GENERAL INFORMATION

HAILING PORT OF VESSEL: “ASTRAEA” – SAN FRANCISCO CA
YEAR/MAKE/MODEL OF VESSEL: 1981 CHEOY LEE 41 KETCH
DESIGNER & BUILDER: RAY RICHARDS FOR CHEOY LEE – HONG KONG ROC
DIMENSIONS: LENGTH : 40′ 11″ BEAM: 12′ 05″ DRAFT: 6′ 00″
DISPLACEMENT: 21,300 LBS. – DRY BALLAST: 8,700 LBS

TANKAGE:
FUEL: 90 GAL.
WATER: 75 GAL
HOLDING: 36 GAL
HULL MATERIAL: SOLID LAMINATED FIBERGLASS
ENGINEMAKE&MODEL: 2010 WESTERBEKE 44hp DIESEL

Interior Photos

Once inside, immediately to port is the navigation station. The nav station seat is the bottom of two at sea quarterberths. Forward of that is the galley.

The interior is covered in teak veneer and gives the boat a classic yachting feel and looks great.

PURCHASE SURVEY:

GENERAL INFORMATION

TYPE & DATE OF SURVEY: PRE PURCHASE CONDUCTED ON JANUARY 22, 2012

PREPARED FOR: MR. NATHAN L. KRAFT

NAME & HAILING PORT OF VESSEL: “ ASTRAEA ” – SAN FRANCISCO CA
YEAR/MAKE/MODEL OF VESSEL: 1981 CHEOY LEE 41 KETCH
DESIGNER & BUILDER: RAY RICHARDS FOR CHEOY LEE – HONG KONG ROC
DIMENSIONS:
LENGTH : 40′ 11″
  BEAM:… 12′ 05″
DRAFT:…… 6′ 00″
DISPLACEMENT: 21,300 LBS. – DRY BALLAST: 8,700 LBS
TANKAGE:
FUEL: 90 GAL.
WATER: 150 GAL.
HOLDING: 20 GAL.
HULL MATERIAL: SOLID LAMINATED FIBERGLASS
ENGINE MAKE & MODEL: 2010 WESTERBEKE 44 hp DIESEL
LOCATION DURING SURVEY: HARTGE YACHT YARD, GALESVILLE MD
DOCUMENTATION #: SIGHTED ON DOCUMENTATION PAPERS

VALUATION
THE VALUE IS DERIVED CONSIDERING THE EXTENT OF THE NECESSARY ADJUSTMENTS AND CONDITION OF THE VESSEL. A REASONABLE TIME IS ALLOWED FOR EXPOSURE ON THE OPEN MARKET. REFERENCE IS MADE TO THE B.U.C. AND NADA PRICE GUIDES. CONSIDERATION IS ALSO GIVEN TO LIKE VESSELS THAT ARE EITHER FOR SALE OR HAVE BEEN RECENTLY SOLD. GIVEN A WILLING BUYER AND SELLER, A MARKET VALUE OF $ 82,000.00 SHOULD BE REALIZED FOR THIS VESSEL.

GENERAL REMARKS
CHEOY LEE IS ONE OF THE OLDEST AND MOST RESPECTED YARDS IN THE FAR EAST. THE OFFSHORE 41 WAS DESIGNED AND BUILT TO LLOYDS 100 STANDARDS WITH THE INTENTIONAL USE OF EXTENDED CRUISING AND LIVE ABOARD. THE TRADEMARK TEAK DECKS AND PLENTIFUL TEAK INTERIOR ADD TO HER CLASSIC APPEAL.
“ASTRAEA” WAS PURCHASED BY HER PRESENT OWNERS IN 2005 WHO GAVE HER A TOTAL REFIT OVER THE NEXT TWO YEARS. THE REFIT IS FULLY DOCUMENTED UNDER THE SITE “CHEOYLEE41.COM/THE_REFIT.HTML” AND INCLUDES BUT IS NOT LIMITED TO:
BARRIER COATING THE BOTTOM, NEW SAILS, REBUILDING THE MASTS, NEW STANDING AND RUNNING RIGGING, NEW INSTRUMENTS, NEW HEAD, NEW ENGINE, NEW RUNNING GEAR AND NEW UPHOLSTERY. THE ENGINE WAS REPLACED WITH A NEW ENGINE IN 2010 AND HAS SEEN APPROXIMATELY 50 HOURS OF OPERATING TIME SINCE THEN. WORK WAS DONE BY “SVENDSEN’S BOATWORKS” IN CALIFORNIA AND WAS COMPLETED TO A HIGH MARINE STANDARD.
ALL THE SYSTEMS THAT COULD BE OPERATED WITH THE VESSEL ON LAND AND DECOMMISSIONED WERE FOUND TO BE IN GOOD WORKING ORDER. THE ENGINE STARTED IMMEDIATELY FROM A COLD START AND APPEARS TO BE RUNNING WELL. THE INSTALLATION AND SURROUNDING MACHINERY IN THE ENGINE COMPARTMENT HAVE BEEN WELL ENGINEERED. INSPECTION OF THE HULL FOUND IT TO BE SOUND BUT AS IS COMMONLY FOUND THE TEAK DECKING HAS REACHED THE END OF IT’S LIFE EXPECTANCY. ADDRESSING THIS ISSUE CAN BE A SIGNIFICANT UNDERTAKING AS THE PLYWOOD CORE UNDERNEATH THE TEAK MAY BE COMPROMISED AND NEED REPLACING. THE INTERIOR TEAK LINER UNDER THE WINDOWS AND AREAS AROUND THE OUTBOARD EDGES OF THE LINER SHOW DISCOLORATION FROM DECK LEAKS OF WHICH SOME MAY BE RELATED TO THE CONDITION OF THE DECKING.
THE SAILS SHOW VERY LIGHT USE AND THE STANDING RIGGING IN GOOD REPAIR. THE MIZZEN MAST HAS JUST UNDERGONE REPAIRS BUT THE MAIN MAST IS SHOWING A SMALL AREA OF SOFT WOOD AND ELEVATED MOISTURE READINGS AROUND THE BASE. IT NEEDS TO BE SHIPPED AND ANY COMPROMISED WOOD ADDRESSED. THERE ARE A NUMBER OF MAINTENANCE RELATED ITEMS THAT WERE NOTED IN THE FINDINGS SECTION OF WHICH MOST CAN BE READILY ADDRESSED.

