Ref No.

16/3025

SURVEY REPORT
of

Blue Moon

Survey carried out for: Mr Ben Wooff

Gaddon Farm
Uffculme
Devon
EX15 3DL

Tel: 07528 472080

Email: benwooff@hotmail.com

Date of survey: 19th April 2016.

In attendance: The client.

Place of survey: Ashore, Port Penrhyn, Bangor.

Purpose of survey: To establish the structural

condition of the vessel for the
instructing client prior to purchase.
 2016 NW Surveying Services Ltd

Description and Identification

Blue Moon is a She 9.5 Traveller, from the design of Sparkman and Stephens and built by South Hants
Engineering. The year of build is stated as 1972, this has not been verified.

Principal dimensions:
Length overall: 30 4
Length waterline: 22 2
Beam: 8 10
Draft: 5 5
Source of information: Good Yacht Guide.
The hull is of round bilge form with a raked stem and counter stern. The underwater configuration is fin and
skeg. The superstructure consists of fore and side decks, a tapered low line coach roof and aft cockpit. The rig is
masthead Bermudian set on a keel-stepped mast. The auxiliary engine is installed midships and drives
conventional stern gear.

Survey Conditions
This report is a factual statement of the examination carried out within the stated limitations and with the
opinions given in good faith as far as seen at the time of survey. It implies no guarantee against faulty design or
latent defects or the suitability of the vessel for any particular purpose. The surveyors responsibility for this
report is solely to the instructing client and to no other third party unless otherwise specified and agreed in
writing. The vessel pre-dates any requirement to conform to the RCD (Recreational Craft Directive). The
inspection did not include an assessment or guarantee of compliance with the requirements of any particular
Authority. If any dispute arises it shall be submitted to the exclusive jurisdiction of the courts of England and
Wales.

Survey Limitations
Paint coatings were not removed and the condition of any surfaces under were not examined, unless otherwise
stated. 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. It must
also be clearly appreciated that significant areas of the internal surfaces of the hull and deck remained
unavailable for close examination due to the normal presence of deckhead and side linings, locker and stowage
linings, fastened down sole boards and other fixed elements of the construction.
Insignificant or cosmetic defects of only a minor nature and consistent with age, type or construction have not
been described or listed in detail.
The vessel was inspected ashore supported on a steel cradle allowing good access to the topside and bottom other
than in those areas beneath the cradle supports.
As the spars and rigging are stepped only those parts up to head height have been examined in detail, opinions to
the remainder of the rig are based on limited sightings only.
The machinery has been inspected visually, but no dismantling or operating of the engine has been undertaken,
therefore the mechanical condition of the machinery is beyond the scope of this survey. It is recommended that
the engine is inspected by a suitably qualified marine engineer.
Shafts and rudder stocks have not been withdrawn for inspection. Skin fittings, sea valves and glands have not
been dismantled or leak-tested.
The functioning of the electronic equipment and electrical systems has been examined where visible, but has not
been operated, except where otherwise stated. The gas installation has been examined where visible, but has not
been operated. This can only be assessed and reported upon by a qualified gas installation engineer, therefore
any comments in this report are for guidance only.
Particulars such as registration numbers, engine model and type, tonnage, build year and dimensions are
normally stated as advised or as exhibited aboard the vessel, and have not been verified unless otherwise stated.

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Preamble

The vessel was surveyed by NW Surveying Services Ltd in 2008 for the present owner. If relevant reference will
be made to that report.

Condition Report

1. Hull

The hull is constructed from grp, stiffened by bonding in of bulkheads, locker dividers and floors. The exterior of
the topsides is finished in a blue spray applied paint over the original gel coat with a white painted cavetta and
white boot top, the underwater area finished in blue antifouling.

The topsides have been visually inspected and lightly tap tested, this showed the topside to be fair and free from
significant defects with no evidence of delamination. The paintwork is faded with many scuffs and scratches
with a few localised areas of stress crazing etc. the most significant damage is listed as follows:

1.1 Various scratches have been crudely touched in, the most significant at the bow and starboard midships.
1.2 The gelcoat is beginning to lift and blister in an area of around 30 x 12, located on the port side below the
2nd stanchion.
1.3 There is an area of single line stress crazing, located on the port side, just aft of the3rd stanchion midway
between the cavetta and boot top. Hammer sounding found no delamination.
The damage listed is of cosmetic concern only, the topside would benefit from repainting.

