Southern Ocean 62 - Boats For Sale

With a base in Phuket and Langkawi, you can own this vessel and have a holiday home in two of the worlds best playgrounds!! Listed on the British Shipping register, home port Jersey, and with full clear title. She is also now equipped and licensed for charter in Malaysia, and can be sold (if wanted) with a charter arrangement that covers all her annual running costs including a professional skipper and crew, plus some over, for just 5 months work in Langkawi each year. This Southern Ocean 62 has been fastidously maintained and has been extensively refitted. Has sailed my yacht many thousands of miles with just one crew, including through the Eastern Mediterranean, Suez and down the Red Sea, and also from South Africa right across the Indian Ocean to Thailand.
Full spec sheet available, please email us for details sales@boatlocator.com.au
Re-fit summary. September 2006 to May 2008.

A comprehensive refit was scheduled to be undertaken in SEAsia and subsequently commenced in the early autumn of 2006..

The yacht was brought out of the water at The PSS shipyard at Chebilang, near to Satun in South Thailand, on September 11th 2006 for the refit to commence. The initial schedule of works included a total repaint including topsides, masts and superstructure, complete replacement of all teak decks, replacement of all hatches and port lights, overhaul and re-sealing of all deck joints and fittings, fabrication and fitment of davits, stern platform and other stainless works, overhaul of all masts and spars, overhaul of rudder and keel, refinishing of all deck-boards, re-upholstery etc..

She was placed on hard-standing alongside �Cariad� - the 1896 built 120 foot William Fyfe gaffer and ex-Americas Cup challenge yacht that had just arrived in the yard for a complete and total re-build ( a 2 year project).

All works were under the supervision of the Chief Engineer, Drew Denton, and the owner, Jon Nunns. An independent British engineer and yacht maintenance specialist, Martin Grimley, was also closely involved in supervision of much of the work throughout, particularly the teak and stainless steel works.
The masts and spars and all standing rigging were craned from the yacht and placed on purpose built trestles alongside and in readiness for their complete overhaul.
A fully framed tent was purpose built and assembled over the yacht to give protection from the elements during the refit.
A 20 foot container was hired and placed alongside for the storage of equipment.

Parts and materials ordered in advance included more than 1,000 metres of one inch (24/25mm) quarter sawn, first quality, knot free Burmese teak. This was dried to a 12% humidity level prior to delivery.
9 x new Lewmar Ocean hatches were ordered from UK, together with items such as monel rivets, Jabsco pumps, Lewmar track, a new freezer compressor and plate, 10 new fenders, and various deck hardware items. A full consignment of various Sikoflex products and International Perfection Professional 2 pack paints were pre-ordered from the SE Asian distributors as were 7 x new Man 316 stainless steel port lights with fly screens and polished ss external trims.

This was the first time that Rallentando had been out of the water since leaving Levkas in March of 2005, the hull was cleaned and sanded right back to the original grp and found to be in extremely sound condition.

Over the ensuing 4/5 months the hull was allowed to thoroughly dry. Repairs were effected wherever appropriate - this being mainly some minor damage to the lower leading edge of the keel. The keel was faired smooth, new transducers were properly glassed in to the hull, a redundant water intake (forward locker) was glassed in, and all hull and through hull fittings cleaned right back and inspected. The propellor, propshaft and complete rudder assembly were all removed for thorough inspection and overhaul.

No osmosis was apparent anywhere, but in line with a policy of prevention is better than cure the following procedure was carried out.
Once the hull was absolutely dry (after 3 months) two full, heavy, clear coats of polyester resin were applied, these were lapped over the topside gelcoat by a half inch to ensure a complete and total seal.
Next six complete coats of Jotun 2-pack epoxy paint were applied over a 10 day period, these were in a different, alternating colours to ensure complete and thorough coverage.

The propeller was sent away for polishing and balancing. The shaft was inspected and some polishing and renovation works done where minor scoring was visible. New cutlass bearings were fitted, and stern tube packing seals replaced.

The anchor and chain were de-scaled and sent away for full re-galvanising.

All winches were removed and the housings were sent away, together with various other fittings from throughout the yacht, for thorough pre-preparation and thee stage re-chroming (copper/nickel/chrome) .

