Two large aluminum foredeck cleats with G10 backing material. Two large midship cleats (backing not seen). Two large aft cleats with large washers only for backup. Two large aluminum chocks at bow and stern. All found sound and secure.
Lifelines and Rails:
Stainless steel bow rail appears sound and secure. Stainless steel stern rail appears sound and secure except:
+ Starboard forward mount is aluminum and is cracked. This does not appear to affect the security of the stern rail considering its other strong mounts.
Tapered stainless steel life line stanchions are set in aluminum bases keyed into toe rail and bolted through the deck. These bases often crack due to corrosion between the aluminum and the stainless steel:
® Starboard 4 & 5 and Port 4 & 5 all show either starting of cracks or cracks. These should be replaced for life line security.
+ Three other stanchions are bent but still acceptable.
® All of the forward life line swage fittings were found cracked. All must be replaced. The aft section life lines did not show visible cracks but do show some rusting and should be monitored for cracking (consider replacing them all).
Stainless steel guard rails port and starboard of the mast appear sound and secure.
Hatches and Portholes:
Gaia forehatch good except typical light crazing on plexi.
Gaia vent hatches on deck forward good except typical light crazing. Solar vent on head compartment hatch.
* Two hatches in cockpit (over aft cabin) have the Plexiglas loose and it needs to be replaced.
8 opening Gaia aluminum portholes on topsides appear good.
Sliding Plexiglas companionway hatch appears good.
Four fixed Plexiglas main cabin house portlights appear good and have canvas covers.
+ There is some typical minor cracking of the plexi around the screw fasteners. The sealing mastic does not appear to be fully sealing on the bottom edge of the starboard portlight. This may allow some water leaks inside if heavy waves wash the deck.
+ Two dorade type cowl vents at the base area of the mast appear in good condition however the plastic is very weathered on the surface.
Dodgers and Canvaswork:
Cockpit dodger appears in good condition. Could use some cleaning and light polishing of clear panels.
Make unknown. Large stainless wheel with leather cover. Pedestal appears sound and secure.
Two 1 ½” drains aft end of cockpit drain through below waterline through-hulls.
+ Drains need cleaning out.
® Drain seacock valves frozen – need to be freed up.
Other Exterior Notes:
Kato aluminum dinghy davits mounted on aft deck. These appear in very good condition and well mounted with plywood backups. The falls appear very good.
+ The water fill fitting and the fuel fill fitting are about 2” apart. Spills from one or the other may contaminate the other – be certain the caps are clean before opening the fill and that the caps are tight.
Waste outlet port side deck good.
+ Cabin house paint is getting weathered and dull – similar to topside paint and may be about the same age. Due to the teak overlay on top and the large portlights the paint of the cabin house is not very noticeable.
Cockpit has removable cushions (stored below) and a nice teak grating on the cockpit sole (in very good condition).
+ There are some ugly old holes at the engine instrument panel – probably from old instruments etc.
Bruce 33KG on stainless steel bow roller.
Danforth 35H in anchor locker.
Two rodes, both have about 15’ of 3/8” chain
¾” three strand nylon rode about 250’ in good condition.
¾” three strand nylon rode about 250’ in fair condition.
Nilsson vertical capstan with motor below decks and controlled by foot switch on foredeck. There is a limit switch in the aft cabin compartment behind the engine.
* The windlass was not operating. The reason is not known. There may be a control breaker for it but none was found when inspecting the vessel. The windlass motor shows some rust but that is fairly typical. The solenoid switch connections were fairly rusted. The limit switch connections were quite rusted however. The system should be overhauled and preferably there should be a master breaker to shut the system down.
Kenyon extruded aluminum mast and boom. Double airfoil type spreaders on welded aluminum mounts. Mast is stepped on the keel. Mast is mainsail furling type with a mainsail roller furling unit.
The mast appears in good condition with no apparent dents or damage. The spreaders and mounts appear good from deck level. The masthead appears good from deck level.
+ There is typical paint peeling or light corrosion under the paint in places on the mast and boom.
* The in mast mainsail roller furling unit is currently not operational. There is no mainsail currently on it and the swivels were found seized up and they could not be moved. The furling control line was found broken. Reportedly the owner could not furl the main the last time it was used and had to cut the mainsail down to get it off. The reason for the jammed up furling unit is not known. The unit probably needs to be disassembled and fully inspected by a qualified rigger familiar with this unit. This is the first generation of these in-mast roller furlers and they reportedly can be problematic.
Mast step and support:
The mast is stepped on an aluminum step that is bolted to a heavy mahogany plank that is lag fastened to “floor” timbers going across the hull. The mast step appears in good condition with little apparent corrosion. It appears sound and secure. The heavy mahogany plank appears very good and may be newer. It appears sound and secure but see below.
* The “floor” timbers appear to be originally plywood timbers that are fully fiberglassed over and glassed to the hull. However, it appears that four of them have been “added to” by placing apparently an oak plank along side the originals and then glassing this plank over onto the originals. This may have been done when the mast step plank was replaced (assumed). Two of these added planks are warping and pulling away, cracking and loosening the fiberglass. A third one is cracking and starting to go.
It is assumed that these additions were done to “beef up” the mast step support area. Unfortunately the materials were not proper (oak plank). This thickening of the original floors may have been done to increase the attachment area of the mast step plank lag screws. These lags may go into the area that is now splitting away. Access underneath is very limited and it cannot be seen. The “added” sections should be properly repaired. While the original floors still appear in good condition, they do appear rather light compared to the robust quality of the remainder of the vessel. The added sections do improve the strength of this area – as long as they are properly done. They should be rebuilt with marine plywood properly fiberglassed and tabbed to the hull with epoxy resins. It does appear that the vessel can sail with the present arrangement but I would limit it to normal summer coastal sailing. It should be corrected for offshore sailing.
Consider using a heavy bracket through bolted to the floors and then the mast step plank as opposed to lag screws down into these relatively thin floors.
The forestay goes to a heavy stainless steel stemhead fitting that appears in good condition and well secured.
The backstay chainplate is a stainless steel strap that is bolted to the transom and has aluminum bar backups behind. There is a plywood knee fiberglassed to the transom here that shows some loose tabbing but this does not appear to be from damage or rig stress. The plywood appears very light duty.
The shrouds are taken to heavy stainless steel deck fittings that are through bolted to similar fittings underneath the deck. Stainless steel rods or cables then connect these to a heavy apparently steel fitting fiberglassed into the hull laminate. The main or cap shroud inside chainplate assembly is fully boxed in with cabinetry and cannot be seen. The lower shroud chainplate assemblies can be seen.
® The port main or cap shroud chainplate deck fitting shows a crack across the fitting between the two pin holes and another smaller one at the top of the fitting. This fitting must be pulled and fully investigated and repaired or replaced as needed.
® The port and starboard lower chainplate inside assemblies have a stainless steel rod with welded end fittings. The end fittings show cracking and rusting consistant with possible crevis corrosion. These are very suspect and need to be removed and fully tested for cracking or crevis corrosion. Repair or replace as needed.
® The cabinetry around the main chainplate lower section should be removed and the assembly fully inspected.
® Due to one of the exterior chainplate fittings having a crack and the suspect nature fo the lower assemblies, they should all be removed, inspected closely and rebedded as they are also leaking into the interior.