OVERALL:
THE TOTAL REFIT WITHOUT REGARD TO COST HAS DEFINITELY BREATHED NEW LIFE INTO “ASTRAEA”. AT THIS POINT, THE ONLY MAJOR EXPENDITURE WILL BE ADDRESSING THE TEAK DECKS. TACKLING THE LEAKS AND REFURBISHING ANY INTERIOR JOINERY CAN ADDRESSED OVER TIME. THE EXTENT OF THE SOFT WOOD AT THE BASE OF THE MAIN MAST CAN ONLY BE DETERMINED ONCE THE MAST IS PULLED AND INVASIVE INSPECTION PERFORMED. ANY THIRTY YEAR OLD VESSEL WITH EXTERIOR TEAK AND SPRUCE SPARS WILL NEED LOVING OWNERS AND ONE WHO IS PREPARED TO GET THEIR HANDS DIRT AS THERE WILL ALWAYS BE A “TO DO” LIST.

OVERALL VESSEL RATING: VERY GOOD

FINDINGS AND RECOMMENDATIONS

ESSENTIAL: THEY AFFECT THE SAFETY OF THE VESSEL AND CREW
NONE FOUND.

ESSENTIAL: THEY ARE MANDATORY IN ORDER TO COMPLY WITH U.S.C.G. REGULATIONS OR DEEMED ESSENTIAL BY THIS SURVEYOR.
1. THE FOLLOWING USCG SAFETY EQUIPMENT REQUIREMENTS ARE NOT IN COMPLIANCE: ADDRESS:
A) THE STARBOARD BOW NAVIGATION LIGHT DOES NOT FUNCTION. ALSO, THE STERN LIGHT WAS NOT VISIBLE. CHECK AGAIN AFTER THE SHRINK WRAP IS REMOVED.
B) THE DAY NIGHT SAFETY FLARES HAVE PASSED THEIR DATE OF EXPIRATION. REPLACE.
C) AN OIL POLLUTION PLACARD WAS NOT SIGHTED (33 C.F.R. 25.35.1)
D) A MARPOL WASTE DISPOSAL PLACARD WAS NOT SIGHTED. (33 C.F.R. 151.59)
E) DOCUMENTATION NUMBERS WERE NOT SIGHTED PERMANENTLY AFFIXED TO THE VESSEL IN A READILY VISIBLE LOCATION OF THE INTERIOR AS REQUIRED. 
2. AN AREA OF SOFT WOOD WAS NOTED ON THE LOWER SIX INCHES OF THE MAIN MAST ON THE PORT FORWARD CORNER. ALSO, ELEVATED MOISTURE METER READINGS WERE NOTED ON BOTH SIDES OF THE MAST FROM THE BASE TO SIX INCHES ABOVE THE BASE. THE MAST NEEDS TO NE PULLED AND INVASIVE INSPECTION PERFORMED.

NON ESSENTIAL: THOSE FINDINGS BASED ON THE VOLUNTARY STANDARDS OF THE A.B.Y.C. OR N.F.P.A. AND ALSO EQUIPMENT THAT IS NOT OPERATIONAL. CORRECTION MAY NOT NECESSARILY BE REQUIRED FOR THE SAFE OPERATION OF THE VESSEL.
3. WATER WAS ADDED TO THE BILGE AND THE PUMP TURNED ON AUTOMATICALLY BUT THEN WOULD NOT TURN OFF AFTER THE BILGE WATER WAS PUMPED OUT. CHECK FLOAT SWITCH AND CONNECTIONS. NOTE: THE PUMP CAN BE OPERATED MANUALLY WITH THE SWITCH AT THE NAVIGATION STATION.
4. THE JENSEN STEREO HAD POWER TO THE UNIT ( POWER BUTTON LIGHT UP ) BUT NOTHING SHOWED ON THE DISPLAY. THE UNIT APPEARS TO NEED SERVICING.

MAINTENANCE RELATED UPGRADES AND IMPROVEMENTS THAT WILL HELP PRESERVE THE RESALE VALUE.
HULL AND DECK
THE TEAK DECKING HAS WORN THIN, SCREW HEADS ARE SHOWING, SOME PLANK ENDS ARE LIFTING AND THE CAULKING IS DRYING UP. THEY HAVE REACHED THE END OF THEIR LIFE EXPECTANCY AND ARE BEYOND ANYTHING THAT CAN BE DONE TO BEING THEM BACK INTO GOOD CONDITION. THIS IS NOT UNCOMMON WITH THIRTY YEAR OLD TEAK DECKS AND THERE ARE MANY OPTIONS ON HOW TO ADDRESS THE SITUATION.
THE RUDDER SHOE IS INTACT BUT IT DOES SHOW SOME SURFACE CORROSION WHICH SHOULD BE REMOVED AND THE AREA INSPECTED. WATER MAY BE INSIDE THE SKEG AND WEEPING OUT OF THE FITTINGS OR ZINC BOLTS. REMOVE THE ZINC AND INVESTIGATE FURTHER
THE EXTERIOR VARNISH IS WORN AND IN NEEDS TO BE STRIPPED AND FRESH COATS APPLIED.

INTERIOR
LEAKS FROM THE WINDOWS AND PORTS HAVE RESULTED IN DISCOLORATION AND IN SOME AREAS, DELAMINATION OF THE TEAK VENEERED PLYWOOD IN THOSE AREAS. WITH THE VESSEL BEING SHRINK WRAPPED, IT WAS NOT CLEAR WEATHER THE LEAKS ARE OLD AND HAVE BEEN ADDRESSED OR ARE STILL PRESENT. THERE ARE OTHER AREAS WHERE LEAKS HAVE DISCOLORED AND LIFTED THE TEAK VENEER. ALL EFFORTS SHOULD BE MADE TO ADDRESS THE LEAKS BEFORE FURTHER DAMAGE TO THE INTERIOR JOINERY TAKES PLACE. NOTE: THE WORN TEAK DECKS MAY BE RESPONSIBLE FOR SOME OF THE LEAKS.

FUEL SYSTEM
THE FUEL IN THE CLEAR BOW SECTION OF THE FUEL FILTER IN CLEAR AND FREE OF CONTAMINANTS BUT THE FUEL IN THE TANK MAY NOT BE QUITE SO GOOD IF IT HAS BEEN IN THERE FOR SOME TIME. MONITOR THE FILTERS CLOSELY AND HAVE THE FUEL POLISHED IF NEEDED.

