PAUL HOMER HonFIIMS

Marine Consultant
“ Homeward ”, 33 The Plateau, Warfield Park, Bracknell, Berks, RG42 3RH.
Tel/Fax: 01344 891415 Mob: 07836 224605 E-mail: paul.homer@ntlworld.com

BASIC STRUCTURAL CONDITION

SURVEY REPORT ON :-

"un-named" Fairline 47 Targa

The following survey was carried out on instructions received from :-

Mr. P A Homer of 33 The Plateau, Warfield Park, Bracknell, Berks RG42 3RH.

LOCATION : This vessel was surveyed ashore on the hardstanding at Fairline

Southampton, Hamble River Boatyard, 296 Bridge Road, Swanwick, Southampton,
Hampshire on Wednesday, 25th February 2015. The weather conditions were dry.

PREPARATION FOR SURVEY : No parts of the craft were dismantled and no bolts
were drawn for inspection. No attempt was made to open up or prove machinery or
systems. The electrical installation was not examined in detail, only switch tested.

INACCESSIBLE AREAS : I have not inspected the mouldings, woodwork or other

parts of the structure which were covered, unexposed or inaccessible and I am
therefore unable to report that any such part of the structure was free from defect.

SCOPE OF SURVEY : To inspect just the main structure of the hull of the vessel for
purchase and valuation purposes, excluding the engines and all other areas and items
unless specifically mentioned. This report does not confirm whether or not the boat
complies with the European Recreational Craft Directive (RCD) or the Boat Safety
Scheme (BSS) unless specifically stated.

RECOMMENDATIONS : The recommendations are intended to be only a guide to

rectification work, more detailed information can be supplied if required.

SPECIFICATION :
Fairline Targa 47 Gran Turismo. HIN :- GBFLN11000C506.
L.O.A. :- 14.78m (48’ 5”) Beam :- 4.02m (13’ 2”) Draft :- 1.05m (3’ 6”)
Construction :- Glass Reinforced Plastic (G.R.P.)
Powered by :- twin Volvo D9-575 EVC diesel engines.
Year built :- circa 2005.

The above particulars, although presumed correct, have not been verified and their
accuracy cannot therefore be guaranteed.

Homer Marine Ltd. trading as Paul Homer – Marine Consultant

Registered Office : Communication House, Victoria Avenue, Camberley, Surrey, GU15 3HX. Reg No : 5200173
 Page 2 of 12

HULL - BELOW WATERLINE :-

Random areas of antifouling were scraped back to the gelcoat in order to check for any
blistering or other signs of osmosis. No evidence of osmotic blistering or wicking was
found in the prepared areas.

The hull was also examined in the prepared areas for any evidence of serious damage,
major repairs or stress cracking/crazing. None was found.

The craft was fitted with a bow thruster. The tube was firmly glassed in the hull and the
edges of the apertures were well sealed.

The fibreglass moulded exhaust outlets were free from damage.

Random moisture meter readings were taken, with a Sovereign Moisture Meter, on
both port and starboard sides of the hull below the waterline. These readings indicated
a low to moderate moisture content.

Random hammer tapping was carried out over this area of the hull to check for any
evidence of separations or voids in the fibreglass. The soundings were considered
satisfactory.

The vee of the hull, spray rails and chines were in good condition with no evidence of
any serious damage or repairs.

The antifouling was smooth and newly applied.

RECOMMENDATIONS :-

Touch in the antifouling where necessary.

UNDERWATER GEAR :-

The skin fittings and water scoops/strainers were visually inspected and appeared to be
in serviceable condition but the strainers fitted to the inlet skinfittings had been
antifouled over restricting the water flow. The paddlewheel for the log was free.

The craft was fitted with electric trimtabs. The stainless steel plates were securely
mounted to the transom and the electric rams were firmly secured. The rams were
tested and found to be operative. The anodes bolted to the plates were serviceable but
showing 20% wastage.

