Fisher 30 - Built in 1973 and fitted with a Volvo MD22L 50hp inboard diesel new in 1994. New Standing Rigging 2023. Hull copper coated 2023 and topsides repainted professionally 2023 by Dickies. Lying Ashore Bangor

NEW LISTING

Service History and Construction

Built in 1973 and launched in 1974. Blue GRP hull with white GRP deck and superstructure. Stainless steel pushpit, pulpit boarding ladder and stanchions. Purchased by the vendor in 2002 and stored ashore annually between approximately October and May at Dickies since 2004. The hull topsides [blue and woodwork], were stripped and repainted / oiled by Dickies in 2023/24. The below-water hull was stripped and treated with Copper Coat antifouling system to specification by Dickies at the same time.

In the following description, the dates given are when the item was acquired new and fitted, unless otherwise specified.

Spars, Rigging and Sails

Kemp aluminium masts and spars [original]; stainless steel standing rigging [replaced, new 2023]; Polyester and Dyneema running rigging; Roller mainsail reefing [original] and furling foresail reefing [2005]. Kemp foresail Genoa, tan [2018]; Arun mainsail, tan [2010]; Arun mizzen, tan [2000]; 2-of Barton G16, 2-speed Genoa sheet winches [2005]; One furling winch, Gibb and one main halyard winch, also by Gibb; Sailcoats, two by Kemp [new 2019].

Mechanical and Electrical Systems

1 x 50 HP, MD22L Volvo Diesel engine fitted in 1994, stripped and overhauled in 2002 and maintained with annual oil changes, flushing and winterising since. The diesel engine gasoil fuel is stored under the cockpit in a stainless-steel tank, installed in 2002 and the fuel passes through a separator bowl and filter to the injector pump

Gearbox and final drive operated by a Morse control [1994?] from the steering position. There is a three blade propellor with rope-cutter and cutless bearing on a shaft drive. The propellor shaft was last drawn and inspected, cutless bearing re-packed and rudder balanced and re-hung winter of 2011.

Steering is by cable from a wheel in the wheelhouse to the rudder arm on the rudder shaft. The auto pilot also operates the wheel electromechanically under the control of the steering computer, when applied. It is possible to fix a rudder arm, stowed in the wheelhouse, onto the top of the rudder shaft in the event of some mechanical failure, in quick time so that steering is still possible; this can be a chosen option also if preferred, to steer under engine or sail from the cockpit.

The electrical circuits in the boat are powered from a 60A alternator on the engine maintaining two batteries, one for the domestic load and one specifically held in reserve when chosen, to start the engine. When at rest, the batteries would normally be switched so that only the domestic was drained; this is a 110 Ah lead/acid battery [new 9/2024]. The engine battery is a 90 Ah 750A crank current lead acid battery [new 7/2017]. At all times irrespective of switching, the two batteries are being trickle-charged from a flexible 80W rated solar panel [2022] fixed permanently on the wheelhouse roof and a Rutland 540 wind generator [2012], free standing and guyed next to the cockpit, as visible in the picture above. The charging is controlled through a Marlec battery management unit [2012]. Also fitted is a mains operated 2-unit, battery charger [2006] for use when the boat is in a marina with access to mains shore power. To start the engine, the batteries are switched into parallel configuration and will be charged from the alternator. Navigation lights have been changed to LED and most of the saloon and wheelhouse lighting is LED with two fluorescent lamps available.

Charging sockets for 12V “cigar lighter” plugs adaptable to USB are available in the wheelhouse and there are two 13A, 220V mains sockets in the saloon, supplied by a plug housed in the cockpit structure, switched through a trip circuit breaker unit located in the pilot berth in the saloon. This circuit feeds also the mains powered battery charger.

The S&L Seawolf windlass [original?] that winds the main anchor chain is powered through an isolator switch in the saloon from the domestic battery on its own separately fused circuit. The foot-switch for the windlass is on the forecastle deck, and the fuses and relay are in the anchor chain locker accessible from the forepeak cabin.

There are three anchors: a kedge with warp and chain; a Fisherman’s anchor and the main: a Sowester 35 lb Plough with 50 m, 5/16 inch calibrated chain [30m new in 2001]

The refrigerator is maintained by a Supercool Peltier unit [original?]. This company seemingly no longer exists. The present owner had to modify the switch pad to overcome a faulty switch. The modification works, and the fridge cools down, but has not been used routinely because of the current drain, unless one was in a marina with access to mains power.

A Wallas 2400 paraffin / kerosene burner [original?] and ducted hot air system is fitted and works. It requires annual maintenance; parts and new units are available in UK. The unit draws 0.5 to 1 A when operational from the domestic circuit.

The toilet, Raske [2004] is manually pumped direct to sea and can be isolated by two stop-valves located under the unit.