SANITARY SYSTEM
THE MACERATOR WAS NOT POWERED UP ( SWITCH NOT LOCATED ) AND THE WASTE OVERBOARD SEACOCK IN THE STARBOARD COCKPIT LOCKER NEEDS TO BE SECURED IN THE CLOSED POSITION WHEN INSIDE THREE MILES FROM THE SHORE. THE HEAD INTAKE SEACOCK IS STIFF. FREE UP AND SERVICE IF NEEDED. ALSO, ALL SEACOCKS SHOULD BE LABELED.

GALLEY
THE STOVE BARELY GIMBALS WHEN THE BOAT WOULD BE ON A STARBOARD TACK. ADJUST IF POSSIBLE.
A SAFETY BAR ACROSS THE FROT OF THE STOVE IS ALWAYS RECOMMENDED.

ELECTRONICS
THE C-MAP CHIPS WERE NOT ON BOARD AND ALL THREE GPS UNITS COULD NOT BE PROVEN. THEY ARE PICKING UP A SIGNAL AND SHOWING APPROXIMATE POSITIONS WHICH DOES INDICATES NORMAL OPERATION WITHOUT THE C – MAPS.

ELECTRICAL
THE BATTERIES ARE STACKED SIDE BY SIDE AND SHOULD BE SPACED APART APPROXIMATELY ONE INCH TO ALLOW THEM TO VENT AND STAY COOL. A WORTHWHILE UPGRADE WOULD BE TO INSTALL A NEW 120 VOLT AC AND 12 VOLT DC PANEL IN A READILY ACCESSIBLE LOCATION. A LIGHT OR A VOLTMETER SHOULD BE INSTALLED TO INDICATE THE PRESENCE OF SHORE POWER ON THE VESSEL. RECOMMEND AT LEAST ONE GROUND FAULT TYPE RECEPTACLE BE INSTALLED IN EACH 120 VOLT CIRCUIT. ( HEAD AND GALLEY ARE RECOMMENDED LOCATION )

GROUND TACKLE
TAG THE RODE AT INTERVALS AND REMOVE IT FROM THE LOCKER SO THE BITTER END CAN BE CHECKED TO BE SURE IT IS SECURED TO THE VESSEL

SAILS AND RIGGING
THE CLEAR VARNISHED MAIN BOOM HAS A DARKENED AREA AT THE POINT WHERE THE VANG IS ATTACHED TO IT. ELEVATED MOISTURE READINGS WERE ALSO NOTED AT THAT POINT. INVASIVE INSPECTION IS NEEDED TO DETERMINE THE CONDITION OF THE WOOD AND IF REPAIRS ARE REQUIRED. ALTHOUGH THE STANDING RIGGING WAS REPLACED, THERE WAS NO MENTION OF REMOVING AND INSPECTING THE CHAIN PLATES. RECOMMEND DOING THIS BEFORE ANY OFFSHORE PASSAGE IS CONSIDERED.

SAFETY
THE LIFE RAFT IS DUE FOR ROUTINE SERVICING.
THE RED / GREEN NAVIGATION LIGHTS ARE MOUNTED IN THE HULL BELOW THE RAIL WHICH DOES NOT PROVIDE GOOD VISIBILITY AND RANGE. RECOMMEND INSTALLING NEW AVIGATION LIGHTS ON THE PULPIT WITH INCREASED RANGE.
THE PORTABLE FIRE EXTINGUISHERS DO NOT HAVE A MAINTENANCE TAG ATTACHED AND ARE OVER FIVE YEARS OLD. RECOMMEND REPLACING THE UNITS. NFPA 10 RECOMMENDS MONTHLY INSPECTION BY THE OWNER AND ONE PER YEAR BY A QUALIFIED PERSON ). ALSO, MOUNT THE EXTINGUISHERS LAYING LOOSE IN THE LAZARETTE.

HULL – IN AND OUT OF WATER INSPECTION:

BELOW WATERLINE INSPECTION:

GENERAL CONDITION: VERY GOOD
AVERAGE MOISTURE READING: LOW AND CONSISTENT
DELAMINATION: NO DELAMINATION SOUNDINGS WERE FIRM
PREVIOUS REPAIR: NONE FOUND
BOTTOM PAINT: BLUE – BRAND NOT KNOWN GOOD ADHESION
THRU HULLS: BRONZE SECURE – NO CORROSION
TRANSDUCERS: KNOTMETER & DEPTH SECURE – KNOTMETER IMPELLER TURNING
RUDDER: FOAM FILLED FIBERGLASS IN GOOD REPAIR
STRUT: BRONZE SECURE
RUNNING GEAR: IN GOOD ORDER SEE ” MACHINERY SECTION ” NEXT PAGE
ZINCS: PROP ZINC NEW- SHOE 10 % WASTED SEE BONDING AND ZINCS SECTION

TOPSIDES ( WATERLINE TO RAIL ):
GENERAL CONDITION: NOT VISIBLE FOR INSPECTION
PREVIOUS REPAIR: NOT VISIBLE FOR INSPECTION
SIGNIFICANT MARKS: GEL COAT CRAZING-PORT SIDE CONSIDERED COSMETIC
FAIRNESS / DISTORTION: SURFACE FAIR
THRU HULLS: CHROMED BRONZE INTACT
TANK VENTS: CHROME PLATED BRONZE SECURE – KEEP VENT TANK VENTS MESH CLEAN
HULL / DECK JOINT: BOLTED & BEDDED FLANGE IN GOOD REPAIR
SWIM LADDER: HINGED – STAINLESS STOWED ASHORE

DECKS, CABIN & HARDWARE:
GENERAL CONDITION: VERY GOOD
DELAMINATION OR VOIDS: MANY PLANKS LIFTED IN AREAS
ELEVATED MOISTURE READINGS: NOT TAKEN WITH TEAK DECKING
PREVIOUS REPAIR: NONE FOUND
STANCHIONS / LIFE LINES: STAINLESS / BARE WIRE INTACT – REPLACED IN 2008
CLEATS: STAINLESS SECURE – ADEQUATELY SIZED
DECK FILLS: MARKED ACCORDINGLY LEGIBLE
DECK HATCHES: CUSTOM WOOD HATCHES IN GOOD REPAIR
HAND HOLDS & RAILS: TEAK SECURE – COVERED
WINDOWS/ PORTS: FIXED & OPENING SECURE – NO SIGNS OF LEAKS OR BROKEN GLASS
BIMINI: STAINLESS FRAME GOOD CONDITION
BRIGHTWORK: VARNISH IN FAIR CONDITION

