Cal 25 Inspection

KD CONDITION AND VALUE INSPECTION REPORT
for insurance risk purposes
YACHT "IMPULSE"
A 1975 Cal 25 sloop
Inspection Date 6 May 2009
Issued 17 May 2009
Prepared for:
Prepared by: _______________________
F. Michael Kaufman, III, NAMSCMS
Naval Architect, Marine Surveyor,
Kaufman Design, inc.
Job No. KD 09E04c1
Issued to:
Report No.: One
Date: Issue
Purpose: Issue
Quantity: One
40 Boone Trail, Severna Park, Maryland 21146 USA 410 263 8900, 410 647 8953 Fax: 410 647 7085
kaufman99@aol.com www.kaufmandesign.com
Invoice
09E04c1
17 May 2009
Tax # 521038188
Re: KD Inspection of “IMPULSE”, a 1975 Cal 25 sloop
Dear Mr. :
This is our invoice for the inspection of the subject vessel.
Inspection of a 1975 Cal 25 sloop $400
Travel: Included
=========
Total $400
PAID, Thank You.
We thank you for using our services. If you have any questions about
the inspection or this invoice, please call.
Regards,
All invoices are due upon receipt. A late charge of 1.5% per month is
payable for invoices unpaid 10 days after the billing date.
40 Boone Trail, Severna Park, Maryland 21146 USA 410 263 8900, 410 647 8953 Fax: 410 647 7085
kaufman99@aol.com www.kaufmandesign.com
KD 09E04c1 "IMPULSE" Inspection of 6 May 2009 Page 4 of 12
1. OVERVIEW
1.1 INTRODUCTION & CONDITIONS OF USE OF THIS INSPECTION
This is to certify that the undersigned surveyor did attend the vessel
"IMPULSE", as she lay blocked ashore out on the sixth day of May. 2009
and did inspect said vessel for purposes of insurance, condition and
valuation at the request of Mr. Gary Wass, the owner of said vessel.
The following report represents my opinion and observations of the
vessel as she was observed at the time of inspection and under the
conditions existing at the time of inspection. No structural removals
were performed. The engine and areas which were hidden by
mechanically fastened coverings or heavy gear were not inspected.
This report was made and given in confidence to the abovenamed client
and neither the undersigned nor Kaufman Design, inc. has any
responsibility to others to whom it may be shown. This inspection is
not a warranty or guarantee of any kind. No liability is to be
assigned to Kaufman Design, Inc. or me as a result of errors or
omissions on my part. Use of this inspection for any purpose
by any person is to be only under the conditions set out above.
This report is compiled expressly for insurance condition and
valuation purposes only. It addresses only those items which may cause
an insurable loss.
It is not meant to be, nor should it be used as, a
prepurchase survey. Prepurchase survey reports are
far more complex and detailed in nature and contain
information essential to the process of making an
intelligent, informed decision regarding the purchase
of the vessel.
Some recommendations are made in the text where they occur, all are
summarized in Section 12 as a convenience. Great care has been taken
to include all recommendations in Section 12, but the owner is
cautioned to carefully review the text for any other noted
recommendations or deficiencies.
Some of the recommendations are made to bring the vessel to the
standards of the National Fire Prevention Association (NFPA) and the
American Boat and Yacht Council (ABYC) guidelines. Only some of these
standards may have been incorporated by the builder at the time of
construction (some may not have been in effect at that time and
therefore constitute upgrading and modification of the vessel) however
they are regarded as important advancements in boating safety and
therefore are made part of essential repairs.
No copy of this inspection report will be released without the
specific approval of the client.
1.2 GENERAL PHYSICAL DESCRIPTION
1.2.1 REPORTED PRINCIPAL DIMENSIONS: (source: SWoldBoats.com)
LOA 25’0” Beam 8’0”