The interior surface of the hull is mostly hidden by linings and the grp inner mouldings, where possible all
accessible locations have been examined and the visible laminate is sound. The various structural members
where visible were in a sound condition.

The underwater sections of the hull were lightly sounded with a small hammer in order to identify any defects
such as delamination or voids, nothing of major structural significance was noted.

1.4 The antifouling is patchy and building up in thickness. It is recommended to obtain a better finish that the
antifouling is careful removed prior to any further applications.
1.5 A 24 x 3 area of curved horizontal stress crazing was noted on the port side, located below the 3rd
stanchion with a single stress craze just above and forward. Both areas have been sounded with no delamination
noted, internally there was no signs of corresponding damage. The stress crazing is minor, however to prevent
long term moisture ingress into the laminate, the stress crazing should be opened out, and then filled and faired
with gel coat, if on careful inspection the cracking extends into the laminate, the laminate should be ground back
to sound material, before reinforcing.
1.6 The hull is faired fore and aft of the keel flange with filler, this filler is loose and hollow when sounded. It is
possible that this is a poor repair, however inspection internally did not show any corresponding damage of
concern. It would however be prudent to cut back the filler back to the hull and inspect for any cracking that
would indicate a possible hard grounding.

The antifouling has been carefully removed in twenty-two random locations to expose what looks to be an epoxy
coating. In one area the epoxy was removed back to the clear gelcoat, this would suggest that the epoxy was
applied as a protection rather than an osmosis treatment. The epoxy in the areas where the antifouling was
removed was well adhered.

Moisture readings were taken with a Sovereign Quantum marine moisture meter (shallow readings using the
%H2O scale) the readings at between 11 and 12, with a few higher at 16. A few random moisture readings were
also taken from the topsides to use as a comparison these at between 10 and 11

Understanding the moisture readings.

Readings are not actual percentages but a relative reading on a scale of 0 >25.
0 > 5 new boat. 5 > 10 very good. 10 > 14 moderate/acceptable. 15 > 18 Moderate/high. +19 Probable Osmotic
condition.

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On the underwater surfaces where the antifouling has been removed, there are no visible signs of osmosis related
defects in so far as the epoxy coating would allow inspection, the readings are considered quite low for the age
of the vessel, but it is understood that she has been ashore for the last three years, and the epoxy coating would
have also helped to reduce the long term moisture ingress into the laminate.

2. Superstructure

The superstructure is constructed of grp, the cabin sides, cockpit, coamings and margins are finished in white
paint, the walking surfaces of the decks with teak simulated planks formed by the gelcoat, the cabin roof finished
with light blue non-slip paint. The decks and cabin roofs have been hammer sounded and simply walk tested in
an attempt to locate any areas of deformation, delamination or flexing, nothing of concern noted. The
mouldings are of reasonable appearance with no significant damage showing, the paintwork however is
weathered with localised areas of stress crazing noted in way of the deck edge and stanchion bases, but all of
cosmetic concern only.

2.1 The deck finish is badly worn, the gel coat is weathered, the mat is showing through in a number of places. It
is recommended that the gelcoat is sanded smooth with a coarse grit sand paper, then filled and faired with epoxy
and then coated with epoxy to seal, before applying a non-slip deck paint.

The underside of the superstructure in some places was hidden mostly behind headlining. Where possible a few
locations were examined and the visible laminations are well wetted out and no defects found.

3. Hull/Superstructure Joint

The joint is formed at the gunwale and bonded over internally. As far as can be established where accessible the
joint is sound. A teak capping is fitted.

3.1 The capping is weathered and worn with localised areas of damage, but of cosmetic concern only.

4. Ballast Keel

A cast iron fin keel is fitted; the keel has a large flange which is secured to the hull with steel bolts and
associated nuts and backing plates. As far as can be established with the vessel standing on its keel, the keel to
hull joint attachment is tight other than some corrosion staining at the back and front of the flange, sample
fastenings were not removed for inspection.