INTERIOR:
GENERAL CONDITION: VERY GOOD
UPHOLSTERY / SEATING: UPHOLSTERY GOOD CONDITION
CABIN SOLE: TEAK & HOLLY GOOD CONDITION
JOINERY: TEAK VENEERED PLY – SOLID TRIM GOOD CONDITION
COUNTER TOPS: FORMICA GOOD CONDITION
SECONDARY BONDING: FIBERGLASS TAPE AND MAT SECURE WHERE SIGHTED
LEAKS: NOT CHECKED FOR LEAKS
BILGE / SUMPS: UNDER ENGINE OILY
LIGHTING: 12 VOLT DC ALL OPERATIONAL

SEACOCKS BELOW W / L:
MAIN ENGINE: BALL VALVE OPERATIONAL – LOCATED AFT OF ENGINE
HEAD INTAKE: BALL VALVE IN GOOD REPAIR BUT NEEDS FREEING UP..
HEAD DISCHARGE: BALL VALVE OPERATIONAL – LOCATED IN COCKPIT LOCKER
SINK DRAINS: BALL VALVES OPERATIONAL – LOCATED NEAR SINKS
SALT WATER: BALL VALVE OPERATIONAL – LOCATED UNDER GALLEY FLOOR
COCKPIT DRAINS: BALL VALVES OPERATIONAL – LOCATED UNDER COCKPIT

HOSE CONNECTIONS: DOUBLE STAINLESS CLAMPS SERVICEABLE

REMARKS:
OUT OF WATER INSPECTION FOUND THE BOTTOM TO BE SOUND WITH NO SIGN OF OSMOTIC BLISTERING, SIGNIFICANT DELAMINATION OR REPAIRS EVIDENT. TYPICAL VOIDS WERE NOTED IN THE AREA OF THE BALLAST WHICH HAVE MOST LIKELY BEEN THERE SINCE CONSTRUCTION. THE ANTIFOULING PAINT HAS GOOD COVERAGE AND APPEARS TO HAVE BEEN APPLIED WHILE THE VESSEL HAS BEEN LAID UP IN THE BOATYARD. ALL THRU HULLS AND TRANSDUCERS APE INTACT AND ALL RELATED SEACOCKS ARE OPERATIONAL EXCEPT FOR THE HEAD WATER INTAKE SEACOCK WHICH NEEDS TO BE FREED UP. THE RUDDER IS IN GOOD REPAIR AND THE RUDDER SHOE INTACT BUT IT DOES SHOW SOME SURFACE CORROSION WHICH SHOULD BE REMOVED AND THE AREA INSPECTED. WATER MAY BE INSIDE THE SKEG AND WEEPING OUT OF THE FITTINGS OR ZINC BOLTS. REMOVE THE ZINC AND INVESTIGATE FURTHER. THE RUNNING GEAR IS IN GOOD ORDER. THE TOPSIDES COULD NOT BE INSPECTED WITH THE VESSEL BEING SHRINK WRAPPED. THE FOUR INCHES OR SO THAT WERE VISIBLE ABOVE THE WATERLINE ON THE STARBOARD SIDE DID SHOW SOME SURFACE COSMETIC GEL COAT CRAZING. ALL THE TEAK DECKING HAS WORN THIN, SCREW HEADS ARE SHOWING AND THE CAULKING IS DRYING UP. THEY HAVE REACHED THE END OF THEIR LIFE EXPECTANCY AND BEYOND ANYTHING THAT CAN BE DONE TO DO TO BRING THEM BACK INTO GOOD REPAIR. THIS IS NOT AN UNCOMMON SITUATION WITH TEAK DECKING OF THIS AGE AND THERE ARE MANY OPTIONS ON HOW TO DEAL WITH THE SITUATION.
ALL CLEATS, STANCHIONS AND DECK HARDWARE ARE IN GOOD REPAIR AND SECURE. BRIGHTWORK IS IN NEED OF REFINISHING. WHERE VISIBLE FOR INSPECTION, NO DEFICIENCIES WERE NOTED WITH THE MAIN INTERIOR BULKHEADS, STRINGERS OR ENGINE BEDS BUT THE WATER DAMAGE HAS AFFECTED THE WOOD UNDER THE WINDOWS AND PORTS AS WELL AS THE SECONDARY BULKHEADS. COSMETICALLY, THE INTERIOR UPHOLSTERY AND JOINERY ARE ALL IN VERY GOOD CONDITION.

MECHANICAL

ENGINE MAKE: 20010 – 44 hp WESTERBEKE DIESEL MODEL 44B
ENGINE SERIAL #: NOT SIGHTED ON ENGINE
HOURS ON METER: 311 SHOWING ON METER POSSIBLE HOURS OFF ORIGINAL ENGINE IN 2008
TRANSMISSION: HURTH SHIFTED
FLUIDS: ENGINE, TRANSMISSION OIL & WATER LEVELS FULL – OIL DIRTY
ENGINE BEDS: FIBERGLASS OVER WOOD FORM SECURE TO HULL
ENGINE MOUNTS: FLEXIBLE / INSULATED IN GOOD REPAIR
RISERS AND MANIFOLD: NO LEAKS EVIDENT. SEE ” SEA TRIAL ” FOR OPERATING TEMPS
OIL LEAKS: NO LEAKS SIGHTED
EXHAUST: RAW WATER COOLED ELBOW AND HOSES IN GOOD REPAIR
MUFFLER: STAINLESS IN GOOD REPAIR
COOLING WATER INTAKE: BALL VALVE OPERATIONAL
WATER STRAINER: BRONZE / REMOVABLE MESH SERVICEABLE
CONTROLS: TELEFLEX MECHANICAL LEVER & CABLE SMOOTH THROTTLE – POSITIVE SHIFTING
ENGINE ALARM: HIGH TEMPERATURE & LOW OIL PRESSURE BUZZER SOUNDED – AUDIBLE AT HELM
BELTS: ENGINE, ALTERNATOR AND WATER PUMP GOOD CONDITION & TIGHT
SHAFT COUPLING: DIRECT BOLTED FLANGE INTACT
SHAFT PACKING GLAND: BRONZE PACKING NUT WITH HOSE COUPLING IN GOOD REPAIR- CHECK AFTER LAUNCHING
SHAFT: 1 1/4 ” STAINLESS-STANDARD TAPER GOOD CONDITION WHERE VISIBLE
PROPELLER: (3) BLADED BRONZE- CUPPED AT TIPS IN GOOD REPAIR
CUTLASS BEARING: BRONZE SLEEVE / RUBBER INSERT IN GOOD REPAIR