Domestic water is held in two interconnected flexible tanks, total capacity ~ 120 L, one under the wheelhouse floor, the other in the forepeak cabin, filled via two deck fittings in the cockpit and the forecastle deck. The water is pumped electrically to the WC compartment and the galley sink. The galley sink tap is preceded by a water purifier with a carbon/silver purifying element. The purified tap water is suitable for boiling to make beverages and washing.

Water direct from the holding tanks is available in the WC wash basin and from the second tap in the galley sink. There is no running hot water by choice of the owner. A cold-shower head is available in the WC compartment. There is a water meter in the saloon port locker so remaining water quantity can be calculated.

Domestic Butane Supply

The gas locker is in the cockpit and contains two Calor 4.5 kg bottles, one being in use through an isolating valve linked to the gas alarm; the locker drains [gas and water] over the side through the bottom of the locker. Two gas sensors are fitted, one under the cooker, the other under the wheelhouse floor in the engine compartment. The butane feeds only a Plastimo Neptune [1998] gas cooker with two burners, a separate grill and an oven with flame cut-outs on all burners and automatic gas shut-off when the gas runs out. The entire supply from the first isolation valve after the gas bottle is switched manually from a unit next to the cooker and from the alarm controller located in the wheelhouse. [Note: the gas sensors are hot-wire devices and take time to equilibrate when started from cold. This may be some minutes in the winter particularly, after switching on the boat power from the main switch, but they will come to equilibrium and go silent, and the gas supply then becomes active.]

The gas is lit from a hand operated gas lighter when the relevant control is pressed. The oven is very effective.

Cabins

The Wheelhouse has >6 ft clear headroom and can be isolated from the saloon and the forepeak to give privacy below with a sliding door and top-flap over the companionway steps and a folding door to the forepeak cabin. It has a large but easily demountable helm’s seat and a two-position side seat, so three people can sit comfortably, Ceiling lights make for easy reading at night-time and with the engine compartment underneath, the ambience is often warm. The floor is readily lifted to give very good access to the engine compartment for routine inspection and maintenance. On the port side is an open compartment that currently holds the 4-person life raft, Survitec, Birkenhead, liferafts [new 2021; service due 2026], the yacht legs [2005]

the manual rudder handle; and sea boots when on board. On the starboard size are two lockers under the seat cushions holding tools and fittings. On the wheelhouse table/ counter are the navigation instruments and steering compass [original] with adequate room for logbook, chart and drinks cups.

The Saloon has >6 ft clear headroom, houses two bunks, one of which can be made into a double bunk, and the quarter berth under the chart table, plus the side lockers, wardrobes and galley.

As well as the curtained sliding windows there is a ceiling ventilator over the galley and LED wall lights over comfortable bunks and an optional table. The WC and forepeak cabin doors lead off the saloon. The forepeak holds two bunks, large lockers, clothes hangers and the forward hatch which doubles as a fire escape.

All the bunks can accommodate full-size adults and there is room for their kit too. Sleeping a crew of three adults at sea is luxurious and -four is possible, even for several days at a time.

The saloon headlining colour is Champagne and woodwork teak. The forepeak is lined in varnished cork for warmth and comfort, headlined in Champagne foam-backed vinyl and with teak woodwork.

The saloon and forepeak cabin floors are carpeted in Flotex which makes it comfortable and really easy to clean; it is also tolerant of wet boots and spillages and can be readily lifted to access the sole of the vessel. There are three [undated] fire extinguishers, one in the forepeak, one in the wheelhouse and one in the engine compartment.

Navigation, Radio and Electronics

The Electronics have been configured to make single-handed sailing possible and straightforward. A Raymarine suite was adopted and fitted by the owner [2008] with Radar, GPS, Autopilot and VHF AIS [receive only] and radio facility. Some of the earlier equipment was retained for its ease of use and to build in redundancy, hence the Furuno GPS, Navtex [2015] and NASA depth sounder [2010] and NASA log which was replaced [2024] by an updated solid state version that removes the high maintenance paddle.

Following a failure in the course computer of the autopilot, the CPU module was replaced in 2024 by Raymarine engineers with an updated version. The full suite is installed on the vessel now and gives access to a wide range of navigation options, radar navigation and AIS tracking amongst others.

As an addition, there is a Garmin GPS fitted as a stand-alone facility on the chart table close to the speed log in the galley area, so the navigator can work on the chart without needing to pop up into the wheelhouse to read the instruments so often.

The radio has DSC facility and is linked to the GPS for the distress position indication. The radio antenna is linked into the AIS system; an auxiliary antenna has been installed on the wheelhouse roof in case the mizzen mast top antenna is lost.

Instruction books for all the navigation and radio kit where available, are kept in the saloon wall lockers along with the engine maintenance manuals.