All deck and topsides fittings were removed completely, all hatches and port lights taken out, all teak decks and capping rails were stripped off, all joints between the hull, deck and coach roof mouldings were routed/raked out, all deck and coach roof areas were sanded right back, all topside paintwork was stripped right back to original primer and gelcoat.
A thorough inspection was then made of the complete hull and decks and remedial works carried out were any original design or build weaknesses were identified or any signs of deterioration detected. This included for example some strengthening to the glass fibre of the bowsprit assembly, the removal of aluminium braces to the outsides of the afterdeck and replacement of these with heavily glassed in marine ply, improvement to the design and fabrication of some of the various vents and outlets, re-profiling of moulded areas within the cockpit area, fabrication and glassing in of additional instrument housings within the cockpit coamings (specifically for an additional cockpit mounted VHF and a new shore-power connection socket), and replacement of and modifications to fuel and water fillers.

All fittings were removed from the masts and spars, and most of the rivets drilled out for subsequent replacement. The spars were then stripped right back to bare aluminium, all traces of previous paints removed, and a thorough inspection made. No fractures , stress marks or signs of serious deterioration were found anywhere. Minor areas of galvanic corrosion were thoroughly cleaned, treated and epoxy filled prior to painting.

A professional team of painters was contracted in to repaint the whole yacht including the complete topsides, decks, cockpit and coamings, coach roof and all masts, spars, spreaders and fittings.

After some weeks of preparation the superstructure, side decks, cockpit areas, topsides, masts and spars were sprayed with Interprotect 2 pack epoxy primer, followed by two coats of International Perfection undercoat and two coats of International Perfection Plus Professional topcoat.

Simultaneous to the above works all deck sole panels were taken out together with the saloon tables and other items of woodwork. The sole panels were re-edged in teak wherever necessary, all finger pulls were removed and sent away for re-chroming, all woodwork taken back to bare wood, and dents or marks were filled with an epoxy/teak mix and faired in and then re-varnished with 5 to 8 coats of polyurethane varnish (spray applied).

The saloon soft furnishings were removed and sent to an upholsterer for recovering and for the squabs to be extended in width for greater seating comfort.

Whilst all the deck-boards were out of the boat for refinishing the opportunity was taken to clean out and repaint all bilge areas.
The sail and anchor lockers and the were painted out with two coats of two pack epoxy paint.

Once the paint team had finished the whole of the topsides and cockpit paintwork areas were sealed with cling-film for protection and the carpenters then moved in. They had pre-prepared and shaped many of the deck and cap rail sections using the old teak as patterns. The whole deck area was sanded and cleaned, screw holes filled and faired and the procedure of shaping and laying the deck to the full Sika system was commenced.
Wherever possible full depth seams were used to ensure the best possible sealing. Screw fastenings were kept to an absolute minimum using only 316 stainless screws with sealed caps.

Supplies of 316L stainless tube, pipe and sheet were sourced in a variety of the required sizes and ordered. These included 3� polished tube for the davits and 6mm polished plate for the new fairleads, scuppers and stanchion bases, 2mm plate for the bow area protective plates and 1mm perforated plate for the engine room and sound deadening deck panels..
Designs were drawn up for new fairleads, scupper plates, davits and bollards. The 6mm plate was laser cut by the supplier to our designs. Fabrication of the stainless components was then done on site to ensure accuracy and fit, and afterwards taken to a specialist for final welding, finishing and polishing

The sound deadening was removed from the deck-boards and the engine room doors. This was renewed with a sheet of lead lining plus a two inch layer of dense, closed cell foam, and retained by the ss perforated plate.
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All ss mast and deck fittings were cleaned and checked, renovated and/or replaced as necessary. Standing rigging was wire-brushed and oiled
New base fittings for the stanchions were also fabricated from 316L ss to an improved design which minimised through deck and through cap rail perforations, allowed simpler removal and proper drainage for the sockets. Push-pit and pull-pit rail assemblies were overhauled, some modifications carried out, and then mirror polished.

New opening port lights in polished 316 stainless were fitted in the galley, cockpit facings, aft head and aft cabin.

