to be surface cracks were seen at the fore
end port side about 150 x 30mm and to starb'd in the middle over about 100 x 3mm.
The forward hinge is distorted and should be replaced. The bolts securing the bulkhead
at the aft end have heavy rust and should be replaced by non-ferrous or well galvanised
bolts. This defect is very common in Sigma 33s. See below under the heading
BULKHEADS.
DECK. On the port side amidships by the crack marks on the topsides there is an
area of what is believed to be surface cracking about 500 x 30mm near the deck edge.
This suggests that the vessel may have been "pinched" in a canal, or when alongside a
lot of other craft, such as during Scottish Series in Tarbert when as many as 13 yachts
are seen moored abreast.
On the starb'd side just aft of amidships there is about 600 x 40mm of
comparable cracking by the deck edge which tends to confirm the theory that
"pinching" may have occured.
There is a chip by No 2 stanchion on the port side and there are suspicions
of similar minor defects further aft, but the deck has been painted, so consideration
should be given to removing some paint to check beneath. Small chipped areas were
seen by the anchor locker lid. It is usual to see cracks in way of the eyebolt for the
starb'd permontnt backstay leg, and these cracks are on this vessel. It is believed that a
larger washer has been fitted under the deck, but a good case can be made for fitting a
thick wide washer plate, to prevent these cracks spreading.
The washers under the deck edge are rusting, as is common in this class, and
the washers under the sheet winches are "pulling in" to the surface of the grp.
DECK BRIGHTWORK.
Parts are due for the usual full revarnish prior to
launching. These parts include the aft wood lip on the main hatch and the chock for the
outboard engine on the aft pulpit.
DECK FITTINGS. By the cockpit there are six Lewmar winches, a pair of 43s and
two pairs of 16s. All need stripping, cleaning, checking, lubricating lightly then
reassembling. The green cam cleats at the aft end of the cabin top, port and starb'd are
seized or "sticking", and so need replacing. Three out of the eight deck organiser
sheaves are seized.
The stanchions are of light alloy and their holes have become enlarged due
to being worn by the guardrail wires. One cure is to weld up the holes and redrill them.
As a temporary measure the stanchions can be rotated 180 degrees so that the unworn
hole edges take future wear. New guardrail wire end lashings are needed and they
should be stronger than the wires. The wires should be renewed if they are more than 10
years old or if the age is unknown, as they have mild kinks.
There are minor cracks at the corners of the main hatch garage and the
sheaves of the genoa lead cars are worn.
BULKHEADS. The edge bolts through the edge glassing show general signs of
rusting, as is common in this class. Whenever bolts become accessible, e.g. when lining
etc is taken down, it is recommended that the rusty bolts are replaced by non-ferrous
ones or well galvanised ones. To be doubly safe galvanised bolts, nuts and washers
should be heavily painted over.
HOSE TESTING. This should be carried out at the hatches, windows, at the chain
plates [extra thoroughly], at the deck edge and deck fittings etc.
HATCHES. The forward and amidships hatches have very heavily crazed glazing
which needs replacing.
CHAIN PLATES AND THEIR SUPPORTS. One chain plate is fitted each side,
and both show signs of past leaks with dark staining on the pilot berth base where the
starb'd chain plate has caused deck leaks. There are very early signs of wood
darkening port and starb'd on the inboard panels to which the chain plates are bolted. It
is strongly recommended that the area by the port chain plate is fully opened up as this
will :A] Allow a check all over to be made on the condition of the structure adjacent.
B] Make future checks easier.
C] Allow for vent gratings to be fitted.
The cover panel on the starb'd side was originally held by four light nails, but three of
these have become bent over so only one was holding, and as a result, this chock came
adrift during the survey. It should be secured by four in number 8g wood screws.
FURNITURE. This has relatively little wear and tear especially considering the age
of the vessel. The mirror in the toilet is cracked and the silvering is peeling. On the
opposite side of the vessel the staples are rusting on the outboard side of the inboard
panels of the hanging locker and oilskin locker. The shelf above has a mis-driven
fastening behind the fiddle.
The port barrel bolt of the engine casing lower front panel is broken, and
there is no prop or top lashing to hold the chart locker lid open. The lee-clothes are too
FRESH WATER TANKS. These are fitted port and starb'd under the settees. They
were inaccessible and due to the age of the vessel, it is likely they need a full clean out.
This is likely to be hard if no access hatch is cut in the top.
BILGE PUMPS. There is a small diaphragm in the cockpit and another under the aft
end of the quarter berth with a portable suction pipe. It is recommended that the berth
base has a slot cut in it, so that the pump handle can be worked with the berth base in
position. Both pumps need opening up, cleaning,checking and testing.
PLUMBING. All the seacocks should be removed over every four-year period. There
is evidence that this practice has not been fully followed and so it is recommended
that all the sea-cocks are removed, stripped, cleaned checked inside and out, lubricated
and refitted with ample bedding. The seacock handles are rusting and the drain cock for
the basin is stiff, while the bilge pump seacock in the aft starb'd locker is seized.