Draft 4’0” Displacement 4,000 lbs.
1.2.2 DESIGN: The vessel was designed by Bill Lapworth for
protected waters cruising and racing. The design was that of a
masthead sloop with a fin keel, a spade rudder, a curved stem, a
counter stern, a raised deck and a selfbailing cockpit aft.
1.2.3 CONSTRUCTION: The vessel was built in 1975 by (manufacturer,
location) of fiberglass reinforced resin laid up in two major molds,
hull and deck. They were mechanically fastened at the sheer.
Stiffening was by means of filleted bulkheading in key locations.
1.2.4 MACHINERY:
1.2.4.1 MAIN ENGINE: The main engine was a 6 horsepower Evenrude
outboard secured to the transom.
1.2.4.2 AUXILIARY MACHINERY: None.
1.2.5 RIG: The rig was that of a masthead Marconi sloop, the mast was
deck stepped. The spars were aluminum, the standing rigging 1 x 19
stainless steel wire and the running rigging of synthetic line and 7 x
19 stainless steel wire.
1.2.6 IDENTIFICATION:
Name “IMPULSE”
Hailing Port None was posted.
Hull Color White
HIN/Hull number CAB518271275
USCG Official Number None was assigned.
State Reg. Number MD 5734 Z
1.2.7 VALUE: In the opinion of the Surveyor the Fair Market Value of
the vessel in the condition as found on the date of inspection was
$1,000.
Replacement cost was approximately $40,000.
1.3 GENERAL OVERVIEW OF FINDINGS
The vessel had been apparently unused for a significant period of
time. There was evidence of attempted deck repairs and evidence of
rot in the deck plywood. All deck gear needed rebedding and
servicing. The mast beam needed to be replaced. The main bulkhead
needed further investigation. Running and standing rigging needed to
be replaced.
When the recommendations have been complied with the vessel should be
capable of her intended design use as a protected waters cruiser and
racer, provided she is subject to an ongoing preventive maintenance
program, normal safety precautions are taken and the vessel is
operated in a seamanlike manner.
VESSEL INSPECTION
2.0 BELOW THE WATERLINE
2.1 HULL MOLD: The hull mold below the water line was inspected
visually and by random sounding where accessible. There were no
indications of significant areas of delamination or significant damage
from impact.
2.2 KEEL: The keel was inspected visually and by random
sounding where accessible. There were no indications of severe damage
due to grounding or impact.
2.3 PROPELLER AND SHAFT: The propeller and shaft were part of
the outboard engine. The outboard was not inspected other than
briefly, visually, externally.
2.4 RUDDER AND STOCK: The rudder and shaft were inspected
visually by random sounding and by manual manipulation where possible.
Where accessible, all appeared to be satisfactory. Very little of the
shaft was available for inspection.
2.5 THROUGHHULL FITTINGS: Throughhull fittings, where
accessible, were inspected visually, externally, and generally found to
be satisfactory.
3.0 ABOVE THE WATERLINE
3.1 HULL MOLDTOPSIDES: The topsides were inspected visually
and by random sounding where accessible. There was no apparent
significant damage due to impact observed.
3.2 DECK MOLD: The deck mold was inspected visually and by
random sounding where accessible. Moisture readings WERE TAKEN. There
was evidence of resin injection around the port chainplate, forward
around the pulpit stanchions and in nine other spots. There was rot
in the core forward around the pulpit, around the padeye aft of the
starboard chainplate and around the port chainplate. Those areas of
rot will have to be cut out and replaced with sound plywood.
deterioration.
3.3 DECK FITTINGS AND HARDWARE: Deck hardware all needed to be
rebedded and refastened. Winches needed servicing and one needed
some repair.
3.3.1 LIFELINES AND STANCHIONS: Lifelines and their associated
turnbuckles needed to be replaced.
3.3.2 COCKPIT DRAINS: All appeared to be adequate.
3.3.3 COCKPIT HATCHES AND LATCHES: Hatches and latches appeared

to be in satisfactory condition where accessible. It would be
advisable to install hatch lid retainers to hold the hatches open.
3.3.4 COMPANIONWAY: The companionway appeared to be in

