I just posted this to the Morgan groups, addressing Charley Morgan,:
rbc/b has had some opinion on the subject points so I duplicate them
he

Hi, Charley,

Repairs are coming along on Flying Pig, which appear to promise full
restoration. We're already applying bottom paint, and are rounding
third on the rudder rebuild.

Meanwhile, one of the guys working with me in the rudder restoration
suggests using a "ducktail" on the rudder to improve the autopilot
stability (it hunts busily, now, and has since we have owned the
boat). I'm assuming that if that were efficient, today's high-priced
yachts would have them. To me it seems counterintuitive - even the
lowest-slowest airplanes don't have such a configuration to the rudder
or elevators, and anything which creates drag (as I assume a blunt
end, particularly one increased in size from the exit, to perhaps the
width of a foot into the chord from the aft, would do) isn't a good
thing, either.

Back to the repairs, despite the pounding and associated flexing
suffered in our grounding, we have found that the bulkheads have
largely remained in the exact same position, despite much delamination
of the vertical tabbing (nearly all of the hull-side tabbing has not
been disturbed) on the bulkheads from forward galley to aft head. I
have two questions:

Pete Brown (QC and service Manager(s) 1978-1984) has suggested using a
thin wedge to expand the gap between bulkhead and tab slightly,
flowing expoxy into the crack, removing the shims, then screwing
copiously (maybe on a 4" grid) to both pull it in and make a
mechanical as well as chemical bond. I'm thinking using boards to
spread the load, and jacks, to compress, would be both as effective
(mechanical aside), probably much faster, and would not leave a bunch
of screw heads out which would have to be dealt with in some fashion
later. Your thoughts?

Second, and related: on our return to Salt Creek, with only either a
staysail or a spinnaker, our two primary sails having been removed as
damaged, in one of our staysail periods, we were swinging through a
40-45* arc with the large waves and following seas. Much creaking
below the cockpit was noted. Going below, I discovered that even in
the largest, most severe, hull-bulkhead delamination areas (in the
ER), there was no movement, vibration or noise coming from those
joints. Instead, I could feel movement (slight, of course) and
vibration at the bulkhead-ceiling liner joint. Those were not tabbed,
originally, but also didn't move (or, at least, didn't creak). How
was that secured originally, and how would you suggest resecuring,
presuming that no motion would be better both from a peace of mind (no
noises) and security (less hull flexing) perspective?

Related, the tabbing delamination, even in the worst case, doesn't
extend beyond the area where it was being pounded. Thus, higher up on
the hull, the tabbing is still attached to the bulkhead - and thus the
bulkhead is in its original position there. From that I presume the
hull/bulkhead shape configuration is likely pretty much the same as
was before, with some potential for, particularly in light of the wood
rot seen elsewhere in the boat as we've exposed stuff, some beating-up/
compression of the bulkhead in the impact areas (at the hull-bulkhead
contact points), but only at that low point next to the hull. It's my
presumption that with new expoxy and compression to secure the
existing tabbing to the bulkhead, once cured, those bulkheads would be
functionally as the original. Do you concur?

Thanks for any wisdom - this is new territory for me...

L8R

Skip and Lydia

Morgan 461 #2 Disaster link: http://ipphotos.com/FlyingPig.asp
SV Flying Pig KI4MPC
See our galleries at www.justpickone.org/skip/gallery !
Follow us at http://groups.google.com/group/flyingpiglog and/or
http://groups.yahoo.com/group/TheFlyingPigLog

There is no such thing as a problem without a gift for you in its
hands.

You seek problems because you need their gifts.