4.1 The external fastening heads are showing much corrosion, a few were not accessible as they were still faired
over with filler. The accessible bolt heads were hammer tested, once the scale had been chipped back the remains
were quite firm. It would be prudent however to remove a couple of the fastening to confirm how much of the
head remains. All the bolt heads should be cleaned back to bright metal and then protected with an epoxy primer
4.2 Internally there is much corrosion to the backing plates of the 1st port, to the 2nd port and starboard, and the
3rd port and starboard and the 4th port. The worst were the 2nd port and starboard and 3rd port, urgent attention to
these is required. The plates could be replaced in epoxy painted steel, or galvanised steel or replaced with
stainless steel.
4.3 The external faces of the keel were showing only localised corrosion. The keel would benefit from been grit
blasted to remove the rust and suitably primed with epoxy

5. Bilge, Internal compartments and voids

All the portable boards were lifted, the bilges contained only dregs of water.

5.1 Dregs of water were found under the v-berths and quarter berths; the bunk boards were found also to be
damp indicating possible leakage from the decks or windows.
5.2 It is recommended that an absorbent mat is fitted in the bilge under the engine; this will collect any oil
leakage and prevent it from being discharged over the side when the bilge is pumped.

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6. Bulkheads and Bondings

The bulkheads and locker dividers are of plywood, secured to the hull and superstructure mouldings by grp
bondings. Where accessible they are structurally sound, all bondings are adequate and secure.

6.1 The aft face of the main bulkhead is showing water damage, the hardwood facing cracked and lifting off, the
damage it suspected has been caused by leaks, perhaps from the mast hole and windows, but hose testing is
recommended. Hammer sounding and spike testing did not find any obvious decay, however if the water has
entered the end grain from the top edge it could have rotted the inner laminations of the plywood, hammer
sounding did not detect this, however drill testing would be recommended.

7. Chain Plates

The forestay is attached to a chromed bronze fitting which is fastened through the deck. The caps and lower
shrouds are attached to stainless steel strip plates that pass through the side decks and then fastened to hull webs;
the reinforcement arrangements were not accessible without dismantling the grp covers. The backstay is attached
to a strip plate which passes through the aft deck edge and fastened to a glassed in web. A straight edge was used
on deck to check for any lift to indicate any movement from the main shroud plates, and none was detected. The
fittings are of an adequate size, with no visible deterioration or significant movement externally.

7.1 It is recommended that the grp covers to cap and lower chain plates webs are dismantled to allow access to
inspect the reinforcement arrangements and fastenings.
7.2 It is recommended the forestay fittings is dye tested for cracks.

8. Cockpit

Formed in grp as part of the superstructure and self-draining through four outlets into a pair of 1 through hull
fittings. The cockpit seats and sole are finished with simulated planking as the decks. Lockers are incorporated
beneath the port and starboard side seats and under the stern seat. Cave lockers are fitted in the coamings; the
mouldings are showing no significant damage. The gelcoat has been over painted with white gloss, and is
weathered, the planking finish to the sole and seats is worn as the deck. A Plastimo bulkhead compass is fitted.

8.1 The compass is a tactical compass, the 360o scale is on the top of the card and will be difficult to read from
the helm

9. Cathodic Protection

An anode is fitted to the propeller shaft this showed around 20% wastage, anodes to remain effective should be
replaced when no more than 50% wasted.

9.1 Presently the p-bracket is not cathodically protected, a bonding wire should be run from the engine to the
bracket, and to make a connection a small hole can be drilled into the top of the bracket, a self-tapping screw
then used to connect the bonding wire. Having said that it has probably never been protected and is showing no
signs of dezincification or weakness.

