She is fitted to the ‘B’ layout (introduced in 1972) of double vee berth in the forward cabin with heads compartment to port and open hanging locker space to starboard.  A door separates the forward cabin from the main, where there is seating to port with galley and related domestics to starboard, and a dismountable dining table. Twin single quarter berths run port and starboard under the cockpit seating.  With in-fills and a friendly disposition, this layout could sleep six, but four would be more comfortable.  Five steps and a central companionway door lead to the cockpit which has tiller and locker space to the stern, access to the bilge / engine / fuel bay, and seating both sides.

External
The hull is GRP which, with good thickness, well positioned stringer, rib and bulkhead strengthening, produces a very strong and stiff vessel.  The builder was known for quality and built to a high standard, gaining the boat a ‘Lloyds Certificate’.  Moisture testing by meter readings was not conducted, this being pointless and in fact misleading on a hull of this age just hauled from the water.  It would take at least a week on land before any moisture readings could be considered relevant.

A shallow twin keel design, with flared ‘knuckle’ bow, twin cast iron keels mounted by stainless steel studding and incorporating a hanging spade rudder.
 
Hull skin fittings by Westerly were bronze.  With through hull fittings for the self-draining cockpit, heads, engine and sink units, there are a lot of holes below the waterline.  Spot testing by scraping the antifoul to expose the metal revealed a good yellow colour with no evidence of dezincification.  Light tapping indicated sound fitment.  Hammer sounding the GRP hull just aft of the galley drain hull fitting produced a slight resonance.  However, this was determined to be due to items in the under sink locker being in contact with the hull.

Sacrificial anodic protection port side aft, appears by erosion pattern, to be a zinc based anode. Being heavily encrusted, the appearance suggests that the waters of the upper basin are less salty than the zinc requires to be fully effective.  In fresh water the zinc forms an insulating crust which prevents much of it from working correctly.  This was scraped off and a continuity test indicated good electrical contact with the propeller, which was surprising as the internal wiring is rather corroded and in need of cleaning.
Routine – If the vessel is to spend much of its time in low salinity water, consider changing the zinc anode for aluminium, which work better in those conditions.  Remove internal electrical connections to the anode, clean and remake.

The hull below the water line was examined by sample scraping the antifoul to expose the hull surface.  Light scraping removed the antifoul easily.  This revealed a thin epoxy coating, likely from previous osmosis treatment, or applied as a preventive measure.  Although only a representative sampling, no evidence was found of any active osmotic blisters.  If closely examined by magnifying glass, some of the epoxy surface was showing early signs of degrading.  Viewed from all angles, the hull appeared straight and sound.  There was no evidence of damage.  The twin cast iron keels were free from any visible rust.  Well coated with paint and antifoul, there were only two small areas of exposed metal, starboard keel, inside upper edge near the stern, (photo) and outside surface towards the rear. (photo)  The coating was so thick it had started to flake in some places giving a rough surface and showing some cracking along part of the keel to hull joint.  Although sometimes an early indicator of keel bolt insecurity, I would judge this cracking to be no more than minimal and requiring only tightening of the keel bolts.  The vessel would benefit, as a long-term preventive measure, from removal of the paint and re-application of a fresh protective paint system.  This would also smooth the flow of water past the keels, improving performance.