Vessel’s hull, keel, underbody and underwater hardware were inspected. Hull top-sides, foredeck, and interior appear to be in fair to good – serviceable condition with no visual evidence of collision or allision related damage not withstanding the following exceptions and observations made herein:
The vessel described herein is a manufactured model therefore the undersigned has made no opinion herein as to the design, scantlings, and or material selection except as to finish – fit work, modifications and or repairs.
There are some scuff marks on both topsides from normal usage.
The underbody was observed to be fair to the eye. No gel coat blisters or hard spots were observed. On the portside hull underbody, near the stern, a blister-like area (about 1-1/2" in diameter) was observed – it was determined that this area was not either a paint or gel coat blister – but an area of possible delamination. The undersigned recommends that no action to be taken at this time – but should be re-inspected at the vessel’s next scheduled haulout.
The hull – deck joint was inspected were accessible and found to be stable and secure. The joint is secured by stainless steel fastenings 5" OC and chemical bond (fiberglass overlay).
The vessel is equipped with twin (one in each hull) lifting centerboards which are operated from within the cabin. It was reported that new center boards were fitted. At the time of survey – the starboard lifting mechanism was fouled was cleared by the vessel’s owner during haulout.
The dual kick-up rudders (fiberglass covered plywood) were free with very slight play in the hinge. Hammer sounding of the rudders provided a good report.
Regarding the starboard rudder assembly – it was discovered that an area of fiberglass sheathing had been torn – abraded at it lower – trailing edge exposing the plywood interior. This should be repaired as required to protect rudder integrity. In addition – a deep and extended crack in the fiberglass laminate was observed in the upper-forward rudder structure adjacent to the rudder stock which requires repair to ensure safe operation - See Recommendation made herein.
At the port bow in a forward deck locker - cracking was observed in the bulkhead tabbing. It was not determined if this situation was a factory defect or created by an unknown cause(s). The bulkhead and related hull structures appear to be stable and unaffected. The undersigned recommends that no action to be taken at this time – but should be monitored.
The cabin roof seems to flex under moderate weight. Observations of the underlying structure indicate light scantlings (end-grain balsa wood coring) which has a tendency to pant or flex thus causing cracking and crazing in the gelcoat. This structure should be monitored for excessive weakness, water ingress, and repaired if and when as required using marine-grade materials in a workmanship like manner. There are several loose snap fittings for the canvas hatch covers which should be re-bedded with a suitable marine-grade compound to prevent water ingress into the wood coring.
Over a period of time – water ingress at the (shroud) chainplate fittings (in the cabin top) has caused excessive damage to the interior plywood bulkhead structure which the chainplates attach. On the starboard side (within the cabin) – the plywood has been damaged to the extent that the plywood has become wasted and delaminated allowing the outboard chainplate fittings to pull up about ¾" to 1". This bulkhead structure must be repaired and or replaced to ensure safe and proper operation of the vessel - see Recommendation made herein. In addition – attention must be given to ensure that the replacement bulkhead or any repairs made to the same – retains the proper strength required for this structure to act as the compression post for the deck stepped mast which is landed directly above. It is opinion of the undersigned that the vessel should not be placed under sail until such repairs have been affected. Measures should be taken to make the chainplate covering fittings water and weather tight as possible to reduce future damage once repairs to the bulkhead is made.
The gelcoat finish topsides was observed to be oxidized and should coated with a marine grade wax to protect the finish and enhance cosmetic appearance. Minor scuff marks and gel coat cracks appear on the vessel’s topsides, weather decks, and house. On the after end of the house top – starboard to – a damaged area of the gel coat was observed and should be filled and faired with a marine-grade gel coat compound to prevent water ingress into the underlying structure and restore proper cosmetic appearance.
Weather decks, house, bridgedeck, and framing structure was visually inspected and hammer sounded (were accessible) and found to be in serviceable condition with no damage or softness observed than otherwise noted herein.
The house and deck are fitted with portlights, searails, lifelines, scuppers, and cleats.
In the cabin interior - evidence of water leakage was observed (water stained and delaminated teak and holly plywood sole coverings). The portlight seals and chainplates covering fittings should be inspected and replaced as required to prevent excessive water ingress into the cabin.
The vinyl covering on the overhead and hull sides has become loose and or missing and should be repaired – replaced to provide proper cosmetic appearance.
The vessel’s sailing standing and running rig was visually inspected from vessel’s deck at eye-level only. A limited inspection of the mast head, spreaders, and sails was made. The standing rig is reported to be original and appears to be in good - serviceable condition. The running rig is comprised of blocks and braided-color flecked braided Dacron line. All lines should be inspected for wear and replaced as required. All blocks and clutches should be regularly inspected for proper operation and wear. All fastenings should be checked frequently. Onboard sail inventory is comprised on a main and 150% Genoa. The sails were reported to be original – and had been maintained and repaired as required.
The vessel is a mast head sloop rigged sail plan with an estimated main sail area of 270 square feet and estimated 220 head sail (estimation based on builder’s specifications).
A complete rig inspection should be performed by a competent rig surveyor prior to commencing any and all racing activities, off shore, protracted cruising, and or heavy weather voyages. The following comments are made:
The boom and goose-neck, travelers, and related structural components visually appeared to be in good, serviceable condition with the exception of the keeping ring on the gooseneck clevis which is in contact with the fitting and should be repaired to reduce abrasion wear and possible breakage.
No significant corrosion was observed on either the mast or the boom – but small areas of corrosion-related pitting was found on the mast and should be monitored.
Deck and mast winches should be serviced (cleaned and lubed as required) in order to provide dependable and safe operation. The deck winches are two-speed Barlow and single speed Barlow were found on the mast.
The roller furling should be inspected, cleaned, lubricated (if required by the manufacturer), and repaired (if required) to provide proper operation.
Wire rope shrouds and checkstays (stainless steel 1/4" 1X19), checkstay rods, fittings, and turnbuckles were visually inspected and found to be in serviceable condition. The open turnbuckles and shackles appeared to be generally properly seized.
No comment is made as to the overall tune of the rig due to the defect found at the starboard chainplate fitting.
The mast and deck socket was visually inspected and found to be in serviceable condition. The compression structure was observed where accessible. And found to be stable.
The forestay and backstays (stainless steel 7/32" 1X19), were visually inspected and found to be serviceable.
All fittings should be properly seized or pinned as required to prevent failure. It was observed that these were missing on open barrel turnbuckles and other fastenings which should be attended to ensure safe and proper operation.
All fasteners should be examined and tightened to required specifications.