REMARKS:
THE ENGINE WAS NEW IN MARCH OF 2010 ( REPLCING ONE INSTALLED IN 2008 ) AND THE INSTALLATION IS IN OVERALL GOOD ORDER. THE COMPARTMENT IS WELL ORGANIZED AND THE ENGINE IS READILY ACCESSIBLE FOR SERVICING FROM ALL SIDES. THE SHAFT, PROPELLER AND CUTLASS BEARING WERE REPLACED IN 2008. BATTERY VOLTAGE WAS A LITTLE LOW ( 11.7 VOLTS) THEREFORE CRANKING SPEED WAS ALSO A LITTLE SLOW BUT IT STARTED IMMEDIATELY FROM A COLD START . INSTRUMENTS INDICATED NORMAL OIL PRESSURE, CHARGING VOLTAGE AND OPERATING TEMPERATURE. IT REVVED UP AND SHIFTED EASILY. 

FUEL SYSTEM

FUEL TANKS: (2) – 50 MID – 40 AFT ( SPECIFIED) INTACT WHERE VISIBLE
MANUFACTURERS LABEL: NOT SIGHTED ON TANKS
FUEL GAUGE: ELECTRIC GAUGE
FUEL FILL HOSE: NOT VISIBLE FOR INSPECTION CONNECTION AT DECK NOT VISIBLE
DECK FILL: LABELED ” DIESEL ” CORRECTLY LABELED – MONITOR GASKET
FILL GROUNDED: METER SHOWED LESS THAN 3 OHMS MEETS USCG REQUIREMENTS (33 CFR 183.572)
VENTS HOSE. ½” HOSE – DRAINS OVERBOARD TOPSIDES SERVICEABLE
FUEL SHUTOFF: VALVE LOCATED AT TANK SERVICEABLE
FILTERS: DUAL RACOR 75 / 500 FGX FILTER / WATER SEP. FITTED WITH SWITCHING VALVES
FUEL LINES: USCG TYPE A1 AND SEAMLESS COPPER CORRECTLY ROUTED AND SUPPORTED

REMARKS:
IT SHOULD BE NOTED THAT THE ABILITY TO INSPECT FUEL TANKS WAS LIMITED DUE TO THEIR LOCATION. THE FORWARD TANK IS REPORTED TO BE 50 GALLONS AND THE AFT TANK 40 GALLONS. WHERE VISIBLE, THE TANKS AND FUEL LINES APPEARED IN GOOD REPAIR. THE FUEL IN THE CLEAR BOWL SECTION OF THE RACOR FILTERS WAS CLEAN AND CLEAR. THE DUAL FILTER WITH VALVES ALLOWS THE FILTERS TO BE SWITCHED WHILE UNDERWAY. A PRESSURE GAGE MOUNTED BETWEEN THE FILTERS INDICATES WHEN THE FILTERS ARE GETTING CLOGGED AND DUE TO BE REPLACED. 

STEERING

STEERING TYPE: RACK & PINION – PEDESTAL SERVICEABLE – MANUFACTURE NOT KNOWN
LOWER GEARS: BRONZE IN GOOD REPAIR AND WELL GREASED
QUADRANT: BRONZE – STOPS INSTALLED INTACT
RUDDER TYPE: FOAM FILLED – FIBERGLASS SHELL IN GOOD REPAIR – SURFACE UNEVEN – FEW VOIDS
RUDDER PACKING GLAND: BRONZE PACKING NUT WITH HOSE IN GOOD REPAIR
EMERGENCY TILLER: NOT SIGHTED ACQUIRE IF NOT FOUND

REMARKS: ALL PORTIONS OR THE SYSTEM APPEAR IN GOOD REPAIR. GREASE FITTING ARE INSTALLED ON THE PEDESTAL AND ON THE LOWER BEARING.ACCESS TO THE GEAR BELOW IS DIFFICULT BUT POSSIBLE.

 SANITARY SYSTEM

TYPE OF TOILET: RARITAN PH II MARINE HEAD PUMP FUNCTIONS
INTAKE SEACOCK: BRONZE VALVE IN CLOSEST SERVICEABLE – UNABLE TO OPERATE – SERVICE
O.B. DISCH. SEACOCK: 1 ½” BRONZE BALL VALVE OPERATIONAL
WASTE HANDLING: ALUMINUM TANK SERVICEABLE – TANKAGE NOT KNOWN
MACERATOR PUMP: JABSCO 12 VOLT NOT OPERATED
TANK LEVEL MONITOR: NONE SIGHTED RECOMMENDED
SHOWER WATER PUMP: SUBMERSIBLE PUMP / FLOAT SWITCH INSTALLED AFT OF WATER HEATER
GRAY ( SINK ) WATER: DRAINS DIRECTLY OVERBOARD THRU HULL ABOVE WATERLINE

REMARKS: THE HEAD WAS WINTERIZED AND THEREFORE NOT FULLY TESTED. THE PUMP ( 2008) WAS OPERATED AND IT DID MOVE SOME OF THE ANTIFREEZE IN THE BOWL. THE RELATED WASTE HOLDING SYSTEM COMPLIES WITH CURRENT COAST GUARD STANDARDS ( 33 CFR 159 ). WASTE CAN BE DIRECTED INTO THE HOLDING TANK OR DIRECTLY OVERBOARD DEPENDING ON THE POSITION OF THE “Y” VALVE IN THE LOCKER BEHIND THE HEAD. DEPENDING ON THE POSITION OF THE SECOND “Y” VALVE LOCATED IN THE COCKPIT LOCKER, WASTE IN THE TANK CAN BE REMOVED ASHORE THROUGH THE DECK FITTING OR PUMPED OVERBOARD WITH THE MACERATOR LOCATED IN THE COCKPIT LOCKER. THE SINK DRAINS DIRECTLY OVERBOARD. THE SHOWER WATER DRAINS TO A SUMP IN THE BILGE WHICH HOUSES THE PUMP ( NOT TESTED AT THIS TIME BUT THE SUMP APPEARS RECENT).