satisfactory condition where accessible.
4. RIG
4.1 SPARS: The spars were inspected from on the ground, and
from on deck through binoculars where accessible. They appeared to be
satisfactory.
4.2 STANDING RIGGING: The standing rigging was inspected
visually from deck level through binoculars where accessible. The
standing rigging needed to be replaced. Turnbuckles needed to be
replaced.
4.3 RUNNING RIGGING: Running rigging was inspected visually
from deck level through binoculars where accessible. All needed to be
replaced
4.4 CHAINPLATES: Chainplates were inspected visually where
possible. They were secured to bulkheads secured to the hull. They had
been leaking. They needed to be removed so that the bulkheads can be
inspected underneath them. After inspection and repairs (if needed)
they should be bedded and refastened. The covering plates should be
fitted and bedded.
4.5 LIFE EXPECTANCY: The age of the rig was assumed to be in

excess of twenty years. It should be understood that there is a life
expectancy for any part of the rigging or fittings. This depends on
the service and climate experienced. Swage fittings deterioration is
difficult to detect nondestructively. Fittings should be carefully
inspected periodically (once or twice a year).
5. HULL INTERIOR
5.1 GENERAL IMPRESSION: The vessel was messy and dirty when

inspected. All removable gear should be taken off the vessel and
cleaned. The vessel should be thoroughly cleaned.
5.2 BULKHEADS AND RELATED: Major structural bulkheads were
inspected visually and by random sounding where accessible. The main
bulkhead showed stains from water leakage. As noted above, the
chainplates should be removed and the bulkheads inspected for rot or
other deterioration. Any necessary repairs should be performed to
good yacht repair standards. The chainplates should be bedded in
place, refastened and the covering plates bedded and fitted. Other
bulkheads appeared to be satisfactory.
The mast step beam was rotten at one end and it was delaminated. It
must be replaced.
5.3 FILLET BONDS: Fillet bonds were inspected visually where
accessible. They appeared to be satisfactory.
5.4 DECK TO HULL JOINT: The deck to hull joint was inspected
visually where accessible. These areas were limited to the exterior
and a few parts of the interior of the vessel. It appeared to be
satisfactory.
5.5 LAYUP AND CURE: The layup and cure appeared to be
satisfactory in all areas inspected. The cure appeared to be
complete.
5.6 KEEL BOLTS: The ballast was internal, so no bolts were
fitted.
6.0 GALLEY STOVE: None was on board.
7.0 MACHINERY
7.1 MAIN ENGINE: The main engine was a 6 horsepower outboard
mounted on the transom.
7.1.1 GENERAL INSTALLATION: The engine was not locked in place to
prevent theft.
7.2 MACHINERY SYSTEMS: N/A
7.3 GENERATOR: None was installed.
7.4 FUEL SYSTEM
7.4.1 TANK: The tank was a portable plastic tank. It should not be
stowed below.
8.0 PLUMBING
8.1 SEA VALVES: Sea valves were the quarterturn bronze type in
what appeared to be satisfactory condition.
8.2 PIPES AND HOSES: All appeared to be in satisfactory
condition where accessible.
8.3 CONNECTIONS: Most hose connections observed were single
clamped and should be double clamped. Clamps appeared to be
satisfactory where accessible.
8.4 TANKS: The water tank was a molded plastic type. It
appeared to be satisfactory.
8.5 HEAD: The head had no holding tank. It pumped directly
overboard and was therefore illegal.
9.0 ELECTRICAL
9.1 12VOLT DC:
9.1.1 BATTERIES: There was a spot for a battery in the bilge.
There was no box or cover and no provision for adequately securing the
battery.
9.1.2 MASTER SWITCH: None was installed. A cutoff switch should be
installed.
.
9.1.3 CIRCUIT PROTECTION: Individual circuits were apparently protected
by inline fuses.
9.1.4 SWITCH PANEL: None was installed. One should be, and it should
include a master panel breaker or fuse.
9.1.5 WIRING: The wiring needed to be replaced.
9.2 120VAC/220 VAC None was installed.
10.0 STEERING: The steering system was by tiller.
10.1 INSTALLATION: Where observed, the installation appeared to
be satisfactory.
10.2 FUNCTION: The system appeared to function satisfactorily.
10.3 EMERGENCY STEERING SYSTEM: None was on board. None is
normally on board in these boats.
11.0 NAVIGATION LIGHTS: The navigation lights appeared to be
properly shielded. They could not be tested.
12.0 SAFETY GEAR
12.1 ELECTRONIC COMMUNICATIONS: There was a VHF radio. It could
not be tested.
12.2 PFDs: Assure there is one suitable PFD, in good condition,
per person, on board the vessel when she is afloat.
12.3 DISTRESS FLARES: Assure there are up to date, USCG approved
distress flares on board when the vessel is under way.
12.4 BILGE PUMPS: There was a a manual diaphragm pump on board.