New Lewmar Ocean hatches were fitted throughout the vessel. Solid teak inner trims and frames were purpose made on site, tailored and bonded into each hatch aperture. Teak lower trim pieces were also fabricated for these and bonded with silicone to facilitate later removal for the incorporation of fly screens. Similarly the Lewmar hatch frames, after careful levelling and preparation of the decks, were laid on a bed of clear silicone direct to the decks rather than on grp pads as had been the previous way. This to give a much lower and cleaner profile and less risk of water ingress.

12mm Polycarbonate was sourced and new lights patterned and cut for all the hull deadlights, plus all the saloon front and side ports, plus a replacement for the panel in the companionway sliding hatch. These were carefully chamfered, bevelled, and a slot routered to all outer edges to ensure maximum bonding and sealing surface areas. Sika 295 with the correct Sika primers was sourced and purchased for bonding these into place.

All winches were stripped to base components, thoroughly cleaned and checked prior to re-assembly. One new Lewmar 2 speed self-tailer was fitted on the mainmast. The anchor windlass was stripped back to bare metal, bright work re-chromed, and refitted with new heavy duty cabling plus the incorporation of a hand control to replace the deck mounted footswitch.

A new mounting for the life-raft was designed, fabricated and fitted to the outside of the push-pit thus both keeping deck-space clear and being in the perfect position for instant deployment in an emergency.
A new solid teak table was made for use on the afterdeck, and teak decking was laid (for the first time) on the polyester base of the whole of the raised coach roof area, both these areas having been �freed up� for leisure use by the relocation of the life-raft and the RIB. Cockpit shelves and footpads on the side coamings in teak were also made and bonded and bedded with Sika 291.

A complete new cap rail was made from 3 inch by 2 inch first quality teak, pre-shaped and bent and then very carefully and thoroughly bonded into place with Sika 291. The cap rail was so made and fitted that it was completely flush to the polyester on both sides, thus no unsightly caulked deck-joints visible. The newly fabricated (316L stainless) scuppers and fairleads were incorporated and fitted to this, as were the new stanchion bases. The latter were of a much improved closed cup design to eliminate risk of through deck leakage, and incorporated drain holes and 316 stainless locking clevis pins

Jigs were made for vertical holes to be cut through the grp on the transom for the davit mounts. Blocks were glassed into place on each side of the lazarette to create solid bases for the davit arm sockets, these were fabricated from 3 inch stainless heavy gauge pipe to which threaded sockets were welded and one inch stainless brace sections led to the bulkhead.
The davit arms, 3 inch 316L ss tube, were sent away for bending to the correct curvatures.
Stainless bar was cut, threaded and installed between the after bulkhead and the transom as further strengthening for the davit sockets.

On April 21st 2007 the yacht was re-launched. She was then moved across to an inner berth within The Royal Langkawi Yacht Club marina for completion of the refit.
This included completion of the deck caulking and complete sanding, sealing of all edges.
The final fitting and sealing of the new Lexan panels to all saloon ports and topsides deadlights.
Re-varnishing works above decks and below, including to the new cap rail. Re-plumbing of all the fuel and water tanks fillers and breathers, throughout with improved designs and security against leakage. plus a host of other detail jobs.
A new stereo/cd/dvd/mp3 player (with tft screen) was fitted in the saloon with new speakers in both the saloon and cockpit, plus extra speakers in the forward cabin.

A new stereo/cd/dvd player was fitted in the master cabin.
A new Viewsonic 22 inch lcd monitor was mounted in the saloon and connected to both the dvd player and to the nav station computer to serve as a 'repeater' for both. This was positioned to be visible from the cockpit. A new dedicated pure sine wave inverter was installed to ensure a top quality, inteference free picture
All interior lights and brass fittings throughout were stripped, re-lacquered and refitted. Timber mounts were made for the barometer and clock in the saloon.

The RIB was sent away to be completely re-tubed in Hypalon, with all new fittings, mountings and straps. A half-cover in Sunbrella fabric was made and fitted for extra protection

A complete new spray dodger and bimini top were tailored in Sunbrella and fitted, incorporating a number of detailed design and quality improvements.

The hydraulic shaft brake was completely re-designed and re-built with a new master cylinder and layout to give greater efficiency and reliability.
A second vhf was fitted in the cockpit, accessible from the helming position.

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