CONDITION SURVEY REPORT ON

SAILING YACHT SKYBIRD

Survey commissioned by Mr Mark parson
Date of inspection: Monday 16th & Tuesday 17th February 1015
Location: Ashore, Actio yard, Action peninsula, Greece.

GENERAL DESCRIPTION
Skybird is a fin keeled aft cockpit sloop. Both deck and hull are constructed of GRP.

Type:

Sigma 33

Builder:

Marine Projects Plymouth

Registration No:

SSR 45301

Yard No.

A3216

Build year:

1986

HIN:

PLY 0114-85

Propulsion:

Single inboard diesel with shaft drive

LOA:

9.88m

Beam:

3.20m

Draft:

1.47m

The above information has been obtained from various sources. These particulars have
not been checked and their accuracy cannot be guaranteed.
1

LIMITATIONS OF SURVEY
This report is for the purpose of the client commissioning this survey only and has no
extended liability to any third party for any purpose.
The terms serviceable and in serviceable condition as used in this report mean that the
item remains useable despite possible wear and deterioration. The item may nevertheless
require maintenance and/or replacement in due course.
The vessel was inspected ashore with the vessel supported on her keel and held in a steel
frame with six hull supports and additional aft propping allowing good access to the hull
with the exception to those areas specifically covered by pads and keel blocks.
Mast stepped with standing rigging fitted, limiting close inspection to head height only.
Parts of the structure which are covered, unexposed or inaccessible have not been
inspected and no opinion can be given that any such part of the structure is free from
defect.
Full interior fitted overheads allowed limited inspection of the underside of the deck and
interior mouldings limited access to the inside of the hull.
Engine is inspected visually only and no comment can be made of its internal condition.
Electrical installation, where accessible, is inspected visually and by test switching only.
Electrical equipment is tested only as far as the powering up stage.
Tankage is not filled to check for leaks.
Hatches, portlights and windows are not hose pipe tested.
The weather prevailing at the time of the hull inspection was dry with an outside
temperature of 16c and humidity of 46%.

HULL
Constructed of GRP, the topsides are finished in white gelcoat with a recessed moulded
coach line at the strake and two painted blue boot top lines. The lower hull is finished in
blue antifouling.
The hull is strengthened and stiffened internally by way of two GRP stringers, stiffeners
and bulkheads.
The hull was inspected externally in a dry and clean condition and examination was made
visually, by hammer sounding and by use of a moisture content measurement meter.

Both topsides and below water section of the hull were seen to be fair with no signs of
distortion or any major repairs and sounding of the hull produced no evidence of defect.
The topsides gelcoat showed two single stress fractures of some 12cms long below the
toerail between Nos. 2 and 3 starboard stanchions. Both fractures showed no indication
of entering the laminate and were considered cosmetic in nature. Stem showed a minor
and cosmetic gelcoat repair. Elsewhere the topsides showed several minor and shallow
scratches none of which exposed the laminate. Gelcoat was regarded to be in good
condition and retained a good shine.
The antifouling coating remained well adhered, in a wasted condition and with little in
the way of build-up. The present coating will require abrading prior to a new coating
being applied.
The following readings were taken using a TRAMEX moisture detection meter on range
two: Readings taken of the topsides at the strake were 10 to15. Readings taken at random
locations between the strake and the waterline were also consistent at 10 to 15. Readings
taken at the waterline showed no increase and low readings were also recorded at the area
of stress fracturing. The topsides were considered dry.
Measurements taken through the antifouling were consistently between 20 and 30 with
readings taken at two small patches where the coating had been removed showing no
difference. These figures are also low and the lower hull can be considered dry.
Internal inspection was limited by fitted furniture and coverings but where seen the hull
was found in good condition and free of defect.

KEEL
The cast iron fin keel is secured by through bolting at the flange with mild steel fixings.
No evidence of movement at the hull joint or fastenings was noted and no indication of
grounding was found. The casting showed minor and cosmetic surface corrosion at the
hull to flange joint and at the bottom surface beneath the antifouling and is considered to
be in reasonable and serviceable condition. Keel fastenings (12), nuts and backing plates
were all sighted by the removal of the saloon table and screwed down sole boards. The
aft two fixings showed heavy surface corrosion however hammer sounding removed all
loose rust flaking showing little in the way of metal wastage to the fixings or backing
plates. All remaining fixings showed minor surface corrosion and all fixings were
regarded serviceable. All fixings would benefit from cleaning off and a protective
coating applied.