It could not be tested as the handle could not be found.
12.5 FIRE FIGHTING EQUIPMENT: There was one BC size 1
extinguisher on board. It showed charge. Two should be on board. This
exceeds the legal requirement, but it is recommended, considering the
fire sources and vessel configuration. Extinguishers must be mounted
in visible, accessible, separate locations. Any locker containing a
fire extinguisher must be clearly marked “FIRE EXTINGUISHER”.
12.6 AUDIBLE WARNING DEVICE: There was a gas or airpowered
handheld horn on board. It worked.
12.7 GROUND TACKLE: None was found. Two anchors, equivalent to

13lb Danforth anchors, together with two 5 foot lengths of 5/16” chain
and two 150 foot lengths of 1/2” nylon rode should be added. Safety
wire the shackles and secure the bitter ends. Assure that splices
have 56 tucks.
12.8 COMPASS: There was a compass mounted on the cabin

bulkhead. It appeared to be in operational condition, but its
accuracy could not be tested.
12.9 DEPTH SOUNDER: None was found. A depth sounder should be

installed.
12.10 KNOTMETER AND LOG: There was a knotmeter with an internal log

installed, which could not be tested.
12.11 FIRST AID KIT: Assure that there is a suitable first aid kit with

a manual on board at all times.
12.12 TOOLS AND SPARES: Assure that there are sufficient spare parts
and tools to perform minor repairs while under way.
13. CORRECTIONS
The following items were noted to be in need of correction at the time
of inspection. All items are considered essential to make the vessel
a reasonable insurance risk. They are in no particular order of
importance.
Some recommendations are made in the text where they occur, all are
summarized in this section as a convenience. While great care has
been taken to include all recommendations, the reader is cautioned to
carefully review the text for any other noted recommendations or
deficiencies.
All repairs are to be carried out, using good workmanship to good
accepted yacht standards and are to meet or exceed USCG requirements
and NFPA, ABYC and UL standards were applicable.
Sec 3.2 Cut out the rotten core in the deck and replace it with

sound plywood. Assure good continuity of the core. Reglass the
underside to the original laminate layup specifications.
Sec 3.3 Rebed the deck gear. Repair the broken winch and service

the winches and deck gear.
Sec 3.3.1, 4.2, 4.3 Replace all split rings or ring pins where

used in place of cotter pins in the lifelines and rigging with cotter
pins. (Note: rings are often snagged by loose lines or other items of
gear and straighten out which allows them to easily fall out at a
later date.)
Sec 3.3.1 Replace the lifelines.
Sec 3.3.3 Provide a method to retain the cockpit hatches in the
open position to prevent crew injury.
Sec 4.2 Replace the standing rigging.
Sec 4.3 Replace the running rigging.

Sec 4.4, 5.2 Remove the chainplates. Inspect the main bulkheads for

rot and/or deterioration. Replace any questionable wood, all to good
yacht repair standards. Bed and replace the chainplates and refasten
them. Fit and bed covering plates on deck.
Sec 5.1 Remove all portable gear from the boat. Thoroughly

clean the boat and her gear.
Sec 7.1.2 Provide a lock for the outboard engine to prevent theft.
Sec 7.4.1 Stow the fuel tank where the fumes will vent overboard.