There is an ample chart locker next to the chart table and a rack for navigation kit.

The radar reflector is hoisted when sailing, in the mizzen shrouds.

There is in the cockpit and on deck a horseshoe lifebuoy [2024] and a danbuoy [2004] with light [2024]; four fenders [2004]; a boathook; a buoy pick-up hook; several winch handles; two jackstays; a boarding ladder. There are no flares.

Supplementary to the sale of the vessel and its fixtures are offered several packages of kit that may be of value to the purchaser, having been in use on the boat for many years. These are offered at a modest price as part of the overall deal.

1. CRADLE PACKAGE

The storage cradle is the property of the vendor and is included for sale in the asking price of the boat Morgan le Fay. If the new purchaser does not want to purchase the cradle however that option will be taken into consideration by the vendor.

The access ladder, cable and lock will remain the property of the vendor and are not included in the sale.

2.TENDER AND SWINGING MOORING FITTINGS PACKAGE

Morgan le Fay was on a swinging mooring since 2004 and there is a complete package associated with mooring to the buoy and reaching the boat from shore.

The swinging mooring permit has been relinquished by the vendor, and no mooring arrangement is currently in place anywhere for Morgan le Fay.

Inflatable Tender “WETLINE”W260.ECO; 2.6m LOA; Serial Nr: WETE684CK011; New 2013

The tender, visible in the photograph moored to Morgan le Fay, is stored deflated [for transporting in the car boot] during the summer in-between trips and stored, washed and inflated throughout the winter lay-up, always in a garage. The dinghy holds its inflation throughout that period [October to May] with only a small loss of pressure. The floor of the dinghy has been reinforced with iroko VTG planking and lightweight rigid foam panels to support the weight of passengers and kit. There is a thwart seat and two paddles. The dinghy has been retrofitted since 2013 with purpose designed trolley wheels to facilitate pulling up the beach, two small cleats and stainless-steel [sea] towing eyes.

The dinghy has worked well in the Conwy Estuary over the 200m from Deganwy to and from the mooring for those years with up to two adults and their kit, under power from the 3.3 HP Mariner or Mercury outboard. The tender is easily towed behind Morgan le Fay if required or can readily be lifted onto the deck and stored inflated or deflated in transit.

The dinghy comes with a telescopic boathook, two inflator pumps; two coupling hoses, a small number of service tools to remove the spark plug, and a carrying bag of excellent design. The wet dinghy in its valise can be lifted by a single strong adult into an estate car boot.

Outboard Engines

There are two outboard engines to go with the dinghy: a Mariner 3.3 HP two-stroke and a Mercury 3.3 HP two-stroke. There is very little difference in design and construction between them. The Mariner and the Mercury were new in year 2000, when the former was bought. The Mercury was bought second-hand in 2023 as a back-up engine and shows signs of being little used. The previous owner said that use was in fresh-water lakes and is credible. Both engines start and work well and spare parts are still available for servicing, with a lot of information on the internet. The engines are serviced annually, flushed and stored in a garage. The engines are stored there on a purpose-built steel frame with a footprint less than 3 ft sq, which can also be of use for running the engines in a large bucket or dustbin of water for servicing and flushing. The steel frame is included in the package asking price.

On the vessel, the engine can be lifted into the cockpit and stored for sea voyages on a purpose-built mount visible in the photographs.

Mooring Ropes

A selection of made-up used mooring ropes with steel thimbles and galvanised steel shackles with split pins are available in the package.

3. DOMESTIC WARE, NAVIGATION SUNDRIES, SERVICE TOOLS PACKAGE

Domestic

Morgan le Fay is equipped for sea voyages and on-board living for two to four people. There are five supplementary cushions. Food preparation and eating kit is available for four people maximum; thus, four each of cups, knife, fork, spoon, plates, bowls etc. There are also cooking utensils, scissors, bottle openers, can opener, sharp knives, washing bowls and a kettle.

Navigation Sundries

The vendor has an extensive set of used charts of the Irish Sea and surrounding waters; the local ones are corrected to the last date shown and others are suitable for passage planning only. There are also several Pilots and Cruising Guides for the surrounding waters.

A pair of marine grade 7x50 binoculars with sighting compass, and a Plastimo hand bearing compass; A set of signal flags; Navigation protractor; A Parallel Ruler; Dividers; Compass; A Portland plotter, and 50cm ruler are available.

Service Tools

There is an extensive range of service tools kept on board for routine maintenance and repairs at sea. These include spanners; Allen Keys; sockets; pipe wrenches; screwdrivers and more specialist tools. An impeller removal tool; oil filter clamp; vice; multimeter; wire strippers; narrow nose pliers, amongst others.

These go alongside a few spare filters, lamp bulbs, gaskets and O-rings; fasteners and adapters.

The tools are rust stained from their life at sea but are fully usable.