RECOMMENDATIONS
At present access to the bilge sections is made difficult and slow by the excessive amount
of retaining screws (23 in the panel which gives access to the keel fixings) and thought
should be given to reducing this number. = DONE
To extend the life of the keel fixings all should be cleaned off, Treated with Phosphoric
acid and a protective paint or epoxy coating applied. = DONE

STERN GEAR
A bronze three bladed propeller was found without visual defect with all blades ringing
true when hammer tested. Although the retaining nut has a hole through it allowing a
securing pin to pass through the shaft it is misaligned with the corresponding hole in the
shaft and either the nut should be re-drilled or a tab washer fitted to prevent turning of the
nut. The 1 inch stainless steel shaft, where seen, was in good condition and turned easily
by hand and was judged straight.
Bronze P bracket was seen in good condition with no evidence of movement at the hull
with internal bonding showed no defect. No discernible wear was evident at the cutlass
bearing.
Shaft to gearbox coupling was seen in serviceable condition with all bolts tight.
The short stern tube showed no defect at the hull bonding and is fitted with a
conventional stuffing box fitted with a remote greaser. The compression flange showed
adequate take-up remaining with flexible hose in visually good condition and secure.
RECOMMENDATION
Fit a method of securing the propeller retaining nut.= DONE

CATHODIC PROTECTION
A shaft anode, fitted between the stern tube and P bracket showed 30% wasting and
requires renewing prior to launch.
RECOMMENDATION
Renew shaft anode.= DONE

STEERING GEAR
Semi balanced spade rudder is of GRP construction. Found fair with no evidence of
grounding or previous major repair. The blade is made up from two moulded halves and
the joint at the bottom of the leading edge of the blade is beginning to separate showing a
6cm split. Slight and acceptable wear was evident at the lower or upper bearings.
The laminated wooden tiller and stainless steel fitting was found in good condition and
securely mounted at the stock with no wear evident at the hinge bolt. A tiller extension
was found stowed in the quarter berth.
Due to the high steel content (rudderstock and straps), accurate meter readings of the
rudder blade cannot be taken.
RECOMMENDATION
Make good the split at the lower leading edge of the blade.= DONE

DECK AND COACHROOF

The deck and coachroof are of GRP balsa sandwich construction and finished in white
gelcoat with a light grey gelcoat non slip surface on all horizontal areas.
The deck was found to be visually in good condition with no evidence of distortion or
undue flexing. Hammer sounding found no evidence of defect and meter readings taken
around fittings and at random points were consistent with the topsides and the core is
considered to be in good condition and dry.
White gelcoat, where seen, showed early and surface UV degradation in places with
isolated chips and shallow scratches noted. Minor stress fracturing of the gelcoat was
evident around both opaque portlights to the toilet compartment. In general the gelcoat
was regarded to be in reasonable condition and serviceable.
A GRP moulded lid at the chain locker was in seasonable condition and secure on its
hinges. No securing catch is fitted.
Five mild steel bolts securing the laminate to the bulkhead in the locker which often
corrode were in good condition having been paint coating protected.
RECOMMENDATION

A catch should be fitted to the chain locker lid to secure the anchor and chain within the
locker.

HULL TO DECK JOINT

The deck is joined to the hull by way of bonding sealant and through bolted at the
aluminium toe-rail. External inspection showed no defect and where internal inspection
was possible at the chain and cockpit locker the joint was in good condition with no
evidence of movement or leaks.

DECK FITTINGS
Stainless steel pulpit and split pushpits were in serviceable condition and are secured at
the toerail by aluminium stanchion bases. Electrolytic corrosion has caused all pulpit and
pushpit supports and aluminium stanchions to seize within the bases. At present all bases
remain serviceable however over time the bases will crack as the corrosion expands and
an effort should be made to free off the legs and stanchions to prevent this. Several of
the aluminium stanchions are showing wear where the stainless steel guardwires pass
through them and this has been addressed by plastic tubing being inserted into the
stanchion holes. All stanchions are regarded as still serviceable and securely held at the
bases. Guard-wires are in good order, correctly tensioned and secure.
Stainless steel stemhead fitting was seen in serviceable condition and properly secured by
way of through bolting at the deck. Single bow roller was free to turn.
Silver anodised aluminium toe rail showed minor galvanic corrosion around most
stainless steel fastenings. All sections remained secure and were regarded serviceable.
Internal inspection found no defect at the deck join.
Two opening hatches with aluminium frames and acrylic glass are fitted to the coachroof
and a single opening portlight is fitted in the cockpit to provide ventilation and light to
the quarter berth. Both were found in good condition, securely mounted with hinges and
catches serviceable. Acrylic glass showed early UV degradation however little in the
way of strength has been lost. Non opening acrylic panels are fitted to the coachroof
sides and provide light to the saloon. Both windows are in good condition and show no
evidence of leaks. Two small opaque panels giving light to the toilet compartment were
secure.
All winches were visually in good condition, securely mounted and turned freely without
load however all would benefit from servicing.
All cleats, aluminium sheet tracks, cars, end stops and turning blocks were found
serviceable and securely mounted. Teak grab rails at the coachroof were in a weathered
state but judged secure and serviceable.
Rope deck tidies showed several seized sheaves and these should be freed off to ease
friction and prevent wear to the aft leading lines.

