After over 2 years of battling with the manufacturer the owner has “had enough “and offers Andando for sale in “as is where is” condition.
*** ALL OFFERS CONSIDERED ***
The owner ordered a Maverick 400 to charter and to comply with NZ certification.
Maverick did comply with some aspects ,but failed to build according to the design approved plans and NZ Maritime requirements.
The owner is unable to use Andando for charter and as such has no use for this boat.
Launched in June 2011 . Andando sailed via Panama to NZ .
Days after departing Cape town Andando started to crack up and among other failures the entire internal paint blistered !
Andando has been in various stages of repair since it’s arrival in NZ and as such has only been used for Approx 6 months by the owner.
Current State of Andando
Some of the structural faults ( the main masthead bulkhead was found to be not attatched to the hull on one side ) have been repaired .
The waterbased house paint that was used has been completely stripped and re -done .
But over 100 internal /external cracks still exist and the owner has not accepted the warranty has been fulfilled and the parties remain in dispute .
Yachtfinders Global have been satisfying the needs of our customers for many years and as such full disclosure and survey reports are available.
1. Following this inspection, it is my opinion that the sailing catamaran “Andando” was not constructed to a standard which would satisfy Maritime New Zealand’s safe ship management system obligations in terms of general operation in all conditions, furthermore it was noted by the design approver that the vessels global structure was only just acceptable for limited operation in term of wind speed and wave height.
2. This opinion is based on discussions with persons associated with the approval and build process required for commercial vessel operation in New Zealand and the repairs required when the vessel arrived in New Zealand following its voyage from South Africa on its own bottom.
3. It is reported that in some areas, repairs were required due to structural bonding which had been omitted during the vessels construction which would indicate that the quality assurance required during this sailing catamarans construction was not of a satisfactory standard for a MNZ compliant construction.
4. Much of the gelcoat cracking appeared to be due to stress resulting from flexing rather than “an application of the gelcoat” or a moulding removal process problem at the time of construction or localised impact damage (in these instances there was no evidence of impact damage to the cracked gelcoat).
5. Other workmanship issues including the base of the structural mast bulkhead in both hulls appearing to be poorly fitted and bonded with random holes cut through this bulkhead which allows the possibility of structural specification diminution in this area.
6. To paraphrase a comment from the design approval Co, “given the calculations undertaken, the global structural design of this sailing catamaran barely complies with what is required for a sailing catamaran which is to be certified to operate commercially” and given the questions surrounding the as built construction, the sailing catamaran may in fact, not meet this standard.
7. It is my considered opinion that this sailing catamaran would require a substantial stripping and rebuild to ensure compliance with Maritime New Zealand plan approval requirements and the validation of these requirements, which would include stripping the interior, assessing all laminates and effecting repairs where required.
During this inspection it became apparent that many areas of cosmetic gelcoat cracking were evident with the major gelcoat cracking being noted in the following areas,
a On the port side of the cockpit sole.
b Around the port side cockpit seat bases and coamings.
c Around the starboard side helm seat structure and the coaming outboard of the helm.
d Outboard of the port and starboard forward hull deck hatches.
e Fairing filler is cracked in the fairing around the core on the underside of the anchor winch locker covering hatch.
f Around the port side aft cabin engine hatch step.
g Around the starboard side helm seat coaming above the cockpit sole.
a Under the aft port hull rail seat.
b At the aft end of the port side cockpit coaming.
c Starboard of the centreline of the forward cabin top roof at the aft end of the centreline non-skid panel.
4. Many deck fittings including handrails, vents and switches appeared loose with moisture under them.
This situation is undesirable as any unsealed core allows the possibility that moisture can ingress these areas.
5. All mooring cleats appeared loose.
6. The cabin access sliding doors not appear to have a positive stop fitted.
7. No life lines have been fitted across the forward beam.
8. The boarding ladder was unable to be secured in the up position.
9. They aft bulkhead located cabin windows appear to be leaking.
It is reported that the interior of much of this vessel had been repainted prior to Christmas 2013, however it is my opinion that this painting and the edge finish in particular, is poor and not of a quality required by a professionally built and finished vessel.
It is reported that the South African manufacturer inspected the vessel prior to repairs being started and I am aware the manufacturer re inspected the vessel at the conclusion of the repair process.
The following observations are made,
1. Several corners of the interior galley cupboards have cracked.
2. Many areas of edge sealing between panels such as the sink bench upstand and around window coaming’s to internal surfaces have been sealed after construction with the sealer being of contrasting colour and poorly applied.
3. Many areas of bonding securing locker door frames and access door frames to internal bulkheads and panelling appears poorly done with variable gap thicknesses being filled.
4. It would appear that vessel flexing since building has allowed many of the frames and fixtures to move and subsequently the majority of the frame joints have opened up.
5. Several areas of gelcoat cracking were noted with the larger areas noted below,
a around the port forward compartment bilge access panel.
b around mouldings in the port hull shower.
6. Cracking was evident in the bulkhead to sole corner, starboard cabin forward compartment.
7. The sole joint to the hull, starboard cabin outboard mid-compartment, has broken.
8. One, above the waterline, overboard discharge skin fitting through into the tunnel in the starboard forward cabin has broken and the open through hull fitting will allow water to enter the boat in any rough water condition.
9. The DC bilge pump in the port aft cabin sump has not been secured to the hull.
10. Both port and starboard engine batteries in the engine compartments are not secured and battery box lids have not been fitted.
11. A crack was evident in the partition to sole cleat in the starboard hull toilet.
12. The electrical switch panel access which is located in the starboard aft cabin provided access to the back of both D/C and A/C switches.
This access panel was not locked nor was there a protective shield over the A/C switches would have prevented human contact with the 230 V available at these switches.
The situation is considered extremely dangerous and does not comply with either CE or international 230 V instillations.
Maverick 400 Catamaran - Andando as it arrived in NZ.
Maverick 400 Catamaran - Andando 2014 Exterior
Maverick 400 Catamaran - Andando 2014 Interior
Maverick 400 Catamaran - Cracking
Cnr Beaumont St & Westhaven Dr Westhaven