The bow thruster was firmly mounted centrally but the 5-bladed plastic propeller was
chipped and damaged. The anode fitted to the unit was serviceable and showing only
10% wastage. The bow thruster was tested and found to be operative.

The craft had been fitted with a stern thruster. The fibreglass casing was free from
damage and the unit was firmly mounted and the twin 5-bladed plastic propellers were
free from damage. The anodes bolted to the propellers were showing 50% wastage.
The unit was tested and found to be operative.
 Page 3 of 12

The 'P' brackets were securely mounted to the hull and free from damage and the
cutlass bearings were serviceable.

The 45mm stainless steel shafts were in serviceable condition and ran true but were
coated in marine growth.

The 24 x 32 handed 4-bladed Bronze propellers were firmly secured with nuts and tag
washers and free from any serious damage but the port side propeller was loose on the
shaft and the propellers were coated in marine growth.

The Bronze rudders were firmly secured and free from damage. No excessive play
was noted in the rudder tubes.

The sacrificial anodes bolted to the underside of the hull were showing 40% wastage.

RECOMMENDATIONS :-

Clean the marine growth off the shafts and propellers and clean the antifouling off the
strainers.

Replace the damaged propeller for the bow thruster.

Remove the loose propeller and replace the worn keyway.

Replace the wasted anodes.

HULL - WATERLINE TO GUNWALES :-

The white gelcoat of this area was found to be in good condition with no evidence of
any serious damage or stress cracking. A couple of minor scratches and abrasions
were noted but these were considered to be superficial. The100mm silver grey and
10mm blue tapered adhesive stripes were well secured but a little scuffed.

The blue gelcoat, from the sheerline knuckle to the strake, was also found to be in good
condition with only minor scratches and abrasions but some small gelcoat repairs had
been carried out in this area over the years. These were sound and well matched.

The stainless steel framed portholes were securely fastened and free from damage.
The engine vents with stainless steel grills and plastic surrounds were free from
damage.

The fibreglass moulded bathing platform was in fair condition but the port stern quarter
and the centre section of the platform had suffered impact damage. These areas had
been repaired but there was a small hairline stress crack in the port side wing section,
just above the strake, and the repair to the centre section was poorly fashioned and the
gelcoat had been painted over. Some blistering and voids were also noted in the
centre section between the strake and the teak decking (dinghy garage door). These
areas required some remedial treatment.

The stainless steel rubbing band with black rubber insert fitted across the centre
section and side wings of the platform was well secured and in good order.
 Page 4 of 12

The platform had been Teak laid. The decking was sound and well sealed but a little
worn and ridged.

The stainless steel bathing ladder was firmly mounted in the starboard side of the
platform and the hatch over the ladder was intact and in good order.

The starboard side transom hatch gave access to the aft end of the engine
compartment. The transom shower and deck wash were sited in the step below the
hatch. These were well installed and the units were tested and found to be operative.

The two 240 volt input sockets and trip fuses were sited above the step moulding.
These were well installed and operative.

RECOMMENDATIONS :-

Remake the poor repairs to the bathing platform and grind out and repair the blistered
section of the dinghy garage door.

GUNWHALE STRAKE :-

The stainless steel gunwhale strake with black rubber insert was firmly secured over
the joint of the hull and superstructure and in good order.

SUPERSTRUCTURE :-

The white gelcoat of this area was in good condition with no evidence of any serious
damage but a little dull and dirty. There were no signs of any serious stress cracking or
crazing in the toerails or decks.

The rope locker moulding on the starboard side of the forward coachroof was in good
order. The port side locker was not in use and the hatch was sealed.

The aft end of the side decks and the stern section had been Teak laid. The decking
was sound and well sealed.

There was a hatch on the foredeck giving access to the chain locker. The catch on the
hatch was broken. This area was inspected and no structural damage was noted. The
bondings of the bulkhead were sound and intact.

The anchor was firmly stowed on the bow roller and the chain was well tethered. The
electric windlass was securely mounted to the foredeck. The unit was switch tested
and found to be operative via the deck switches and console.