RECOMMENDATIONS
When time permits free off seized stanchions at their bases and refit with plastic isolators
or an isolating compound such as Duralac.
Free off deck tidy sheaves.

COCKPIT
The cockpit is formed as part of the deck moulding and includes a gas locker and stowage
locker incorporated in the starboard seat. Gelcoat surfaces showed minor UV
degradation and was regarded to be in reasonable condition.
Teak floor gratings were of good fit and serviceable.
Locker lids were found in good condition with hinges and catches serviceable.
Two bulkhead mounted Plastimo compasses were visually in good condition with cards
easily read and swung freely to a magnet.
Loose fitting GRP step panel rope tidy was in good order.
The GRP companionway hatch and two plywood washboards were serviceable and can
be secured by way of a fitted lock. Protective coating to both washboards was in poor
condition and would benefit from re-coating.
Stainless steel sprayhood frame was secure and serviceable.
Hinged stainless steel boarding ladder was seen serviceable and securely through bolted
to backing pads.

GROUND TACKLE
The bower anchor, a 25lb CQR with a reported combination of 10m of 10mm chain and
50m of warp with the bitter end secured in the locker was seen stored in the foredeck
locker. Chain to warp splice was serviceable.
A 7.5Kg Bruce anchor with a short length of 8mm chain and adequate warp was stowed
in a stainless steel box at the pushpit.
Ground tackle was considered to be in serviceable condition and adequate for holding
this vessel in normal conditions.

MAST AND SPARS

9/10ths fractional rig was examined with the mast stepped, boom fitted and sails
removed. All spars are constructed by Kemp in silver anodised aluminium.
The mast is deck stepped and held in an aluminium fitting supported by a wood
compression post in conjunction with the main bulkhead. The compression post showed
no defect and was secure at the deck and stiffener at the hull.
The mast was judged to be straight fore and aft, with even bracing from the standing
rigging. No bends, kinks or creases were obvious from deck level and no visible
corrosion was seen as far as the single set of spreaders. The boom was assessed to be
straight with the aluminium end fittings and gooseneck in good condition and all fittings
secure.
Selden rigid kicker was secure and serviceable.

STANDING RIGGING
Standing rigging is of 1x19 stainless steel wire with swaged terminals. Forestay, cap
shrouds and lowers are 7mm, with split backstays of 6mm 7x19mm and 5mm 1x19 wire.
4 to 1 rope backstay tensioner was serviceable.
Swaged ends, bottle screws, clevis pins and tangs were examined with a magnifying glass
with no cracks or defects found. Split pins were of the correct size and serviceable.
Talurit swages at the backstays showed no defect and were secured to the aft chain plates
by stainless steel shackles with pins wire seized.
No forestay furling gear was fitted.
It is reported that all standing rigging was replaced in 2007

RUNNING RIGGING
All halyards and lines where seen were of good quality, in a used but serviceable
condition and free of chafe.

SAILS
Sails were found in a clean and dry condition and stowed below. Sails were not fully
opened but were checked for condition of cloth and stitching with no defects noted.
Both furling genoa and fully battened slab reefed mainsail were in a used condition but
considered serviceable.

Several other bagged sails were sighted onboard but not inspected.

CHAIN PLATES
The forestay is attached to a stainless steel deck fitting secured and through bolted at the
stem.
Cap shrouds and lowers share a stainless steel deck fitting with long stainless steel plates
through bolted at a substantial longitudinal wood stiffener at the inner hull. Aft stays are
secured to stainless steel eye bolts through bolted at the transom. All plates were
accessible, showed no movement or straining with no distortion seen at the deck points
with no evidence of leaks.

