i have removed names of inspectors and so forth it is the same vessel
it had others issues that are not mentioned in this report.
this boat can and could be repaired ..but would TAKE serious $$$
File #03365514DECK Date: March 3, 2014
REPORT OF DECK INSPECTION
OF THE WILDCAT 350
This is to certify that at the request of the attending surveyor
did, on February 26, 2014, attend an onboard inspection of the deck
and a cursory overview of the balance of the vessel described below, where she lay afloat at the docks at a private residence in St. Petersburg, Florida
Information regarding the inspection is contained within the body of the report. The purpose of this inspection was to determine the general condition and estimated present day market value of this vessel. Abbreviations are used in this report to identify marine
related agencies and organizations that have established standards that should or must be followed. These are: United States Coast Guard (USCG), the American Boat and Yacht Council (ABYC), and the National Fire Protection Association (NFPA).
The following is a report of the examination and findings.
TYPE VESSEL: 35' Wildcat 350 Auxiliary Catamaran
: Prime Boating
Cats S.A. Ltd., Durban, South Africa***
For 2 hulls Inc. Ft. Lauderdale, Florida
YEAR: *** Hull
identification number indicates model year 1999
IDENTIFICATION NUMBER: XHIOW011H999
: 34'6" BEAM: 23'0"
: 11,000 lbs. DRAFT
The vessel, a Wildcat 350 is a Jeff Schionning design, built from molds of cored fiberglass
construction in South Africa
for both the private yacht and charter
yacht markets. The subject vessel, is a four stateroom example of this model. The United States Coast Guard documentation
records does not list the year of construction but the hull identification number indicates that she is a 1999 model year.
The vessel is currently found listed for sale
on Yachtworld where the specification sheet shows that she has new Yanmar diesel
engines and saildrives with less than 25 hours of use.
An inspection of the hull was made: visually, by walking on, with a sounding mallet and with a moisture meter. In each case the determination was that there are serious problems to be dealt with.
Visually, the cosmetic condition of the deck is poor; dirty and green with mold
and, or mildew. A closer shows plant life has taken root where the track for the trampoline is secured to the hull. A closer look at the deck surface shows that the original gelcoat
has been coated over with grit textured paint
and that this paint
has been applied over both the molded non-skid panels
and what was formerly smooth gelcoat
. The grit textured paint is flaking and peeling off indicating poor preparation of the surface prior to painting. In several areas there were round spots that appeared to repaired drill holes; perhaps indicating that the deck had been drilled and injected with resin to stiffed it.
Under foot, the deck has give to it in numerous areas indicating either a separation between the fiberglass
lamination and the core
material or that the core
material (bulsa wood according to information in the Sailor's Multihull
Guide) has decayed or, most likely booth. The most obvious areas were on port and starboard side decks outboard
of the cabin
house, on centerline forward of the mast
and on the cockpit
The sounding mallet produced a variety of sounds, again indicating that there were areas where the laminate and core were not bonded and others that strongly suggest decayed core material. The amount of square footage of suspect problem areas increased under the mallet. The cockpit
sole, both side decks, the center area of the deck forward of the mast
, both bow areas including where the mooring cleats
are mounted and the transom steps
Moisture meter readings were taken on the areas where the soundings suggested problems and elsewhere and indicated wide spread moisture intrusion issues with the deck of this vessel. On the starboard bow, the fiberglass laminate was fractured below the mooring
ANALYSIS OF FINDINGS AND RECOMMENDED ACTION
It is the opinion of the undersigned that the cosmetics condition of the deck of this vessel is in need of extensive preparation and complete refinishing. This work should be undertaken only after the structural issues with the deck have been attended to.
Non-destructive testing has, through several methods, produced strong overlapping indicators of substantial issues with the structural integrity of this deck. It is the opinion of the undersigned that this deck is not a candidate for the drilling and filling approach to repair but will require cutting through the outer layers of fiberglass laminate and into the core area to allow the decayed core to be removed and replaced and the and the delamination
between the core and fiberglass laminate to be properly re-bonded. This will be a costly and time consuming process and the job should only be attempted by qualified professional technicians.
It is almost certain the scope
of needed repairs
will be found to be greater once the deck is cut into but the amount of work may be minimized by beginning the cuts in the softest areas of the deck and working from there out until what may be still good core material is found.
These projected repairs
will be costly and were not the only areas requiring work that were observed when aboard. The stern compartments were flooded to a depth
of 12" to starboard and 8" to port with bilge
pumps that were not working. The sails
and running rigging
were also covered with mildew. A thick coating of marine
growth is evident o the bottom. A market analysis of the present day value of this vessel in her current
condition, the cost of repairs and the projected value when repaired should be done before deciding what repairs to undertake.
The afore stated information is both factual, gathered by firsthand inspection and analysis based on the opinion of the undersigned. No responsibility is assumed for defects in the hull, deck, any machinery, or any equipment
latent or otherwise. Attending surveyor
, representatives or agents are not to be held responsible for any error of judgment, default, negligent omission, inadvertent misrepresentation or misstatement in any report. No guarantee or warranty is expressed or implied.
Respectfully submitted by,