The white anodised aluminium framed escape hatch and deck light were firmly secured
into the superstructure and free from damage. The forward and side screens had been
‘hot sealed’ into the moulding. These were firmly secured and intact.
 Page 5 of 12

The fibreglass moulded hardtop, electric sliding sunroof and radar arch were firmly
secured and free from damage but the rubber seal along the forward edge of the
hardtop moulding was worn. The starboard side cover moulding above the forward
screen was star crazed. This was considered to be cosmetic damage.

The bow and side rails, cleats and other deck fittings were firmly secured but the white
plastic coating on the safety wires was cracked and some rusting was noted on the
wiring. The fuel deck fillers were correctly labelled.

The material of the cockpit hood was in fair condition but a little green and dirty. The
stitching was sound but the window sections were a little marked and several of the
securing poppers were broken. There was also a tear around the popper on the
starboard side lower section of the hood.

The mattresses for the forward sunbed (stowed in the dinghy garage) were free from
damage but a little marked.

The dinghy garage was sited below the aft sunbed. The electrically operated hydraulic
lifting rams for the hatch were tested and found to be operative. The inner moulding
was inspected and found to be free from damage and in a clean condition.

The electric winch for Rib retrieval and the garage lights were tested and found to be
operative.

RECOMMENDATIONS :-

Replace the broken catch.

Replace the worn seal.

Replace the damaged safety wires.

Clean and repair the cockpit hood. This would benefit from replacement in the near
future.

Clean and polish this area of the hull.

INTERIOR :-

The interior layout of the craft consisted of a master cabin forward with a double berth
and an en-suite toilet compartment on the port side. There was a galley aft of this on
the port side with a dinette with U shaped seating opposite and an aft cabin with twin
berths athwartships and an en-suite toilet compartment on the port side.

There was no evidence of any serious water leaks from the hatches or portholes at the
time of survey but some of the portholes, especially in the saloon, had been leaking at
some time and the linings below were a little rust marked. A quantity of condensation
was evident on the hatches.
 Page 6 of 12

The blinds, mosquito nets, carpets and upholstery were in a good and clean condition.

The leathercloth head and side linings were well secured and intact. The lacquered
woodwork of the interior was sound and free from any serious water damage but a
couple of the side panels had bloomed slightly, especially at the back of the galley and
above the TV. The catches on the doors and cupboards were operative.

The interior lights were tested and found to be operative apart from the aft starboard
side light in the forward cabin. The Samsung & Sharp flat screen TVs in the saloon
and forward cabin were firmly mounted but untested. The extractor fan in the galley
was operative.

The Seafire 1kg. dry powder fire extinguishers on board the craft were fully pressurised
but out of service date.

Forward cabin:

This cabin was fitted with a central double berth with a wardrobe on the starboard side.

The forward hatch in the base of the berth gave access to the oil reservoir for the bow
thruster. The oil was up to an adequate level. The aft hatch gave access to a large
storage area. The berth moulding was found to be sound and intact but no access was
gained to the internal structure in this area. The gas struts for the hatch were
serviceable.

The hatch in the cabin sole gave access to the Sidepower SP95TI bow thruster and an
automatic fire extinguisher. The bow thruster tube was firmly glassed in the hull and
the motor was firmly mounted horizontally and adequately supported. No leaks were
evident from the seal. The Seafire fire extinguisher was fully pressurised but out of
service date.

The internal structure of the hull was inspected in this area where possible. No
structural damage or repairs were noted and the bondings of the stringers, bearers and
bulkhead were sound and intact. The bilges were dry but a little dirty due to wear on
the carbon brushes of the bow thruster.

En-suite toilet compartment:

This fibreglass moulded, Mica lined compartment was fitted with a Vacuflush electric
toilet piped to a holding tank/sea, a hand basin and a shower cubicle. The moulding
was intact and free from damage and no movement of the unit was noted. The Avonite
type work surface was in good order.

The Teak sole panel was sound and free from damage.