 GALLEY & POTABLE WATER

STOVE: FORCE 10 PROPANE – (3) BURNER / OVEN FUNCTIONING
SAFETY BAR: NONE SIGHTED RECOMMENDED
PROPANE LOCKER: SEALED AND VENTED OVERBOARD IN GOOD REPAIR
PROPANE TANK: 10 LB – HORIZONTAL TYPE IN GOOD REPAIR
FUEL REMOTE SHUT OFF: SOLENOID IN LOCKER – SWITCH IN GALLEY FUNCTIONING
PROPANE LINES: APPROVED TYPE IN GOOD REPAIR WHERE VISIBLE
EXTINGUISHER AVAILABLE: 10-BC READILY VISIBLE GAUGE INDICATES CHARGED
WATER TANKS: 150 GALLON TOTAL INSPECTION LIMITED TO TOP OF TANK
GRAY ( SINK ) WATER: DRAINS DIRECTLY OVERBOARD THRU HULL ABOVE WATERLINE – SECURE
WATER DELIVERY:
SUREFLOW PUMP – REINFORCED HOSE POWERED UP
SALT WATER FOOT PUMP UNABLE TO TEST WITH BOAT ON LAND
HAND PUMP APPEARS TO BE FUNCTIONING
HOT WATER SYSTEM: (9) GALLON RARITAN – APPEARS RECENT NOT PROVEN – 120 VOLTS NOT AVAILABLE
REFRIGERATION: TECHNAUTICS – 110 AND ENGINE DRIVEN NOT PROVEN – 120 VOLTS NOT AVAILABLE

REMARKS: THE STOVE AND RELATED PROPANE SYSTEM IS IN GOOD ORDER AND FUNCTIONING. THE STOVE WILL NOT SWING (GIMBALL) VERY FAR WHEN ON A STARBOARD TACK AND APPEARS IT CANNOT BE ADJUSTED. A SAFETY BAR ACROSS THE FRONT OF THE STOVE IS RECOMMENDED. THE REFRIGERATOR IS ONE OF THE SYSTEMS THAT WAS NOT UPGRADED DURING THE REFIT BUT WAS REPORTED TO HAVE BEEN CHARGED UP LAST SEASON AND IS FUNCTIONING. THE FRESH WATER PUMP WAS POWERED UP BUT NO WATER WAS AVAILABLE IN ORDER TO PRESSURIZE AND FULLY TEST OUT THE SYSTEM. THE PUMP, PRESSURE ACCUMULATOR AND HOSES APPEAR RECENT.

ELECTRONICS

COMPASS: BINNACLE MOUNT SERVICEABLE
VHF: ICOM IC -504 WITH COCKPIT REMOTE OPERATIONAL
DEPTH SOUNDER: B & G POWERED UP
KNOTMETER: B & G POWERED UP
AUTOPILOT: NAVICO + SPARE NOT TESTED – STOWED IN LOCKER
GPS / CHART / RADAR: FURUNO 1824 C – COLOR 24 MILE OPERATIONAL – NO LOCAL CHIP
GPS / CHART PLOTTER: FURUNO GD 1720 NAV NET2-C OPERATIONAL
GPS / CHART PLOTTER: FURUNO GP 1650 COLOR IN OWNERS CABIN OPERATIONAL
C MAPS: NOT AVAILABLE REPORTED STOWED ASHORE

REMARKS: THE ELECTRONICS WERE POWERED UP AND FOUND TO BE OPERATING NORMALLY ( DEPTH AND SPEED COULD NOT BE TESTED WITH THE VESSEL OUT OF THE WATER). C-MAP CHIPS WERE NOT AVAILABLE FOR TESTING.

ELECTRICAL

12 VOLT DC SYSTEM

BATTERIES:
(4) AGM SERIES 31- HOUSE SECURED – TESTED AVERAGE
(1) AGM SERIES 31 – ENGINE SECURED – TESTED AVERAGE
CABLES & CONNECTIONS: CABLES ADEQUATE SIZE CONNECTIONS CLEAN & SECURE
ELECTRICAL PANEL: CUSTOM WITH BREAKERS SERVICEABLE – POORLY SITUATED
MONITORING DEVICES: NEWMAR DIGITAL VOLTMETER FUNCTIONING
DISCONNECT SWITCH; PERKO (3) POSITION IGNITION PROOF SERVICEABLE
BATTERY CHARGER: XANTREX TRUCHARGER 20 NOT TESTED
ALTERNATORS: HIGH OUTPUT CHARGING
WIRING: 600 V. STRANDED COPPER WHERE SIGHTED BUNDLED AND SECURED

120 VOLT AC SYSTEM

SHORE POWER: SINGLE 120 V / 30 AMP SERVICE SERVICEABLE – CORD IN GOOD CONDITION
ELECTRICAL PANEL: CUSTOM WITH BREAKERS ( ORIGINAL) SERVICEABLE – POORLY LOCATED
MONITORING DEVICES: NONE REQUIRED
MAIN BREAKER: DOUBLE POLE ON BULKHEAD SERVICEABLE
POLARITY INDICATOR: NONE SIGHTED
AC OUTLETS: THREE CONDUCTOR NOT TESTED
GALVANIC ISOLATOR: PRO MARINER INSTALLED
WIRING: 600 V STRANDED COPPER WHERE SIGHTED SECURED & BUNDLED – CONNECTIONS CLEAN

REMARKS: THE ELECTRICAL SYSTEM HAS BEEN ALMOST TOTALLY REWIRED USING CURRENT USCG STANDARDS. UNFORTUNATELY, THEY DID NOT MOVE THE MAIN ELECTRICAL PANEL TO A MORE CONVENIENT LOCATION OR BETTER YET, INSTALL A NEW MAIN PANEL SIMILAR TO THE 12 VOLT DC SUB PANEL. THE DC SYSTEM CONSISTS OF FOUR SERIES 31 AGM BATTERIES WIRED IN PARALLEL ( AMPLE POWER ) AND A SEPARATE ENGINE STARTING BATTERY. BREAKERS ARE DIVIDED BETWEEN THE MAIN PANEL AND THE SUB PANEL WHICH HANDLES ALL NAVIGATION LIGHTS. THE BATTERY CHARGER ( RECENT ) IS INSTALLED IN THE STARBOARD QUARTERBERTH CLOSET AND A HIGH OUTPUT ALTERNATOR WITH BALMAR REGULATOR CHARGES BATTERIES WHEN THE ENGINE IS OPERATING. SHORE POWER WAS NOT AVAILABLE THUS THE BATTERY CHARGER WAS NOT TESTED. THE 120 VOLT AC SYSTEM CONSISTS OF A DOUBLE POLE MAIN BREAKER AND INDIVIDUAL BREAKERS LOCATED ON THE ORIGINAL ELECTRICAL PANEL.

