This
is to Certify that the undersigned Surveyor, did, at the request of C.W.
Kellock & Co. Ltd., attend the Twin screw, GRP motor vessel "Pirate King ". SSR No.13937 Hull No. 43331 on the 31st October
&1st November 2000 while she lay on the Quay at Portland
Port, Portland Dorset, for the purpose of a pre sale Condition Survey.
Unless noted otherwise, the boat's systems and equipment generally
appeared to have been fabricated of materials suited to use in the marine
environment, installed in compliance with applicable Statutory
requirements and commonly accepted marine industry practice, and
appropriate to the boats usual expected service. Deficiencies and
recommendations for their repair or correction are listed throughout the
report as applicable.
No section of this report should be used out of context of the entire
report.
1. Design and Construction
1.1. Design:
The Sunseeker Offshore 31 designed by Sunseeker and was in
general production in this form 1982 till 1986. The vessel is primary made
up of two main mouldings taken from female moulds which are the main hull
and the deck mould. The internals on this craft are also moulded. The
vessel has a centre control position with accommodation both forward and
under the control position. Under the floor of the control position aft of
the accommodation are two Volvo Penta 6 cylinder Diesel engines.
1.2. Construction:
The Sunseeker Offshore 31
has the look of a hand laid up vessel which good care has been taken
during its construction. The bonding of internals has been correctly
completed.
With the hull to deck joint, being an outwardly turned flange on the hull
and deck moulding covered by a rubber fender. The internals are also GRP
Mouldings
2. Layout:
2.1. Hull(internal):
The layout of the hull from forward is:
2.1.1. Chain locker accessed through a hatch on deck.
2.1.2. Main Cabin which converts to double berth..
2.1.3. Head/toilet on the Starboard side.
2.1.4. Galley on the port side
2.1.5. Main cockpit with engine and double berth under. The cockpit
was laid out with a helm on the starboard side and two seats.
2.1.6. The after cabin fitted with a double berth under the
cockpit.
2.1.7. The engine space aft of the after cabin and also under the
cockpit.
3. Access and Limitations of Survey:
3.1. The vessel was examined in the yard at the Quay at Portland
Port, Portland. Good and clear access was afforded around the hull and
throughout the vessel.
3.2. No fixed panelling was removed. Loose panels were
removed where accessible .
3.3. This survey is a factual report on the inspection carried out,
and the opinions expressed are given in good faith as to the condition of
the vessel as seen at
the time of survey. It implies no guarantee, no safeguard against latent
defects, subsequent defects, or defects not disclosed at the time of the
survey in woodwork or areas of the vessel which are covered, unexposed, or
not accessible to the surveyor internally due to the installation of
non-removable linings, panels and internal structures etc., or agreements
and permission and instructions not being given to the surveyor to gain
access to closed off areas.
3.4. The vessels particulars were recorded as disclosed to
me by Sunseeker and have not been checked by me and no guarantee of
accuracy can be given.
3.5. This report gives no warranty regarding stability or fitness
of the design or performance for its intended purpose.
4. Hull Condition:
4.1. External:
The hull was examined externally both above and below the water line.
The area below the water line was coated with anti-foul, which was in an
expired condition due to its long time out of the water. Moisture readings
were taken using a Protimeter Aquant, which gave reading of between 103
and 104 on a scale of 101 to 115, which is considered to show a
satisfactory low level of moisture content except for a small area on the
transom, which gave a reading of 108. This higher reading may be due to a
timber in plant for extra rigidity and I see no reason to worry about this
higher number.
There are several small chips in the hull gelcoat, which could in time
cause ingress of moisture into the laminate but with touch up gelcoat
these can be covered and no further action would be necessary.
The hull gelcoat was dull due to oxidation, this may well be brought back
to near its original lustier by the use of a cutting compound.
The rubber fender that was covering the hull to deck joint has some small
knocks and scrapes but was otherwise complete and securely attached in
place.
4.2. Hull internal:
The internal parts of the hull were examined with careful attention
being paid to the attachment of seacocks, internal bulkheads and
the hull to deck joint. These were all found in a satisfactory condition.