The toilet was firmly mounted but the warning light on the toilet flush was ‘on’. The
system could not be fully tested as the water system was drained down. The door on
the shower cubicle was free from damage and slid well. The extractor fan was
operative.
 Page 7 of 12

Galley / Dinette:

The galley was fitted with twin sinks, a Plastimo 2-ring electric hob, a Sharp microwave
and a large Isotherm refrigerator/freezer. The galley unit was free from damage and no
movement of the unit was noted. The Avonite type work surface was in good order and
well sealed.

The appliances were securely mounted and the hob, microwave and refrigerator /
freezer were switch tested and found to be operative. The hoses and jubilee clips for
the sink waste were well secured and in serviceable condition.

The Teak sole panel was in good order and free from damage.

There was a lined storage locker in the galley sole. The moulding was clean and free
from damage but no access was gained to the internal structure of the hull in this area.

The dinette area was well appointed and in a clean condition.

There were two reverse cycling air conditioning/heating units sited below the forward
and aft sections of the dinette seating. These were well installed and no leaks were
evident but some rust staining was noted in the drip trays. This was considered to be
due to condensation on the coils and was not deemed to be of a serious nature. The
units were untested as the craft was ashore at the time of survey. The lockers below
the seating had been lined out and no access was gained to the internal structure in
this area.

The 24volt DC and 240volt AC master switches were sited in the cupboard above the
dinette. These were well installed and the circuits were tested and found to be
operative. The control panel for the Onan generator was also sited in this area. The
unit was well installed but untested.

The hinged steps up to the cockpit gave access to a lined storage locker. This was
clean and free from damage.

There were two hatches in the dinette sole. The forward hatch gave access to the grey
water discharge sump for the shower and sinks, the outlet toilet seacocks (ballcock
type) and the diverter valves and a bilge pump with automatic float switch. The
discharge sump was firmly mounted and the pipes were well secured and no leaks
were evident. The toilet seacocks and diverter valves were free and operative and the
hoses were well secured. The bilge pump was tested and found to be operative.

The aft hatch gave access to two sections of the centre bilge. The forward section
contained the inlet seacock (ballcock type) and the filter and water pump for the air
conditioning units. The air conditioning pump was firmly mounted but the seacock was
seized and the joint on the filter had been leaking and the filter was suffering from
minor corrosion. There was a 6mm bolt with a penny washer (for the strainer) in the
hull adjacent to the seacock. This was tight and well sealed and no leaks were evident.
The aft section contained the enclosed shower box and the water pump and
accumulator. The shower box was firmly mounted and in good order. The water pump
was operative and no leaks were evident from the pipework but the pump would not
pressurise (due to the system being drained down).
 Page 8 of 12

The internal structure of the hull was inspected in the above areas where possible. No
structural damage or repairs were noted and the bondings of the stringers, bearers and
bulkhead were sound and intact. The bilges were clean but the forward bilge contained
a small amount of water.

Aft Cabin :

This cabin was fitted with two single berths athwartships and a wardrobe and an en-
suite toilet compartment on the port side.

The hatch in the forward bulkhead gave access to the 240volt AC and 24volt DC trip
switches. These were well installed and intact.

The fibreglass moulded holding tank, discharge pump and outlet seacock (ballcock
type) were sited below the aft berth. The tank was firmly mounted and the hoses were
well secured. The seacock was free and operative and the hose was in good order.
The in-line discharge pump was free from corrosion but untested.

The fibreglass moulded water tank was sited below the forward berth. This was firmly
mounted and no leaks were evident.

Limited access was gained to the internal structure below the berths. Where inspection
was possible, no structural damage was noted and the bondings were sound and
intact. The bilges were clean and dry.

The fibreglass moulded, Mica lined en-suite toilet compartment was fitted with a
Vacuflush electric toilet, a hand basin and a shower cubicle. The moulding was intact
and free from damage and no movement of the unit was noted. The Avonite type work
surface was in good order.

