About a third of these boats went straight into Caribbean bareboat charter fleets, built to a cheaper spec and then hard-used, so two OI 41s of the same year can be very different boats. Work this list worst-and-most-expensive first, because the difference between a bargain and a money pit is mostly hidden behind the molded interior liner.
Charter hulls got cheaper tabbing, self-tapping deck hardware, and non-marine plywood bulkheads, and the pre-1975 low hull-to-deck joint is weaker than the post-1975 sheer-edge joint, so provenance frames every other finding.
The original polyethylene tanks were set in place before the deck was bonded on and sit under the liner, so a cracked tank (fresh water in the bilge, a tank that will not hold level, or a foul smell) means a multi-thousand-dollar job fitting several small replacement tanks.
On a beamy hull (about 13 ft 10 in) whose panel stiffness leans on the interior pan, oil-canning and localized soft spots are real, so listen for the dull thud of a void and look for gelcoat or furniture cracking at panel edges.
Pre-1975 boats carry the joint low at the rubrail where travel-lift slings crush it, and a compromised joint both downfloods and lets water run down the hull side onto the cabin sole where it rots the wood.
Water enters at stanchions, cleats, winches, handrails, the mast step, and chainplate slots (worse on charter boats fastened with self-tapping screws) and turns the core to mush, so tap and moisture-meter for dull, wet areas.
On charter-spec boats the bulkheads are bonded to the liner rather than continuously tabbed to the hull, and a bulkhead twisting or pulling away from the liner is a dismasting risk, not a cosmetic crack.
A keel-stepped heel standing in bilge water corrodes, and this is usually a ketch with two full sets of 1970s standing rigging long past service life, so budget a full re-rig of both masts if the age is unknown.
The wheel drives a long cable-or-hydraulic run aft to a quadrant under the aft berth, the big rudder can be grabbed backing down and slam the helm hard over, and Morgan did not cofferdam the pedestal so water pours down it into the bilge.
Morgan is famous for badly blistered, resin-starved hulls (the OI 41 is one surveyor David Pascoe cited as effectively destroyed by osmosis), so map any blisters and confirm whether a prior peel or barrier job is holding.
Original charter-era wiring was very poor and expanded piecemeal (a fire risk that usually needs a partial or full rewire), and the many below-waterline penetrations must be proper flanged bronze seacocks, never gate valves.
The full Morgan Out Island 41 volume walks every point in depth, with the fix costs, the service data, and the parts sources. Leave your email for the printable checklist and word the moment the doors open.