Mutineer 15
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Mutineer Autopsy

*CAUTION* 

Extremely Disturbing Images and Graphic Descriptions

Proceed at your own risk - You have been warned.

Hull # CBC 49674 M77J 
RIP

A window cut into the side to see the assembly in the seat area.  The foam filler is only placed from the seat deck to the bottom of the hull. It is not attached to anything, rather it is stuck to the lower hull surface, but pops loose with a small amount of prying. Note the half round stiffener that runs along the rail.  It is interrupted  in the center area by a thin plywood insert.  From the rail to the longitudinal cut line, the hull is not attached to anything.
Close up of cut area towards bow. At some point the open inside bow area was painted black and the paint extend back into the open areas between hull and deck a small amount.
Rearward, towards stern close up of cut area.  The small bracing section seen at the upper right corner of cut area is not attached to the deck.
The foam is loose and slides right out.
There is  a line where the hull meets against the deck.  It appears that a layer of wet roving was placed into the hull and the deck was laid onto it.  They are bonded together at this point.
This is the line where the hull meets the deck.  Dimensions are shown so that this location can be located without cutting into the hull.  Dimensions are off of centerboard slot centerline - 13 1/2".
Dimensions to deck/hull connection at center of centerboard slot - 14 1/2".
Dimensions to deck/hull connection at back of centerboard slot - 14 1/2"
Dimensions to deck/hull connection at stern, 18" forward of the transom - 12 1/2"
View of the deck/hull interface at the middle of the cut area. Roving at the joint is visible. The deck and hull are solidly connected here. A large amount of force exerted on prybars does not separate them.
View of the deck/hull interface at the rear of the cut area. Not sure what the reinforced paperlike fabric was used for. It is wrapped around the backside of the foam, but only towards the stern portion of the cut area.
There is a stiffener placed longitudinally along the side of the hull. It is built with a cardboard spacer to create the shape. The location can be seen on Pic 1.
End of the seating surface towards the bow.  There is plywood in the seats. Partially covered with fiberglass, but not completely.  The small plywood brace at the top of the pic might have been added post production.
Close up of the exposed rail underside towards the bow.  The half round stiffener is interrupted by a plywood insert.  The plywood is fully exposed.
Close up of the exposed rail underside towards the stern.  Note that the plywood being exposed results in deterioration over time.
Two large deck braces across the bottom of the mast step.  Beyond on the right side the plywood under the factory jib track can be seen.  It is fully exposed plywood. The moisture within the hull has completely delaminated it.
View into the centerboard slot.  The aluminum pieces were added by a previous owner.  They are threaded so that the centerboard cap can be installed with machine screws instead of rivets.  Note that there is no attachment from the top of the centerboard trunk (as sailed) and this bulkhead.
View of the extensive bracing in the deck.  This is all constructed with cardboard tubes with a layer of fiberglass over them.  The cardboard remains inside the tube. Note the factory installed gussets located on either side of the cockpit opening.  These are an attempt to brace the 2 transverse struts that are under the mast step.  This deck is extremely solid and does not exhibit any signs of the mast step crushing.  The other hull I have is also a 1974 (a few months earlier) and oddly does not have these gussets.  The other hull has a permanent 1" deflection at the mast step and the gelcoat exhibits cracking thruout the mast step area.
Rear starboard (as sailed) corner. There is a small pad of plywood in the corner to stiffen the spinnaker block attachment point.  The stern is to the right of the pic.  Note the small round half tube that braces the vertical cockpit wall.
More expansive stern view.  Note how thick the fiberglass is at the centerline and how quickly it tapers to minimal thickness towards the sides of the hull.  The center of the floor area between stern and front bulkhead (including the centerboard trunk),  is probably 30% of the weight of the full boat.
Inside of the stern.  Plywood backing only at the port side (for outboard motor brace).  This plywood and the corner plywood backing plates are completely exposed and show evidence of deterioration.  The rear drain plug opening (plug body removed) is thru raw plywood, which also shows signs of delamination.
View of where the chainplate is anchored. Encapsulated on 3 sides with fiberglass, but the 4th side is completely exposed and showing signs of delamination.
View of bow bracing.  Note the broken bracing.  Hull is very soft in this area.  Trailer had put 1" divots at each bunk location.
The floatation foam in the bow used to be covered by a very thin layer of fiberglass.  It no longer exists.  There is a center vertical plywood support, but the fiberglass was too thin to span across the support points and has been gone for some time.

 

Note the large fillet of pink material at the bottom corner. Very dense structural filler. You can see the drain hole that drains this area at the far end of the trunk. Nice overview of the construction of this area.

 

The layup schedule results in just over 1/4" thickness at the floor area. This tapers quickly to minimal thickness beyond the floor area, which is standard hull thickness all the way to the rubrail.

 

The aluminum strip along the top edge where the cap attaches is non-stock. A previous owner threaded the aluminum strip and bonded it to the glass with epoxy. This allows the cap to be easily removed, when desired.

 

 

 

 

Close up of the inside of the trunk.

Special thanks to Dr. Matt Dalton, M.D. (Mutineer Doctor)