The Teak sole panel was sound and free from damage.

The toilet was firmly mounted and the unit was tested and found to be operative.

The door on the shower cubicle was free from damage and slid well.

RECOMMENDATIONS :-

Clean the rust staining off the trim below the portholes.

Repair the faulty light.

Service/replace the fire extinguishers.

Re-commission the water system and check out the fault on the toilet flush.

Free off the seacock for the air conditioning pump and clean the corrosion off the
leaking joint.

Dry the bilges.

 Page 9 of 12

COCKPIT :-

The acrylic door into the interior fitted and secured well but was stiff to slide. The
integral concertina blind was in good order but the side slides for the blind were broken.

The dark blue gelcoat of the console and the white gelcoat of the cockpit area was in a
good condition and free from any serious damage but there were four holes in the
moulding adjacent to the bilge pumps where an item of equipment had been removed.

The cockpit sole had been Teak laid. The decking was sound and well sealed.

The helm's and navigator’s seats were sited on the starboard side with curved seating
opposite. There was also an aft cockpit area with circular seating on the starboard
side, a wet bar and BBQ on the port and a large sunbed aft over the dinghy garage.
The leathercloth of the seating was free from damage. The table was in good order but
loose on the pedestal.

The console was of standard layout and the instruments were switch tested and found
to be operative apart from the two port side forward deckhead lights. The engine hour
meters registered Port – 639.9 / Starboard – 639.7. The de-mister switch was broken
and the system was untested. Some slight play was noted in the helm’s wheel. This
was not considered to be excessive but should be checked during sea trials.

The Raymarine E120 Radar/Plotter, Autopilot, Log and Depth Sounder were also
switch tested and appeared operative but their accuracy could not be assessed at this
time. The log/depth sounder unit was loose in the console moulding.

There was also a Fusion MS-NRX200 radio mounted in the console. This was
operative.

The fuel shut offs and the pull cables for the hand operated fire extinguisher were sited
in the starboard side alcove. These were well installed but untested.

The electric sun roof was tested and found to be operative.

There were no signs of any water leaks from the forward or side screens.

The wet bar consisted of a small sink, a De Dietrich electric BBQ, an Isotherm
refrigerator and ice maker and a wet locker with drain. The gas strut supporting the
hatch over the sink and BBQ was serviceable. The appliances were switch tested and
found to be operative but the door on the icebox in the refrigerator was broken. The
sink moulding was free from damage.

There were two hand bilge pumps mounted in the port side panel. These were dry
tested and appeared operative.

The switches for the dinghy garage, low level lights, cockpit lights, underwater lights
and garage lights were mounted in the port side panel by the door out to the bathing
platform. These were tested and found to be operative but the switch for the cockpit
lights was faulty.
 Page 10 of 12

The switch panel for the Benzoni passerelle (mounted below the companionway sole)
was also sited in the port side panel. The passerelle was tested and found to be
operative but there was no guard rail fitted to the platform.

The fibreglass moulded door out to the companionway and bathing platform fitted well
but the catch was sticking and would not lock easily.

RECOMMENDATIONS :-

Adjust the door into the interior and repair the concertina blind.

Tighten the pedestal fitting for the table.

Replace the de-mister switch, repair the cockpit lights and faulty switch and secure the
log/depth sounder unit in the console.

Replace the broken door in the refrigerator.

Fill the holes in the gelcoat.

Adjust/replace the catch on the door out to the bathing platform.

ENGINE COMPARTMENT :-

Access to the engine compartment was gained through the hatch in the cockpit sole
and through the starboard side transom hatch adjacent to the dinghy garage.

The craft was fitted with twin Volvo D9-575 diesel engines (D9A-423Kw) – serial nos:
Port engine –2009018555/ Starboard engine –– 2009018556. These were firmly
mounted on rubber mounts bolted to the engine beds but were not part of my brief and
therefore not inspected or reported upon at this time.

