On 22 October 2015 received email notice from USCG NVDC that USCG Certificate Of Documentation was complete and approved. Paper copy was sent by US postal system to our address in Green Cove Springs, Florida.
On 16 October 2015 received email notice from USCG NVDC to request copies of the death certificate and transmission of ownership directly from Mrs. Jesson, bypassing the Australian SRO stated Privacy Act concerns.
On 16 October 2015 contacted Mrs. Jesson by email and she immediately provided copies by return email.
On 16 October 2015 resubmitted application to USCG NVDC and requested it be reviewed by a supervisor.
We brought the Para-Tech sea anchor back with us to Naga City, Cebu when we returned from Indra in September. We downloaded and reviewed the instruction manual from the Para-Tech website. The sea anchor was removed from its deployable stowage bag and appeared relatively unused. However it was not properly packed in the bag and the parachute shroud lines were tangled up.
We inspected the sea anchor material and stitching thoroughly and found no issues. The 316 stainless steel jaw-to-jaw swivel was 5/8-inch in size, the proper and recommended size per Para-Tech's instruction manual. The parachute shroud shackle was galvanized steel and 3/4-inch in size.
Discovered the float line exiting out the bottom of the stowage bag was only three feet long and appeared to have been cut.
A label attached to the parachute material identified the size as 15 feet with serial number 022188.
All the parachute shroud lines were untangled which was quite a puzzle to do.
The sea anchor was washed thoroughly, rinsed, and rotated multiple times to allow it to completely dry out. It was then packed and stowed in the deployment bag per manual instructions.
Click to go to Yamaha Outboard Motor Repair.
Our new-to-us Yamaha outboard motor was previously mounted on the starboard side of Indra's boomkin on the stainless steel tubing. We had transported the outboard motor in our Ford Ranger truck bed on our return trip to Cebu from Indra at Holiday Oceanview Marina, Samal Island with the intent of checking it out and performing routine maintenance - To Do List Item A0065.
The identification plate on the outboard motor had some numbers visible but did not identify the year or model.
We found the original purchase receipt aboard which identified it as a Yamaha 2 horse power outboard model number 2CMH serial number 6F8K S 1015882. The letter "K" on the identification plate is the year model code which indicates it is a 2006 model which agrees with the purchase receipt dated year 2006.
We did find an owners manual aboard but searched the internet and found a more current one which we downloaded. We also found a few websites that had detailed part breakdowns of the outboard motor and listed parts available for purchase. The part breakdown diagrams were downloaded and used as a guide to disassemble and inspect the motor.
The outward appearance of outboard revealed a "few" issues:
Opened the gas cap and found a little fuel still inside the tank, however it had a layer on it that looked like congealed varnish - probably since it had been there now for 2-plus years. Removal of the rusty spark plug reveled it was saturated with a oily tar substance.
Next step was to disassemble and check out the state of the impeller - which turned out to be more challenging than it should have been. Searched the internet and found a few videos detailing how "easy" it was to take this apart to get to the impeller.
I removed the propeller and gear assemblies to access and remove the small circlip at the base of the shaft. The gear housing assembly had very old thick oil in it and was contaminated with grit particles. This was thoroughly cleaned out and the internal bearing appeared to be still serviceable.
With everything properly removed, I attempted to separate the lower shaft assembly from the top of the engine, but no matter what I tried it would not budge. Back to the internet, low and behold others had this same issue of being unable to get the shaft to separate from the crank shaft - the videos described it as the two parts rusted together and formed a "weld" bond. I squirted it with WD-40 and gave a few not so gently whacks, but no luck, it would not budge. Found a text description on a website that advised in this case that the dowel pin that held the impeller in place was really the only thing holding the lower case to the shaft. Advice revealed: beat it harder. So with a bigger piece of wood and a 5 pound sledge hammer, I gave it what it needed - some TLC - and amazingly enough, about 30 minutes later it was apart.
The propeller shaft was "welded" to the crank shaft and further attempts to beat them apart were futile. Using a Dremel rotary tool with a metal cutting wheel I cut two groves into the shaft and then used a chisel and hammer to finally separate the two pieces.
Back to why we took this apart; inspection of the impeller showed it was long overdue replacement as almost all the rubber blades were broke off.
The impeller retaining plate was now damaged due to the impeller retaining dowel pin being forced through it, also the two internal oil seals were damaged. One of the broke off impeller blades was stuck in the water inlet severely restricting cooling water flow.
Below are the remains of the water pump assembly, once forcibly removed.
The next step consisted of removing the head cylinder, which revealed the piston chamber was thoroughly contaminated with a thick oil sludge residue - probably the only positive discovery as it at least kept rust from forming in the cylinder/piston area. After cleaning this goo away, the piston/rings appeared to be good shape.