BONDING SYSTEM AND ZINCS

BONDING: THE BONDING SYSTEM IS IN FAIR CONDITION WITH SOME C CONNECTIONS NEEDING TO BE CLEANED OR TIGHTENED. THE MAIN BONDING CONDUCTOR IS SOLID COPPER WHICH IS ACCEPTABLE BUT DIFFICULT TO WORK WITH. A NUMBER 8 STRANDED COPPER IS USUALLY THE BONDING WIRE FOUND ON VESSELS AS RECOMMENDED BY ABYC E2-.5.9.2. ZINCS ARE INSTALLED AND THEIR CONDITION NOTED AS FOLLOWS.

ZINCS INSTALLED: % WASTED
SHAFT: NEW
RUDDER SHOE: 10 %

GROUND TACKLE

MAIN ANCHOR: 45 LB CQR SECURE ON STAINLESS ROLLER
RHODE: 400 ‘ OF 3/8 in HIGH TEST CHAIN WELL SUITED FOR VESSEL’S DISPLACEMENT
ATTACHED TO VESSEL: NOT INSPECTED REMOVE ALL CHAIN & INSPECT BITTER END
SHACKLES: GALVANIZED – STAINLESS SWIVEL SERVICEABLE
ANCHOR LOCKER: BELOW DECK AND UNDER BERTH DRAINS TO BILGE
ANCHOR WINDLASS: SIMPSON LAWRENCE 555 MANUAL FUNCTIONING BUT STIFF
DOCKING EQUIPMENT: MISCELLANEOUS LINES & FENDERS ADEQUATE

ADDITIONAL ANCHORS:
FORTRESS ( IN LOCKER ) DISASSEMBLED
DANFORTH 22 WITH RODE STOWED IN COCKPIT LOCKER
60 LB CQR STOWED IN ANCHOR LOCKER

REMARKS: THE GROUND TACKLE VERY WELL SUITED FOR A VESSEL OF THIS DISPLACEMENT GIVEN NORMAL WEATHER CONDITIONS, GOOD HOLDING AND ACCEPTED ANCHORING PRACTICES. THE ALL CHAIN RODE FOR THE MAIN ANCHOR WAS NOT REMOVED FROM THE LOCKER AND THIS SHOULD BE DONE SO IT CAN BE THOROUGHLY INSPECTED, AS THE ORIGINAL ANCHOR LOCKER IS TOO SMALL FOR ALL THE RODE, A PORTION OF THE CHAIN RUNS THROUGH A CONDUIT TO THE SPACE UNDER THE V BERTH. THE RODE SHOULD BE TAGGED AT INTERVALS AND CHECKED THAT THE BITTER END IS SECURED TO THE VESSEL.

BILGE PUMPS 

BILGE PUMPS: ELECTRIC SUBMERSIBLE WITH AUTO FLOAT SWITCH FUNCTIONING MANUAL & AUTOMATIC
BILGE PUMPS MANUAL: HENDERSON / HANDLE IN COCKPIT LKR FUNCTIONING
ANTI SIPHON LOOPS: LOOPED ON DISCHARGE SERVICEABLE
AUTOMATIC FUNCTION: NOT PROVEN PUMP SHOULD BE WIRED DIRECT TO BATTERY
HIGH WATER ALARM: INSTALLED 9 INCHES ABOVE BILGE FUNCTIONING

REMARKS: THE ELECTRIC PUMP WAS CHECKED IN THE MANUAL AND AUTOMATIC POSITIONS AND FOUND TO BE FUNCTIONING. WHEN WATER WAS ADDED TO THE BILGE, THE PUMP TURNED ON AUTOMATICALLY BUT THEN WOULD NOT SHUT OFF ( HAD TO BE TURNED OFF MANUAL WITH THE DEDICATED SWITCH AT THE NAV STATION). THE PUMP SHOULD BE WIRED DIRECT TO THE BATTERY AND THUS OPERATIONAL EVEN WHEN THE MAIN DISCONNECT SWITCH IS TURNED TO THE “OFF” POSITION. THIS WAS NOT PROVEN AND SHOULD BE DONE. THE HIGH WATER ALARM CONSISTS OF A FLOAT SWITCH MOUNTED 9″ ABOVE THE NORMAL LEVEL OF BILGE WATER WHICH SOUNDED AN AUDIBLE ALARM WHICH COULD BE HEARD AT THE HELM WHEN ACTIVATED. A DEDICATED SWITCH AT THE NAV STATION TURNS THE ALARM ON AND OFF.

MAST AND RIGGING

MAST: SITKA SPRUCE PAINTED AWLGRIPPED WHITE-BASE NEEDS ATTENTION
MAST STEP: CUSTOM STAINLESS SHOE ON DECK IN GOOD REPAIR
BOOM: SITKA SPRUCE – CLEAR IN GOOD REPAIR – ONE AREA MAY NEED ATTENTION
MIZZEN MAST & BOOM: SITKA SPRUCE IN GOOD REPAIR
STAYS AND SHROUDS: 1 X 19 STAINLESS SERVICEABLE – NO SIGNIFICANT CORROSION
FURLING GEAR: ON HEAD STAY UNABLE TO INSPECT UNDER SHRINK WRAP
TURNBUCKLES OPEN BARREL CHROMED BRONZE SERVICEABLE
CHAIN PLATES: STAINLESS BARS APPEAR SECURE WHERE VISIBLE
RUNNING RIGGING: DACRON HALYARDS & SHEETS GOOD CONDITION
HALYARDS: DACRON INTERNAL GOOD CONDITION WHERE SIGHTED
MAINSHEET SYSTEM: BLOCKS & TRAVELER TO WINCH SERVICEABLE
BOOM VANG: MECHANICAL SERVICEABLE
LINE STOPPERS: NOTED ON CABIN TOP SERVICEABLE
SPINNAKER POLE: ALUMINUM IN GOOD REPAIR – SECURE ON SIDE DECK
WINCH HANDLES: (4) SIGHTED – VARIOUS HOLDERS SERVICEABLE
WINCHES:
PRIMARY: (2) – CHEOY LEE # 29 SERVICEABLE
SECONDARY: (2) – CHEOY LEE # 23 SERVICEABLE
MAIN HALYARD: (1) – CHEOY LEE # 25 SERVICEABLE
MIZZEN HALYARD: (1) – CHEOY LEE # 10 SERVICEABLE