The two main engine seacocks (ballcock type) fitted in the hull and the four engine
seacocks (ballcock type) in the balance tank were stiff to operate. The hoses were well
secured and the strainers were clean but there was a pinhole in the weld on the port
side of the balance tank. This had been leaking. The bilge pump with automatic float
switch also sited in this area was tested and the pump was found to be operative but
the float switch was inoperative.

The inlet seacock for the generator was also fitted in the bottom of the balance tank.
The hose was well secured and the seacock was free and operative.

The aluminium fuel tanks were sited one on either side. These were firmly mounted
and had been insulated. Where inspection was possible, no serious corrosion or leaks
were noted. The fuel lines and changeover valves mounted on the forward bulkhead
were well secured and no leaks were evident from the pipework.

The Webasto central heating unit was mounted on the starboard side of the forward
bulkhead. This was well installed and the unit was tested and found to be operative.
No fuel leaks were evident.
 Page 11 of 12

The shaft seals, the earth bonding carbon brushes and shaft couplings were inspected
and found to be in serviceable condition. The log and transducer mounted adjacent to
the shaft seals were well installed and no leaks were evident from around the units.

The aft section of the engine compartment contained the exhaust hoses and mufflers
on either side, the Onan generator mounted centrally, the calorifier, hydraulic pumps for
the dinghy garage and passerelle on the port side, the batteries, battery charger and a
fire extinguisher on the starboard side and the steering gear and stern thruster motor
aft.

The rubber exhaust hoses and fibreglass moulded mufflers were free from damage and
no leaks were evident.

The 9.5kva Onan generator was firmly mounted and well installed but the unit was not
tested as the craft was ashore. The engine hour meter registered - 191.6. The rubber
exhaust hose and muffler for the generator were firmly secured and in good order. The
outlet seacock (ballcock type) for the unit was firmly mounted in the aft bilge. The
seacock was free and operative and the hose was well secured.

The calorifier was firmly mounted and no leaks were evident from the pipework. The
hydraulic pumps for the dinghy garage hatch and passerelle were firmly mounted and
no leaks were evident from the hoses or joints. The manual/automatic FD900M fire
extinguisher was fully pressurised but out of service date.

The six heavy duty 180Ah batteries (four Varta and two Exide) were correctly boxed
and the leads and terminals were tight and free from corrosion but their age and
condition was unknown.

The battery master switch link box and the two Side Power master switches were
mounted on the starboard side. These were in good order and operative.

The rudder stocks were firmly glassed in the hull and the rudder arms and tie bar were
well secured and free from corrosion. The hydraulic steering ram and the pump for the
autopilot were firmly mounted and free from any serious corrosion. No leaks were
evident from the pipes or seals. The stern thruster was firmly mounted centrally and
the unit was well installed and no leaks were evident.

The aft hatches in the sole gave access to the bolts securing the ‘P’ brackets and
anodes. These were tight and free from corrosion and the earth bonding wires were
intact.

The internal structure of the hull was inspected where possible in the above areas. No
structural damage or repairs were noted and the bondings of the engine beds, stringers
and bearers were sound and intact. The bilges contained a small amount of water.

RECOMMENDATIONS :-

Free off and service the seacocks.

Weld up the pinhole in the balance tank.

Repair the float switch on the bilge pump.

 Page 12 of 12

Service the fire extinguisher.

Dry the bilges.

CONCLUSIONS :-

The hull of this craft was found to be in a good and sound condition and free from any
structural damage or osmotic blistering but the bathing platform moulding and dinghy
garage door were damaged and required some attention. The internal bondings where
inspection was possible were sound and intact.

The other defects found at this time were mainly of a cosmetic or service nature apart
from the loose propeller, the damaged bow thruster propeller and safety wires, the
worn cockpit hood, the seized seacocks and the pinhole in the balance tank. If the
above recommendations are carried out the craft should continue to give good service.

Any liability is to the above client only and not to any future holder of this survey report
and this report is a statement of fact ascertained at the time of the survey.

25th February, 2015.

Paul A. Homer
HonFIIMS