10. Deck Fittings

Consisting of: a stainless steel pulpit and pushpit, with stainless stanchions and guardrail wires, fitted to chromed
bronze bases. The bow roller is of stainless with an alloy centre cleat and chrome bronze fairleads, the aft quarter
cleats are of hardwood. The sail control equipment is of stainless, alloy, plastic and Tufnol, with Tufnol sheet
belay cleats, Lewmar chromed bronze winches with alloy genoa tracks, the mainsheet attached to a pad eye. The
cabin top handrails are of teak. These fittings are of an adequate size and are of a suitable type, they appear to be
securely fastened, but in most instances the undersides of the fastening are concealed by fitted lining and
furniture, therefore the adequacy of the fastening arrangements cannot be confirmed.
10. 1 The starboard mast winch was seized.
10.2 The wooden chock securing the aft end of the spinnaker pole is not secured, and will be letting water into
the accommodation through the fastening holes.
10.3 The pulpit bases are both loose, the starboard base plate is cracked, attention is urgent.
10.4 The shackles securing the aft ends of the guardrail wires, the pins should be secured with either seizing wire
or plastic cable ties.
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11. Sea valves, Skin Fittings and Hoses

Consisting of Blakes seacocks with a bronze/DZR ball valve to the engine inlet. The pipe work is of Pvc and
neoprene fastened with stainless hose clips. The valves have not been dismantled, the valves and fittings were
aggressively tested inside the boat for security in the hull, all appeared serviceable with no sign corrosion or
dezincification.

Location as follows of the underwater sea valves:

Toilet inlet: under the port v-berth.
Toilet outlet: in locker under basin.
Hand basin: in locker under the basin.
Galley sink discharge: under the galley drawer unit.
Engine cooling inlet: in the bilge aft of the engine.
Cockpit drains. under the port and starboard quarter berths.
Log Transducer Forward bilge with blanking cap
Depth transducers Port under the settee berths, starboard under the drawer unit,
both with caps

11.1 The galley sink is plumbed with clear Pvc; this becomes brittle with age and should be replaced with either
neoprene or reinforced Pvc hose.
11.2 The hose to the starboard cockpit drain seacock looks very strained on the hose tail and does not look very
secure, attention is recommended. There is only one clip to the port cockpit drain hose at the valve, a second clip
should be fitted.
11.3 The valves, skin fittings and hose tails should as part of periodic maintenance be removed and dismantled to
allow a full inspection.

12. Electrical Installation

The DC system is supplied from two 12v batteries, the batteries are stowed under the aft end of the dinette
seating, the compartment venting into the engine compartment. Charging is from the engine driven alternator.
The batteries are wired as separate banks, one for engine starting the other for the services. A master isolator
switch is fitted to the service battery, there is no isolator to the engine starting circuit. The domestic circuit is
served by a switch panel. Navigation lights consist of an anchor light at the masthead, port and starboard lights
mounted on the pulpit, a stern light on the transom edge with a steaming light on the forward face of the mast.
There is a standard complement of interior lights plus the following equipment:

Echopilot Bronze speed and log.

B&G depth.
Navico Tiller pilot TP200CX.
The Gps plotter and Vhf radio were not aboard, wiring, brackets and aerials were seen for them, it is suggested
that a note of the make and model is made and attached to this report.

The 12v installation and equipment has been switch tested only, the correct navigational functioning of the
electronics was not confirmed.

12.1 The port nav light and steaming light were not working. It was not confirmed if the anchor light was
working. A few of the interior lights were not working.
12.2 The engine starting circuit should also be fitted with a master battery isolator.
12.3 The engine battery was very low on charge, only sufficient to click the starter solenoid, the service battery
was dead. It is suspected two new batteries will be required. Presently a large truck battery is used for the engine
starting, with a small battery for the services. It is recommended that this is reversed with a large deep cycle
battery fitted for the services and the smaller battery used for the engine.
12.3 There were multiple connections made to the batteries, it should be checked that if this wiring bypasses the
main panel that it is fused correctly. A number of cables are draped across lockers and compartments without
being clipped up, they should be tidied, a number of connections are made using screw type connections
(chocolate block), if this type of connector is to be used it should be the type fitted with clamp plates. The fuse
panel was not located; it should be checked that everything is correctly fused and sized. It is recommended that
the wiring is checked and reviewed and then upgraded as necessary.

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13. Engine Installation

A Volvo 2002 two-cylinder 17hp diesel Serial No. 868093 2300030440 is coupled to a reduction gearbox. The
engine is installed on flexible mounts onto bonded in bearers. The engine is raw water cooled with a remote
strainer fitted to the raw water intake. The wet exhaust discharges overboard through the stern, the exhaust water
injection is fitted with an anti siphon device. Single lever remote controls are fitted in the cockpit, the control
panel mounted in the cabin. The engine was not test run and the mechanical condition of the engine not
considered. The engine bearers are in a satisfactory condition in as far could be ascertained with the engine in
situ.