The glass fibre lay up was closely examined and showed that a reasonable
amount of care had been taken when the craft was being built.
5. Deck:
5.1. The deck is made as a single moulding with the outwardly
turned flange at its outer edge being for the hull to deck joint.
This moulding is in a white colour with a non-slip surface being moulded
into the gelcoat. The gelcoat has lost its high gloss through oxidation,
some of which could be recovered by the use of a cutting compound.
Like the hull there are several places on the deck moulding which have
small chips in the gelcoat
6. Steering, Stern Gear and Propeller:
The craft is fitted with twin inboard/outboard Volvo Penta 280 legs
which provide both propulsion and steering, these looked in fair condition
but due to the fact that they were resting on the ground I was unable to
turn these.
7. Interior:
7.1. Forward/main Cabin:
The forward cabin is fitted with a circular table with seats all
around, this was found in with all the cushions intact and in a good
condition. This area could be converted in to a large double berth.
The head lining in this area is leather cloth / vinyl in a light cream/off
white colour, this was found in good condition except for a small area
above the galley where some slight discolouration has occurred.
7.2. Head/Toilet:
On the starboard side
just aft of the forward cabin and opposite the galley is the head / toilet
and washroom, this is fitted with a ITT Jabsco Par Manual toilet. The wash
hand basin is fitted with hot and cold water and the taps also act as a
shower. The toilet pump was tested and had some difficulty pumping.
Recommendation
The toilet pump requires an overhaul.
7.3. Galley:
The galley area was fitted with a twin burner hob unit with a grill
fitted below and a sink The hob and sink unit has a cover which act as a
chart table, and the sink is supplied with hot and cold water. Opposite
the galley by the shower door is a small electric fridge, This was not
tested.
The gas stowage was in the cockpit see details under Gas System.
7.4. Centre Cockpit:
The centre cockpit is a multi-function area being used for the helm and
seating for passage and relaxing during and following passages. The
cockpit has the fittings for a full canvas canopy, which can be, used both
when the craft is underway and when tied up. The canvas has been shredded
during its year sitting on the quay at Portland.
7.5. After Cabin:
The after cabin has a double berth under the cockpit, which is accessed
through the main cabin. The after cabin has linings as the forward cabin
and this was found in a satisfactory condition.
The forward and after cabins have windows built into the deck moulding,
these have the glazing fitted in with a rubber and aluminium mouldings and
did not show signs of leaks.
The floors in the cabins and the cockpit were covered in carpet, which was
found wet in places due to a blocked drain. (This Has Now been Cleared)
8. Hull Penetrations:
8.1. Each engine has its own sea suction, which were at the
forward end of the engine, one of which has been removed to allow the boat
to drain while it stands on the quay. These valves are very inaccessible
and some thought should be given to the remote operation of same.
8.2. Bilge pump overboard discharge
This is direct overboard above the water line with no valve fitted and
was found satisfactory
8.3. Transom:
The Through transom fittings for the inboard/outboard legs is a standard
Volvo Penta fitting and as far as could be seen was considered
satisfactory.
9. Access Doors and Hatches:
9.1. Door One:
The door to the accommodation from the cockpit could not be considered
weather tight but did give security while the craft is on a mooring or
alongside
9.2. Hatch One:
Above the forward cabin is a hatch, this hatch was not opened
at this time.
10. Safety equipment:
10.1. Lifesaving Equipment.
No life saving equipment was examined at this time
Note (An Avon Life raft and an inflatable dingy were on deck).
10.2. Fire fighting Equipment:
No fire extinguishers were examined at this time.
11. Machinery:
11.1. Main Engines
The craft is fitted with twin Volvo Penta AQAD40 fitted with Volvo Penta
280 inboard/outboard legs. Both the engines and legs look in a fair to
good condition except for a couple of broken pipes on the starboard
engine. The impellers from the raw water cooling pumps have been removed.
It must also be noted that the craft has been in its current position for
several months without the engines being moved or turned and because of
this the condition of the engines must be questioned.
The engine space is at present lined with a composite foam which I believe
may be flammable and if so should be changed as soon as possible. When
this is replaced care should be taken to make sure that sufficient
clearance between the lower edge of the foam and the bilge to stop the
ingress of oil into the new foam.
