The infamous osmosis is not usually a problem. I'm not quite sure when the mould tool was changed but some of the earlier 36's have two large concave areas on the hull fats just around the stern tubes. These distortions were laminated in during fabrication and do not represent a weakening of the hull.

The hull deck joint and the rest of the superstructure are usually sound, but I have seen a few cases on non-fly bridge models where there has been movement at the forward end of the rear deck with stress cracking around the side deck steps.

Although not usually connected with the movement of the rear deck, one of the only internal structural problems seen often enough to call it a model trait is with the degrading of the lower sections of the rear wheelhouse bulkhead. This timber bulkhead supports the rear deck and runs down the hull moulding. A few times I have seen the fillet bonding on the bulkhead broken away and if water has been allowed to pond up within the bilge's this bulkhead can rot. Some of the pro. JCL 36's had problems with the lining of the GRP fuel tanks, but otherwise the internal fitting out and services on 'original' boats are usually to a high standard. Unfortunately though as with any model of craft. Boats that have been 'modernised' retrospectively over the years can show up a range of problems.

The Perkins engines fitted to most Moonrakers, whether it be the 145, 175, or the 185hp fitted to the late 1980 models, are generally very reliable units and provided they have been regularly serviced they usually survey well. Where engines have not been fully serviced on a regular basis problems can develop with the gearbox oil cooling and the engine heat exchangers.

Individual boats always throw up their own assortment of faults and quirks, but apart from the points listed above, most of those found on Moonrakers are usually down to outdated or inappropriate upgrading over the years. Original spec. boats therefore often survey better than ones that have been added to and modernised. At the end of the day though, if the structure is sound and the main mechanic's serviceable, other problems can usually be put right at a realistic cost. The key therefore is to buy the boat at the right price.

I thanked David, on behalf of us all, for the time taken in the compilation of this contribution to our magazine. I know he is, & deservedly so, a very busy surveyor with little time to spare and giving of it, freely, to us is greatly appreciated.