13.1 The starboard aft mount top nut is not made off, presently the engine is not secure.
13.2 The hoses and wiring should all be clipped to the engine and structure, and where necessary protected from
chaff. The hoses to and from the anti-siphon valve are showing some damage from rubbing on the engine, they
should be replaced.
13.3 It was noted that the engine intake hose was not connected to the sea valve.
13.4 From limited inspection it looks as if the exhaust system is arranged so it is formed into a high loop directly
after the engine exhaust injection elbow and then discharging to the transom, if the engine was cranked over too
much when trying to start the exhaust hose would soon fill with seawater and could then back flood into the
engine. It would be more normal practice to fit a water lock in the lowest part of the exhaust system, then form a
high loop in the aft locker before discharging through the counter.

14. Fuel Installation

The plastic fuel tank is located in the port cockpit locker, it is understood that the original tank is fitted under the
cockpit sole and was not accessible for inspection. The supply tubing is of copper with flexible connections to
and from the engine, there is a fuel filter/water separator fitted. There are various valves to control which tank
fuel is drawn from. The accessible parts of the installation appear to be serviceable. The tanks have not been
pressure tested, and the fuel has not been tested for contamination.

15. Fire Fighting Equipment

The following equipment has been seen onboard: an XM 1kg extinguisher, this has no date of manufacture but
is suspected to be well beyond its reliable life. Two engine compartment auto extinguisher were seen stowed
loose, they are dated 2007 and 2008. A fire blanket is fitted.

15.1 This vessel should carry a minimum of two portable fire extinguishers each of at least 1kg capacity and a
fire blanket mounted adjacent to the cooker. Fire extinguishers have a warranted life of five years; the present
extinguishers should be discarded and then replaced. The extinguishers should be securely fitted in an easily
accessible position.

It is also suggested that a small aperture is made into the engine compartment from the accommodation and fitted
with an easily removable bung, to enable a portable extinguisher to be injected into the engine compartment, in
case of fire.

16. Fresh water Installation

A flexible tank is fitted under the starboard v-berth and supplies the toilet hand basin; a flexible tank is fitted
under the galley units and supplies the sink. The tanks were empty; the water system could not be tested.

16.1 It is recommended that the tank and pipe work are cleaned and sterilised before use.

17. Gas Installation

The cooker was not fitted at time of survey. The gas system as it stands is as follows: a copper tube supply to the
galley with an isolator valve fitted, the flexible connection to the cooker had been removed. The gas cylinder
(not aboard at time of survey) fits in a cave locker incorporated in the cockpit side, the copper tube terminates in
the stern locker with a length of flexible hose attached leading to the cylinder with regulator. The copper supply
tube could not be inspected as access was restricted by internal furniture and linings.

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17.1 The age of the flexible hose to the cylinder was not established; gas hoses should be inspected regularly and
be replaced irrespective of condition every five years. The replacement hoses should comply with BS3212/2.
17.2 The connection between the copper tube and flexible gas hose should be made inside the cave locker, not
inside the stern locker. The connection between the hose and copper should be made by using a compression
hose tail fitting.
17.3 The copper pipe should where it passes through the cave locker side into the stern locker should be sealed
through a gas tight gland.
17.4 The isolator valve at the cooker is not gas approved, and should be replaced.
17.5 The gas locker drains into the cockpit and not directly overboard as the current regulations require.
Escaping gas could find its way into the accommodation. The fitting of a gas detector is considered an acceptable
compromise, however it would be better if the stowage was rearranged so that the side opening is closed off, a
top entry was made and an overboard drain fitted.
17.6 At present the required minimum ventilation is not fitted to the accommodation, when the cooker is
operated a portlight, hatch or the companionway should be opened.

It is recommended periodically that the gas installation should be inspected and tested by a suitably qualified
engineer who is conversant with PD5482 Part 3: 2005 Butane and Propane gas burning installations in boats,
yachts and other vessels. It is also suggested to improve the safety of the installation that a gas alarm and bubble
tester is fitted.