12. Electrical systems:
The electrical system consists of twin batteries used for both
starting and lighting. The system is old but looks in good order and tidy.
The circuits are protected by fuses and mini breakers.
No electrical equipment was tested at this time.
13. Piping Systems:
13.1. Bilge System:
The bilge system consists of an electric pump with a float switch
mounted in the engine space and a hand bilge pump mounted in the engine
space. The hand pump was tested and this was considered satisfactory.
13.2. Fresh Water:
The fresh water system consists of a 29 gal tank moulded in the
forward part of the craft with hose connections to the galley sink and the
toilet wash hand basin. The system is fitted with a calorifier in the
engine space and a pressure pump. This was not tested at this time.
13.3. Fuel System:
The fuel piping was mainly in hard copper and flexible sections had been
kept as short as possible. The fuel capacity was 100 Gals.
Recommendation.
The fuel flexible pipes should be checked as the craft is now 17 years old
and it is possible that the original pipes are still on the vessel.
13.4. Gas System:
The gas system consists of two gas bottles in a locker on the port side of
the cockpit. This locker has a drain overboard. In the locker is a single
regulator connected to the system by short length of hose. This hose does
no conform with current requirements and should be renewed as soon as
possible.
Recommendation.
The gas flexible hose should be replaced at regular intervals.
The Calor Gas Publication "LPG (Bottled Gas) for Marine Use "
Dated
1997 states on page 12 paragraph 5.5.2 "No rules exist at present to
replace hose at regular intervals, but our advice would be to change it
every 5 years from the date stamped on Calor hose."
I would concur with Calor, although this is not a Calor gas installation.
14. Boarding Ladder:
A boarding ladder is fitted to the transom with through hull fixing
bolts, also fixed to the transom is a swim platform. The main fixings for
these seem satisfactory.
15. Navigational equipment:
No navigational equipment was examined at this time
16. Anchor
The vessel is fitted with an electric windlass on the fore deck which
is connected to a 7.5kg Bruce anchor and a suitable size chain. Access to
the chain and windlass was limited due to the inflatable dinghy being
lashed to the fore deck. The windlass was not tested at this time
17. Summary of other defects / deficiencies
17.1. Paragraph 7.2
Recommendation
The toilet pump requires an overhaul.
17.2. Paragraph 13.3
Recommendation.
The fuel flexible pipes should be checked as the craft is now 17 years old
and it is possible that the original pipes are still on the vessel.
17.3. Paragraph 13.4
Recommendation.
The gas flexible hose should be replaced at regular intervals.
The Calor Gas Publication "LPG (Bottled Gas) for Marine Use "
Dated 1997 states on page 12 paragraph 5.5.2 "No rules exist at
present to replace hose at regular intervals, but our advice would be to
change it every 5 years from the date stamped on Calor hose."
I would concur with Calor, although this is not a Calor gas installation.
17.4. Paragraph 11 .
The broken pipes on the starboard engine should be repaired and the
engine systems should be reinstated. Then care should be taken due to the
long lay up the vessel has had before starting.
. .
18. Report summary.
The inside of this vessel in the main is in good order with most of the
upholstery being in a clean condition. The fixtures are showing some signs
of age although for a vessel of this age very little. The carpet is at
this time very wet due to a drain being blocked, this has now been cleared
and the carpet should dry out with I would hope little permanent damage.
The outside of the vessel is showing signs of its age with oxidation of
the gelcoat being the major problem along with many small chips in the
gelcoat and other plastic fittings.
As far as could be seen the windows were weathertight and generally in
good order.
The gelcoat may well be recoverable using one of the cutting compounds
available on the market.
The main concern with this vessel is the condition of the engines. As far
as I have been able
to find this vessel was driven to the current quay where she is now
resting where the impellers in the seawater pumps were removed and a
seacock was opened to act as a drain. The engines were not laid up or any
other preventative measures taken for long term storage.
Due to this I believe that there may be problems with both the engines and
the inboard / outboard legs on recommissioning of this vessel.
Mark Lockie I. Eng. A.M.I.Mar.E
Marine Surveyor