Sec 8.3 Double hose clamp all hose connections.
Sec 8.4 Secure the holding tank with a method of restraint

capable of withstanding five times the weight of the filled tank in
all directions, including vertical.
Sec 8.5 Install a holding tank for the head.
Sec 9.1.1 Install the battery in an acid proof container, properly

secured against a 90 degree knockdown. The method of securing should
be capable of restraining five times the weight of the battery in all
directions, including vertical. Install ventilated, non conducting
covers over the batteries to prevent accidental arcing of the
terminals.
Sec 9.1.2 Install a master switch so that the battery can be isolated
from the electrical system.
Sec 9.1.3, .4 Install a DC main panel with a DC panel main breaker.
Sec 9.1.5 Replace the wiring. Assure that all is to ABYC

Specifications.
Sec 11.0 Prove proper operation of the navigation lights.
Sec 12.1, .4, .10 Prove proper operation of the VHF, the bilge pump
and the knotmeter.

Sec 12.2 Assure there is one suitable PFD, in good condition,
per person, on board the vessel when she is afloat. Assure there is
one approved throwable PFD, in good condition, on board the vessel
when she is afloat.
Sec 12.3 Assure there are up to date, USCG approved distress
flares on board when the vessel is under way.
Sec 12.5 Assure there are at least two BC size 1 extinguishers
on board mounted in separate, visible locations. Any locker containing
a fire extinguisher must be clearly marked “FIRE EXTINGUISHER”.

Sec 12.7 Put two anchors on board, each equivalent to a 13 lb
Danforth anchor, together with two lengths of 7 foot 5/16” chain and
two lengths of 150 foot 1/2” nylon rode. Safetywire the shackles and
secure the bitter ends. Assure that splices have 56 tucks.
Sec 12.9 Install a depth sounder.
Sec 12.11 Assure that there is a suitable first aid kit with a
manual on board at all times.
Sec 12.12 Assure that there are sufficient spare parts and tools
to perform minor repairs while under way.
Respectfully submitted,

Cal 25 Inspection

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Cal 25 Inspection

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KD CONDITION AND VALUE INSPECTION REPORT

Inspection of a 1975 Cal 25 sloop $400

LOA 25’­0” Beam 8’­0”

1.2.4.2 AUXILIARY MACHINERY: None.

3.3.3 COCKPIT HATCHES AND LATCHES: Hatches and latches appeared

3.3.4 COMPANIONWAY: The companionway appeared to be in

4.5 LIFE EXPECTANCY: The age of the rig was assumed to be in

5.1 GENERAL IMPRESSION: The vessel was messy and dirty when

6.0 GALLEY STOVE: None was on board.

7.2 MACHINERY SYSTEMS: N/A

12.4 BILGE PUMPS: There was a a manual diaphragm pump on board.

12.7 GROUND TACKLE: None was found. Two anchors, equivalent to

12.8 COMPASS: There was a compass mounted on the cabin

12.9 DEPTH SOUNDER: None was found. A depth sounder should be

12.10 KNOTMETER AND LOG: There was a knotmeter with an internal log

12.11 FIRST AID KIT: Assure that there is a suitable first aid kit with

Sec 3.2 Cut out the rotten core in the deck and replace it with

Sec 3.3 Re­bed the deck gear. Repair the broken winch and service

Sec 3.3.1, 4.2, 4.3 Replace all split rings or ring pins where

Sec 4.2 Replace the standing rigging.

Sec 4.3 Replace the running rigging.

Sec 4.4, 5.2 Remove the chainplates. Inspect the main bulkheads for

Sec 5.1 Remove all portable gear from the boat. Thoroughly

Sec 7.1.2 Provide a lock for the outboard engine to prevent theft.

Sec 7.4.1 Stow the fuel tank where the fumes will vent overboard.

Sec 8.4 Secure the holding tank with a method of restraint

Sec 8.5 Install a holding tank for the head.

Sec 9.1.1 Install the battery in an acid proof container, properly

Sec 9.1.5 Replace the wiring. Assure that all is to ABYC

Sec 11.0 Prove proper operation of the navigation lights.

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LOA 25’0” Beam 8’0”

Sec 3.3 Rebed the deck gear. Repair the broken winch and service