After thoroughly cleaning everything, wire brushing all carbon deposits/scale away, removing gasket material, the list of replacement parts and additional spares was compiled and ordered from the states from multiple websites. The total cost (including shipping & tax to our California shipping consolidator) was about $642.89 - might have been prudent to just order a new outboard? Now to wait the approximately 2-3 months before the parts arrive via ocean freight shipment - Balikbayan boxes sent through Manila Forwarder at about $100 per jumbo box.
| $642.89 | ||||
| Part Number | Item | Quantity | Cost Each | Total Cost |
| 6A1-45510-01-00 | DRIVE SHAFT ASSY | 1 | $94.96 | $94.96 |
| 6A1-24500-02-00 | FUEL COCK ASY 1 | 1 | $37.54 | $37.54 |
| 18-3072 | Sierra Impeller - Yamaha 646-44352-01-00 | 2 | $12.34 | $24.68 |
| 6A1-W0093-03-00 | CARBURETOR REPAIR KIT | 1 | $24.58 | $24.58 |
| 18-3463 | SIERRA WATER PUMP KIT - Yamaha 6A1-W0078-01-00 | 1 | $23.89 | $23.89 |
| 6A1-W0078-02-00 | WATER PUMP REPAIR KIT - PI Customs P112.00/47 | 1 | $23.24 | $23.24 |
| 18-7293 | Sierra CARB REPAIR KIT - Yamaha 6A1-W0093-01-00 | 1 | $22.53 | $22.53 |
| YamaLube Oil 2-Stroke - 1 gallon - P950.00 at P47 exchange rate | 1 | $21.11 | $21.11 | |
| 646-44352-01-00 | IMPELLER | 1 | $17.75 | $17.75 |
| 648-43114-01-00 | PAD, TRANSOM CLAMP | 2 | $8.68 | $17.36 |
| 6A1-24610-02-00 | CAP ASSY | 1 | $16.40 | $16.40 |
| 6A1-44361-00-00 | TUBE, WATER | 1 | $14.20 | $14.20 |
| Universal Boat Outboard Engine Motor Kill Stop Switch&Safety Tether Lanyard New | 1 | $13.99 | $13.99 | |
| 646-42528-00-00 | PLATE, FRICTION | 1 | $13.12 | $13.12 |
| 6A1-82375-10-00 | COVER, PLUG CAP | 1 | $12.72 | $12.72 |
| 6A1-11181-A1-00 | GASKET, CYLINDER HEAD 1 | 1 | $12.32 | $12.32 |
| 6A1-41637-00-00 | KNOB,MAGNETO CONTR | 1 | $9.79 | $9.79 |
| BR7HS | NGK (4122) BR7HS Standard Spark Plug, Pack of 1 | 2 | $4.86 | $9.72 |
| 6L5-45251-02 | Yamaha Outboard Zinc Anode (810945M) | 2 | $4.58 | $9.16 |
| 6A1-41271-00-00 | KNOB, CHOKE | 1 | $9.00 | $9.00 |
| 6A1-42677-10-00 | GRAPHIC, FRONT | 1 | $8.12 | $8.12 |
| 90250-03M10-00 | PIN, STRAIGHT | 2 | $3.20 | $6.40 |
| 6A1-24198-00-00 | SEAT, RUBBER | 1 | $5.80 | $5.80 |
| 646-14158-00-00 | TOP, MIXING CHAMBER | 1 | $5.80 | $5.80 |
| 90122-06004-00 | BOLT, WING | 1 | $5.48 | $5.48 |
| 6A1-24311-00-00 | PIPE, FUEL 1 | 1 | $5.32 | $5.32 |
| 98580-05012-00 | SCREW, PAN HEAD | 2 | $2.52 | $5.04 |
| SL52226 | Shoreline Marine Pump Lower Unit Fill | 1 | $4.96 | $4.96 |
| 93210-42101-00 | O-RING, CAP, LOWER CASING | 1 | $4.87 | $4.87 |
| 90445-07M90-00 | HOSE (L390) | 1 | $4.48 | $4.48 |
| 6A1-14613-A0-00 | GASKET, EXHAUST PIPE | 1 | $4.28 | $4.28 |
| 646-14623-A1-00 | GASKET, EXHAUST PIPE | 1 | $4.00 | $4.00 |
| 93604-09066-00 | PIN, DOWEL | 1 | $3.68 | $3.68 |
| 97885-05010-00 | SCREW, PAN HEAD | 2 | $1.72 | $3.44 |
| 90173-05M00-00 | NUT, SQUARE | 2 | $1.72 | $3.44 |
| 90201-11M49-00 | WASHER, PLATE | 1 | $3.28 | $3.28 |
| 90501-12272-00 | SPRING, COMPRESSION | 1 | $3.08 | $3.08 |
| 98780-03010-00 | SCREW,FLAT HEAD | 1 | $2.96 | $2.96 |
| B5H-S0000-00-00 | B5HS NGK 10PK | 1 | $2.88 | $2.88 |
| 93210-19123-00 | O-RING | 1 | $2.66 | $2.66 |
| 92990-05600-00 | WASHER, PLATE | 2 | $1.28 | $2.56 |
| 92990-05600-00 | WASHER, PLATE | 2 | $1.28 | $2.56 |
| 6A1-13621-A0-00 | GASKET, VALVE SEAT | 1 | $2.12 | $2.12 |
| 99001-06600-00 | CIRCLIP | 2 | $0.99 | $1.98 |
| 90183-05M00-00 | NUT, SPRING | 2 | $0.99 | $1.98 |
| 646-45567-00-04 | SHIM (T:0.40MM) | 1 | $1.92 | $1.92 |
| 93210-08M29-00 | O-RING | 1 | $1.80 | $1.80 |
On 12 September 2015, sent email to NVDC requesting status as our priority request had no answer.