18. Windows and Portlights

The cabin side windows consist of alloy framed units glazed with toughened glass. The windows were not hose
tested but there were signs of water staining from most of the windows.

19. Hatches

The sliding grp forehatch is secured closed by a thumbscrew and turn catch. The main hatch consists of a grp
sliding horizontal hatch and vertical teak washboards secured with a hasp, staple and padlock. The cockpit
lockers can be secured with padlocks.

19.1 It is recommended that the washboards are fitted with slip bolts so they can be secured in bad weather.

20. Ventilation

Ventilation provided by a pair of cowl vents. The engine ventilation is ducted from a grill vent fitted in the port
cockpit coaming cave locker.

21. Interior

The accommodation consists of a v-berth forecabin, a separate (walk through) WC compartment with hanging
locker opposite. Going aft to port is a u-shaped dinette converting into a double berth, opposite is a linear galley,
and aft to port and starboard quarter berths. The furniture is constructed from hardwood-faced plywood, painted
and varnished and trimmed with hardwood, a grp moulding forms the sole surround, galley furniture, bunk bases
and toilet compartment furniture. The upholstery is covered with a fawn leatherette cloth; the linings are a mix of
Pvc, carpet and fabric. The lifting sole boards are of hardwood-faced plywood. The interior is mostly as original,
still sound but as would be expected is looking weathered and worn, the linings are loose in place and the floor
boards untidy. There are a number of areas of stress crazing and cracking to the inner mouldings, but not of
structural concern.

21.1 It was wet/damp under the cushions in the forecabin and under the port quarter berth cushions, hose testing
the deck and cockpit area to find the source would be prudent.

22. Toilet Installation

A Lavac sea toilet is fitted, plumbed with Pvc hose and secured with stainless steel hose clips. The toilet has not
been tested, however the installation appeared serviceable.

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23. Mast and Spars

Examined with the mast stepped. The Proctor anodised aluminium alloy spars consist of single spreader mast,
the slab reefing boom is recent and silver anodised. The accessible parts of the spars are undamaged except for
weathering and abrasions to the anodising, all accessible fittings are secure and serviceable. The mast gaiter was
not removed and the mast not examined where it passes through the deck, there was only limited access to
inspect the heel, but where accessible there was no significant corrosion noted. A Plastimo furling system is
fitted at the forestay, a spinnaker pole is stowed on deck.

23.1 The furling system halyard swivel was free, the drum however quite stiff, the spar appeared to be in good
condition.
23.2 It is suspected that the mast may have been left standing for a number of years, in which case it is
recommended that it is either unstepped prior to launching or examined carefully from a bosons chair, so that
the inaccessible parts can be inspected.

24. Mast Step and Support

The mast is keel stepped. There was no access to inspect the heel support arrangements with the mast in place,
when the mast is unstepped it should be carefully inspected.

25. Rigging

Examined with the mast stepped. The standing rigging is of 1 x 19 construction in stainless steel wire with roller
swaged terminals and bronze rigging screws. The halyards and control lines are a mix of braided and three strand
rope, the halyards are weathered but where accessible appeared serviceable, the rope to the boom was all recent.

25.1 The lower part of the wire and swaged stud o the aft lowers were rust stained, this looks to have been
caused by a rogue wire strand that had some impurities in or was not 316 stainless, this has been seen in quite a
few vessels and to date has not yet caused a problem, monitoring is however suggested.
25.2 It is understood the rigging was last replaced in 2008, For reasons of fatigue and wear and tear the safe
working life expectation of stainless steel standing rigging is stated as approximately 10 12 years depending on
type and usage. It is recommended that the rigging is replaced at 12 years. In the meanwhile the rigging should
be examined carefully for any broken strands, the terminals for any cracks and the rigging screws stripped down
and inspected for corrosion or damage.

26. Sails

The sails were not examined.

27. Steering Gear

The grp spade rudder is fitted with a stainless steel stock, the lower bearing point from the skeg. The stock is
sealed through a packing gland. Steering by means of a tiller. Inspection of the supporting structure of the upper
bearing point and rudder tube was very limited, inspection was from a distance and by torch light only, with no
obvious defects noted. With the vessel ashore it has not been possible to test the gland for any possible leakage,
it is recommended that when launched it is checked.

