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Moleoba III, which is her official name was made by Olympic Yachts in Athens, Greece in 1974. From her chart inventory it appears that she was extensively cruised, from the west coast of Italy, up the east coast to Venice and down the old Yugoslavian coast line, before exploring some of the southern Greek Islands and some of the Turkish coast, before coming to rest in Samos.
In 1989, she was sold to two Austrian brothers. The engine was taken out of the boat, the cutlass bearing replaced and the shaft re-aligned. The whole of the hull was then re-epoxied and re-sprayed. Moleoba then remained in the yard for the next 14 years before being bought by her current owner and fully refitted in 2003
New teak cockpit hatches and seat and a cockpit floor, engine hatch.
A few of the floorboards in the cabin were replaced and a new intermediary step between the cabin sole and the first step out to the cockpit was made, as this seemed uncomfortably large.
The toe-rails on both sides of the yacht along with several deck fittings were removed, as these were suspected as having let in some water. Remedial work was then undertaken and the fittings and toe rail were re-sealed and refitted.
The local rigger fitted a new furling system and took away some 9 sails to be valeted. The No 1 Genoa needed to be slightly altered to fit the new foil. The main sail was fitted with new Lazy Bags and Lazy Jack system.
A re-conditioned, Perkins Prima 50hp, diesel engine was bought locally and installed along with two 200ah system batteries and two 90ah batteries for the engine start. These are charged as pairs by two separate alternators, a 90amp and 40amp alternator for each twin set.
The system batteries, weighing 50kgs each, are located at the bottom of the forward cabin, bunks.
This gives the shortest run for the cabling to the anchor winch, which is the biggest drain on the system.
The weight in the engine, various tanks and batteries are distributed evenly fore and aft as well as port and starboard, the fresh water tanks are located beneath the two saloon seats.
The engine is fitted into the boat backwards, connecting to a V drive, in turn driving the propeller shaft out of the stern of the boat. This is so the engine can be fitted under the cockpit and not located in the middle of the cabin.
It was mounted on thick rubber feet and connected to the V drive with a universal joint.
New access hatches were cut into the side of the pilot berth to allow easier access when changing the oil filter, and a blower, air fan was installed in the engine room compartment to extract hot air from around the engine.
All the wiring, plumbing, clips and ties were replaced throughout.
A hot water system was installed, supplying hot water to the galley and shower in the heads. The clarifier was custom made and operates either from the engine heat or from a newly installed A/C circuit when connected to shore power.
It was decide that the shower along with the chain locker would drain into the main bilge and is extracted using a large automatic and manual bilge pump.
I am having a small hatch fitted into the deck of the boat just forward of the mast, replacing the two small air vents.
This is to provide better air circulation to the heads as it will now be fitted with a shower unit and will also allow more light into the cabin.
An 80 litre dirty water tank was made and installed into the toilet plumbing system.
Eight carbon fiber sea-cocks were made and fitted, as the mechanic didn’t like the look of the modern plastic ones and metal was too prone to electrolysis.
The original sea-cocks were removed when the hull was re-epoxied and just screw heads were now visible protruding from the hull, marking their previous locations.
The original compressor for the fridge-freezer system was past renovation so it was replaced.