SKIN FITTINGS & VALVES

All flush fitting skin fittings were accessible internally and were inspected visually and
by hammer testing, found to be sound and securely bonded to the hull with the following
observations.
Manual bilge pumps outlet ball valve located close to the fuel tank seized in the open
position, double clipped.
Galley sink outlet located forward of the fuel tank in the cockpit locker ball valve free to
turn and double clipped.
Toilet outlet ball valve outlet under saloon forward double clipped and seized in the open
position.
Toilet inlet valve located under the toilet compartment sink free to turn and single
clipped.
Both cockpit drains free to turn and double clipped.
Engine inlet free to turn and fitted with a bronze filter housing.
Hoses where seen were found serviceable with no evidence of leaks. Depth and log
transducers showed no defect.
RECOMMENDATIONS
All seized valves must be freed off or replaced.= DONE
All hose to valve tail connections must be double clipped.= DONE

ENGINE
Reasonable access is gained through two panels behind the companionway steps with
limited access to the rear of the engine and gearbox via removable panels in the cockpit
locker. The three cylinder directly cooled Volvo Penta 2002 engine No.FL12924 and
gearbox was visually in reasonable condition with surface rusting at the alternator pulley
and bracket, around the thermostat housing and other isolated areas. Elsewhere the paint
was generally well adhered. The engine is secured on GRP bearers by way of flexible
mounts with little wear evident. The starboard forward mount shows heavy surface
corrosion possibly from a leak at the thermostat housing.
All engine ancillaries were found to be securely fitted with hoses serviceable. Wiring
loom is unsupported and requires securing and tidying.
Engine and gearbox oils were found to be clean and at correct levels.
The flexible hose exhaust system showed good installation practice incorporating a
stainless steel water lock and a high loop. Hose was found serviceable with connections
tight and no evidence of leaks. No strainer is fitted to the cooling water inlet.
Engine compartment bilge contained a small amount of water with salt crystals noted in
the bilge below the thermostat housing.
Single lever control and throttle and gear cables operated normally and, where seen, were
in good order.
A basic instrument panel is fitted in the cockpit locker
RECOMMENDATIONS

The engine would benefit from cleaning and surface rusting treated with a rust inhibitor
prior to repainting.
Clean off, inspect for serviceability and apply a protective coating to the starboard
forward engine mount
Investigate a possible leak at the thermostat housing.= DONE
Tidy and secure the wiring loom.
Thought should be given to the fitting of a filter at the water inlet.= DONE

FUEL INSTALLATION
A single stainless diesel tank was secured in the cockpit locker and fitted with a shut off
valve at the delivery pipe. The valve was free to turn and regarded serviceable. Limited
inspection of one side and the top surface found no distortion or other defect. Filler hose
was seen in good condition with connections double clipped.
Delivery and return is by way of copper pipe with approved flexible rubber hoses at the
engine connections. A secondary filter incorporating a glass bowl showing fuel in a clean
state was located close to the tank. A secondary filter is fitted at the engine.

GAS INSTALLATION
The dedicated gas locker is formed as part of the cockpit moulding and located in the
starboard seat close to the galley. The locker is provided with adequate venting to
atmosphere and provides stowage for two Camping Gas type bottles adequately secured
by elastic chord.
The regulator and flexible hose connecting the regulator to the cooker were visually in
good condition however the hose is date stamped 1999 and must be replaced with
approved hose.
A Plastimo Neptune 2000 cooker was visually in reasonable condition and secure on
gimbals. Armoured flexible hose showed no defect.
No internal gas shut off valve is fitted.
RECOMMENDATIONS

Legislation now requires flexible gas hose to be replaced every five years and approved
hose carries a replacement due date. The hose within the gas locker should now be
replaced.
For safety reasons a shut off valve with easy access must be fitted in the galley area. If
this proves difficult a possible easier solution would be to fit a 12v solenoid valve within
the gas locker with the operating switch located close to the galley.
Thought should be given to the installation of a bubble glass or pressure gauge to allow
regular tests for leaks.

11

ELECTRICAL INSTALLATION
1 x service and 1 x engine start battery were secured in acid resistant boxes under the
saloon forward port seating. Terminals were clean and tight and connected by adequately
sized cabling in good condition. Service battery showed a voltage of 7.28 with the
engine start battery 11.95v when tested with an AVO meter.
A rotary battery selection/isolator switch was visually in good condition and seen to
function.
The distribution panel was visually in good condition with fused switches fitted with
indicator lights. Switches were adequately labelled.
Cabling and connections, where seen, were in good condition and secured.
Using the engine start battery the following equipment was tested to the powering up
stage.
Kelvin Hughes Husan 60 VHF
Hornet 4 sailing monitor with log and depth
Autohelm depth
Brooks and gatehouse wind speed and direction
Garmin 120 GPS
Selected interior lights were in working order.
The fridge compressor located under the galley sink was seen to function.
Steaming and deck working light were seen to function. Bow and stern navigation lights
failed to power up.
ST4000+ head unit powered up however the actuator arm was not connected and the unit
was not tested.
A 30w flexible solar panel in visually good condition was found stowed below.
A Garmin555 plotter was listed in the inventory but not found onboard (a power cable
and bracket were fitted beneath the sprayhood).
RECOMMENDATIONS

Fully charge both batteries and carry out a load test to determine the serviceability of the
batteries. It is possible that both require replacing.= DONE (replaced leisure)
Investigate and make good navigation lights.