27.1 Cracking was noted at the top and bottom of the rudder blade in way of the stock, also the skin has detached
from the core. It is recommended that the rudder is removed, repaired and rebuilt.

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28. Stern Gear

A three bladed propeller is fitted to a stainless steel shaft that runs through a cutlass bearing and sealed by a
packing gland with greaser. With the vessel ashore it has not been possible to test the stern gland for any possible
leakage, it is recommended that when launched it is checked.

28.1 The shaft is not central in the p-bracket cutlass bearing or log shaft, this would suggest that the engine is out
of alignment, attention is recommended.
28.2 The propeller when sounded with a hammer did not ring, the metal was also slightly pink, this would
indicate the propeller has suffered from dezincification, this is caused by dissimilar metals reacting in salt water,
where the zinc content has been eaten away from the bronze alloy leaving a weakened metal. Hammer testing
showed the propeller appears not to have been weakened significantly at present;
28.3 The p-bracket is not cathodically protected, however hammer testing did show any weakness and the metal
is not showing any signs of the pink tinge that is associated with dezincification.

29. Ground Tackle

Consisting of a 45lb CQR anchor shackled to a length of 5/16 galvanised short link chain, leading through a
hooded chain pipe into a storage in the forepeak. The scantlings of this tackle are more than a suitable size for
this vessel; however, the chain has not been removed from the vessel for inspection, the length of the chain has
not been measured nor has it been checked if the bitter end of the chain is made off with a lashing to a strong
point. A 10kg Bruce anchor with a length of chain was also seen aboard.

29.1 The anchor attachment shackle pins should be seized with Monel wire.

30. Bilge Pump Installation

A Henderson manual pump was fitted in the cockpit locker and operated via a gaiter from the cockpit and is
plumbed with reinforced Pvc hose, secured with stainless steel hose clips with its suction from the main bilge
and discharging through the transom. The pump is of adequate size but the operation of which has not been
tested.

30.1 It is understood that the pump needs a new diaphragm to make it operational.
30.2 The cockpit pump through side sealing gaiter has perished and should be replaced to prevent water ingress
into the locker.

A portable bilge pump is also carried, and fitted on a plywood board, the pump was not tested.

30.3 The Pvc hose fitted to the pump is very stiff and cumbersome, it would be better if a light weight flexible
hose was fitted instead.

31. Canvas Work

The cockpit dodgers are in a white acrylic and in good condition, the mainsail cover is of blue acrylic and is well
patched but serviceable. The blue acrylic spray hood is set on a stainless frame, it was not fitted at time of survey
and stored in the cabin, from limited inspection it looked to be in good condition.

32. Safety Equipment

The vessel's safety equipment has not been considered during this survey, it is suggested that a copy of the Royal
Yachting Associations Boat Safety Handbook G103 SBN: 9781906435530 is obtained; this has advice on the
recommended safety equipment that should be carried.

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Observations

Following the survey of Blue Moon, a number of defects have been found during this survey, all of which are
suggested for attention to maintain the craft in good order and safe operation, follows is a summary of the most
significant faults which from a structural and safety point of view are recommended for attention prior to launch:

1 Checking the keel fastenings. (4.1)

2 Replacement of the corroded keel bolt backing plates. (4.2)
3 Attention to the pulpit bases. (10.3)
4 Attention to the underwater hoses. (11.1&11.2)
5 Attention to the non-functioning nav lights. (12.1)
6 Fitting an isolator to the engine starting circuit. (12.2)
7 Attention to the engine mount. (13.1)
8 Tidy and clipping of the engine wiring and hoses. (13.2)
9 Updating the firefighting equipment. (15.1)
10 Attention to the gas system. (17.1-17.4)
11 Repairs to the rudder. (27.1)
12 Checking the engine for alignment. (28.1)
13 Attention to the bilge pump. (30.1)

This report was prepared on the 20th April 2016 and consists of eleven pages.

Signed..............................................

Mark McGarry Accredited Member YDSA

for & behalf of NW Surveying Services Ltd

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