GAS SYSTEM. In the gas locker at the fore end of the cockpit, starb'd side there are
two dumpy size Calor cylinders. This locker drains into the cockpit well, but the drains
for the well are below the waterline so as a result the gas locker will not drain
overboard, and so it is important to fit a gas warning device in the cabin. It would seem
that a new drain out through the back of the cockpit well and through the transom is
needed to be fully safe. The gas locker edges are chipped and the aft hinge is loose, also
it has 2 fastenings missing.
The flexible orange tube on the in-use cylinder is out of date and needs
replacing. Likewise there is evidence that the flexible tube on the cooker may be due for
replacing. The regulator shows signs of corrosion so it should be replaced. Two
strong lashings are needed on each cylinder to hold them tightly in place.
CABIN HEATING. The heater unit has been installed in the aft starb'd locker where
it is inaccessible. About half of the exhaust pipe does not have any insulation wrapping
and it is close up to the deckhead. The heater could not be tested and this is
recommended before commissioning.
ENGINE. This was not surveyed or dismantled in any way. It is a Volvo 2002, and
the number is FL 3995. The stop control is stiff and the fuel pipe shut-off cock is
also stiff and there are indications that the fuel filter aft of the tank is due for cleaning
out. There is rust on the coupling, on top of the engine and on the forward engine
mounts.
Only one hose clamp is fitted at each end of the stem gland hose whereas
there should be two and at the fore end of the aft flexible exhaust hose section there is
only one hose clamp, and here two should be fitted.
There is some evidence the engine has not been fully winterised, but it may
have been run during the winter, which would explain why the water pump cover has
not been left opened up, nor has the cooling water inlet filter been left opened up. The
filters are not dated. Signs of what are believed to be small weeps were seen at the oil
and fuel filters and at the front of the engine, also there are signs of belt wear.
The propeller is a two-bladed folding one with a little wear at the blade
pivots. Inside the yacht, aft of the stem gland there is a small piece of loose carpet,
which may get onto the propeller shaft at sea and cause damage, so it is recommended
that this carpet is removed. There is some evidence the stem gland may need tightening.
BAITERIES. Two are fitted, and both need top securing safety straps. One is a
type 661 of 84 Ah, and one is a 96 Ah unit, and is "sealed for life". The battery meter
read 12 volts and 12.3 volts.
FUEL TANK. This appears to be the original tank, and it is made of steel with signs
of rust on the outside. It is reported by the seller to have been taken out, the rusty
bottom cut off, and a new bottom welded on.
ELECTRICAL EQUIPMENT ETe. As the yacht was ashore much of this gear
could not be fully tested. The cabin lights and chart table light were seen to work but
not the galley light. The bow navigation light is crazed and it did not light up, nor did the
stem light. There is a masthead light but it was at the owners home and not seen.
The equipment on board includes:1] Trex radio/casette.
2] Simrad RD 68 VHF.
3] Garmin GPS 120 XL
4] Navman Tracker 5505.
Items 2, 3 and 4 were seen to "light up".
SPARS. At the mast head the forward mast cap holding down bolt is not fully
engaged in its Nyloc nut. This defect can probably be cured by some grinding down of
the adjacent plate and it is recommended that a new nut is fitted to be safe. Both the
gooseneck fitting and the vang fitting on the mast are worn so that replacements are due.
The boom needs new rivets on the main sheet bail and vang bail.
SAILS. These could not be spread out so their inspection was very limited and they
should be sent to a sail-maker for the usual check and repairs.
Mainsail. This is a laminated sail and has not had heavy use, though it is not suitable
for top level racing.
Genoa. As mainsail
Workin~jib Of terylene and appears to have had little use
Storm jib. Terylene and very little used, but corrosion is starting at the clew eye.
Spinnaker This appears to have had moderate use.
STANDING RIGGING. This is 1 x 19 stainless. Its age is not known, but if it is
more than 10 years old, or the age cannot be discovered, it is recommended that new
rigging is fitted. The Sigma 33 class now permits Dyform 1 x 19 rigging.
RUNNING RIGGING. It is normal best practice to renew all running rigging when
taking over a second hand boat, except where the ropes appear new or almost new.
SAFETY GEAR. Only a limited amount of this was seen on board. There are two 1
kg fire extinguishers and one was out of date in 1998. The other by the chart table is
believed new in 2006 but this should be checked with the seller. There is also a fire
blanket.
The safety gear should be brought up to the level recommended in
"BOAT DATA BOOK" and if the yacht is to be raced then also up to the Sigma class
rules.
IN GENERAL. There are signs that this vessel has had regular winter maintenance
and the seller has renewed gear on a regular basis. The yacht needs fully
commissioning and it is recommended that the puddles in the bilge are mopped dry.
These were seen in the bilge in the fore cabin, amidships, at the aft end of the cabin,
outboard of the stringer at the aft end of the port and starb'd settees, low down and in the
aft starb'd locker.
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