SHORE POWER
No ring main is fitted
A lead with a shore power connection and a UK three pin socket was sighted onboard.

WATER INSTALLATION
2 x plastic tanks are listed in the inventory and it was assumed that they are located
beneath the saloon port and starboard seating. Screwed down panels prevent sighting or
inspection.
No 12v pressure pump is fitted with water being drawn by mechanical pumps.
No shower system is fitted.
All hoses where seen were in good order and secure.

TOILET INSTALLATION
A Jabsco toilet with vertical manual pump was securely mounted with no evidence of
leaks.
Pipework was not of sanitation standard however no smell or leaks were evident.
No holding tank is fitted.
The system was not tested in any way.

BILGES
Screwed down sole boards throughout the vessel provide good access to the shallow
bilge. Bilges were found in a dry and reasonably clean condition with limber holes clear.
Paint coatings are peeling away in places and some areas would benefit from repainting.
No defects were noted.

BILGE PUMPS
A manual bilge pump fitted in the cockpit can be operated from the helm position. The
hose is fitted with a strum box with pipework serviceable.

A second manual bilge pump located in the quarter berth is fitted with a coil of hose fitted
with a strum box and long enough to reach all bilge compartments.
Both pumps were heard to suck air when operated.
No 12v pump was fitted.
RECOMMENDATION
It is recommended that a 12v pump fitted with a float switch is fitted to protect the vessel
from flooding when left unattended.

SAFETY EQUIPMENT
The following equipment was seen onboard;
4 person canister Plastimo ORC liferaft reported new in 2009. No last service or service
due date was found.
1 x McMurdo G5 EPIRB with a battery replacement due date of December 2013.
1 x automatic gas inflated lifejacket with a badly corroded bottle.
4 x manual gas inflated lifejackets.
2 x safety strops.
1 x MOB rescue sling.
1 x red parachute flare, 2 x hand held red flares, 1 x white hand held flare. All had expiry
dates of December 2013.
RECOMMENDATION
All lifejackets require servicing. = DONE

FIRE FIGHTING
2 x 0.8Kg BC dry powder fire extinguishers with manufacture dates of 2006 and 2007.
A fire blanket was located close to the galley.

RECOMMENDATION

A review of all personal and vessel safety equipment should be carried out. The RYA
publication Small Boat Safety is a useful guide. = DONE

INTERIOR
Bulkheads are GRP bonded to the hull and showed no movement. Veneer faced furniture
with teak trim showed no movement or defect and was in generally good condition
showing little wear. Doors were of good fit. Saloon upholstery was seen in reasonable
condition with several zips seized. The starboard seat cushion showed a tear of around
10cms long. Overhead panels were in generally good condition with hull linings in
reasonable condition. Teak and holly veneered sole boards were of good fit and
serviceable. Varnish to hardwood edgings was generally in good order however areas of
high usage would benefit from re-coating.

GENERAL CONCLUSION
Skybird was built to a good standard with the use of good quality fittings. Considering
that this vessel is approaching thirty years old she is regarded to be above average
condition for her age and it is apparent that in the past she has benefitted from a regular
maintenance schedule and been regularly upgraded. It is apparent that she is fitted out for
racing and lacks some cruising comforts which should not be difficult to retro fit. Several
Mediterranean countries demand that a holding tank is installed and depending on her
cruising ground this may be a priority addition. No major defects or serious reservations
have been found within the limitations of survey and the few defects found are easily
addressed. Providing that a regular maintenance schedule remains in place Skybird
should provide good service for many years.
This survey is submitted in good faith and is accurate to my best knowledge and belief.
The details of the craft are as supplied by the broker and no guarantee is offered as to
their accuracy. Any covered, unexposed or inaccessible parts of the vessels structure
have not been inspected and the condition thereof is not to be assumed free from any
defect or deterioration.
Nothing in this report either expressed or implied is intended to suggest that the vessel is
fit for any particular purpose or will comply with any national or local regulations.
I look forward to being of assistance, should you require clarification on any of the points
contained in this report.
Signed .
Kevan R Whittle

Date: 25th February 2015

Kevan R Whittle
21 Marlowe Rd. Hartlepool TS25 4NT
Orion361@yahoo.com