REMARKS: THE MAST AND RIGGING WERE INSPECTED FROM DECK LEVEL ONLY AND MOSTLY FROM THE DECK TO THE TOP OF THE SHRINK WRAP ENCLOSURE. THE DECK STEPPED MAIN MAST HAS BEEN PAINTED WHITE AND APPEARS IN GOOD REPAIR OTHER THAN THE LOWER SIX INCHES OF THE BASE. AN AREA OF SOFT WOOD WAS NOTED ON THE FORWARD PORT SIDE AND ELEVATED MOISTURE METER READINGS WERE NOTED ON THE LOWER SIX INCHES. THE MIZZEN WAS REBUILT IN 2007 AND REPAIRED AGAIN IN 2011. THE CLEAR VARNISHED MAIN BOOM HAS A DARKENED AREA AT THE POINT WHERE THE VANG IS ATTACHED. IT NEEDS INVASIVE INSPECTION TO DETERMINE THE CONDITION OD THE WOOD IN THAT AREA. THE STANDING RIGGING ( REPLACED IN 2008 ) APPEARS IN GOOD CONDITION. ALL HARDWARE AND WINCHES ARE SECURELY BEDDED WITH ADEQUATE BACKING.

SAILS

MAIN SAIL: ” LEE ” – DACRON – 2006 VERY GOOD CONDITION
GENOA: ” LEE ” – DACRON – UV STRIP – 2006 VERY GOOD CONDITION
MIZZEN: ” LEE ” – DACRON – 2006 VERY GOOD CONDITION
SAIL COVERS: MAINSAIL VERY GOOD CONDITION

REMARKS: SAILS WERE NOT HOISTED FOR INSPECTION WITH THE VESSEL BEING ON LAND BUT WERE INSPECTED FOR GENERAL CONDITION. ALL THREE SAILS WERE CUSTOM MADE BY LEE SAILS IN 2006 AND SHOW VERY LIGHT USE.

SIGNIFICANT ADDITIONAL EQUIPMENT

JENSEN COCKPIT STEREO RECEIVER WITH SIX DISC CHANGER POWERS UP – NO DISPLAY
FLAT SCREEN TV NOT TESTED
ACR GLOBAL FIX PRO WITH GPS
AUTOPILOT NOT TESTED – CHECK BATTERY EXPIRATION DATE
WINSLOW 6 PERSON LIFE RAFT LAST SERVICED IN 2009 – DUE FOR INSPECTION
CLOCK & BAROMETER IN GOOD REPAIR
CARBON MONOXIDE DETECTOR SERVICEABLE
BOSONS CHAIR AND MAST CLIMBER IN GOOD REPAIR
BIMINI, DODGER AND AWNING IN VERY GOOD CONDITION
EIGHT 12 VOLT FANS ALL FUNCTIONING
MANUALS AND NUMEROUS SPARE PARTS STOWED IN VARIOUS LOCATIONS
INFLATABLE DINGHY AND OUTBOARD MOTOR

USCG SAFETY REQUIREMENTS : 39.5′ – 65′ ( CLASS 3 )

DOCUMENTATION #: DOCUMENTATION PAPERS ON BOARD, NUMBERS NOT SIGHTED FIXED TO VESSEL YES REQUIRED – MUST BE ON BOARD
P.F.D.’s ( LIFE JACKETS )
4 -TYPE II ADULT
5 – TYPE III INFLATABLE
THROWABLE DEVICE:
LIFE SLING
THROW RING
PORTABLE FIRE EXTING:
4 CLASS 1A – 10 BC
VISUAL DISTRESS SIG:
3 DAY NIGHT FLARES – EXPIRED
SOUND DEVICE:
CANISTER AIR HORN
NAVIGATION LIGHTS:
SIDE – STARBOARD OUT
STERN – CANNOT SEE LIGHT DUE TO SHRINK WRAP
BOW
ANCHOR – UNABLE TO DETERMINE DUE TO SHRINK WRAP
TRICOLOR OPTIONAL FOR OFFSHORE WORK
OIL POLLUTION PLACARD & TRASH DISPOSAL PLAN: VISIBLY POSTED
MARPOL WASTE DISPOSAL PLAN PLACARD: VISIBLY POSTED IN GALLEY AREA
VENTILATION: NATURAL

History

Here’s the story of Astraea’s name, as told by Richard (Dick) Sanders, the original owner:

Actually, we named our first sailboat, a 28′ Pearson Triton sloop, Astraea. That was in the early 1960s. So after all these many years, memories do fade.  Anyhow, here is what I remember about the name.

I had been a power boater.  Then, an acquaintance asked me to take a ride out to Catalina in his sailboat (my first time aboard a sailing vessel).  While on this trip, he told me a story about his brother-in-law who had sailed his boat, named Astraea, down to Mexico and was never heard from again, presumably lost at sea.

I was so taken with rag sailing that I sold my Chris Craft and bought the sloop, naming her Astraea (seemed like a perfect name for a sailboat). When we moved up to the Cheoy Lee ketch, we named her Astraea as well.

Dick Sanders sent me some original photos of Astraea. She’s beautiful straight from the factory. He sailed her in San Francisco Bay and if it got too windy, just dropped the main and sailed with the jib and mizzen.

I purchased Astraea in February 2012 from Robert Moon. He had her shipped from San Diego, California after a missed Baja Haha start because of engine failure to Annapolis, Maryland. I shipped her back West from Annapolis to San Diego. These are .pdf documents and the hyperlinks do not work.

Astraea’s story from 2009 on Blogspot
Astraea’s story from 2010 on Blogspot

Astraea underwent a major refit from 2006-2010. These are .pdf documents and the hyperlinks do not work. Below is Rob’s info on the refit:

The Refit of a Classic Cheoy Lee 41 Phase 1
The Refit of a Classic Cheoy Lee 41 Phase 1B
The Refit of a Classic Cheoy Lee 41 Phase 1B Continued
The Refit of a Classic Cheoy Lee 41 Phase II
The Refit of a Classic Cheoy Lee 41 Phase 3
The Refit of a Classic Cheoy Lee 41 Phase 3 Continued
Bright Work