On 14 September 2015, the NVDC Webmaster responded stating paperwork is in pending status but a supervisor does have this case.
On 14 September 2015, the NVDC Webmaster responded to the emails sent on 1, 2, 3, and 4 September and provided a copy of the deficiency letter already received in rejection package of 9 September.
On 7 October 2015 received notice from USCG NVDC that application for COD was rejected again, this time by a supervisor. It was very evident again from the response that they still could not comprehend the paperwork submitted.
It was very evident that the crux of my difficulties was the NVDC was incorrectly basing their judgment and decisions on the year 2009 Australian Registration Certificate which did identified both Mr. and Mrs. Jesson as current owners. Why is it incorrect? The Australian Registration Certificate, just like a USCG Certificate of Documentation, states it is not a title document and should not be used as the basis for determinations of ownership or title - see picture below, Important Notes, item 2; also read the fine print on any USCG Certificate of Documentation. The Australian Registration Certificate, just like a USCG Certificate of Documentation, on the instant of transfer of ownership, is no longer a valid or legal document.
The Australian Registry, just like the records on file at NVDC, are the legal and current source for ownership and title decisions. The Australian Registry records were provided to the NVDC after they were certified and Apostille, but for whatever reason, the NVDC could not comprehend this simple fact. The Certified and Apostille Australian Registry records, the Australian Certificate of Deletion, and the Australian Bill of Sale had the full force of legality in the United States as a result of being Apostille, but the NVDC could not comprehend this. One can only assume, that this incorrect practice of using the Australian Registration Certificate as the basis for title decisions is also in effect for USCG Certificate of Documentation, even though both documents expressly denounce and prohibit this practice.
This NVDC rejection letter added another new request to be provided with paperwork showing the death of Mr. Jesson and transfer of sole ownership to Mrs. Jesson. I was extremely upset at this request as the NVDC had already been furnished with the certified and Apostille Australian Registry per 46 CFR 67.61 (b) requirements reflecting sole ownership to Mrs. Jesson, but they cold not comprehend or recognize that indisputable fact. However, I had no choice but to pursue the paperwork for this additional request.
Immediately sent email to AMSA Shipping Registration Office with a copy of the USCG rejection notice identifying the need for additional paperwork on transfer of ownership due to death of Mr. Jesson. In less than an hour had a response back. In the email the Australian SRO identified that they could not furnish the information requested due to Privacy Act concerns. This email was sent the same day to the USCG NVDC personnel with the Australian SRO cc'ed on the email in the hope that NVDC personnel could liaise with the Australian SRO and become educated on what documents they had already been furnished. I suspected this would not be the case as NVDC egos were involved and the Australian SRO email clearly emphasized they had provided correct, complete, and legal documents already.
We started the day again with the complimentary breakfast at Precious Garden Resort and Hotel. We left there about 7:00am and stopped at the nearby Central Convenience (2C) store and loaded up on ice for the cooler, drinks, and a few snacks before heading to Holiday Oceanview Marina.
We parked our Ford Ranger Truck right besides Indra so we could unload and load up the bed of the truck - this was to be the last day at Indra this trip.
Started out be retaking pictures in select areas with a tape measure lined up on items so the size of things were known. We installed the USCG Documentation COD 600692 plaque we ordered - read here.
Next went out on deck with the tape measure and rope/wire caliper gauge and took pictures and measurements of all the ropes and wire standing rigging. Also measured and took pictures of all the blocks, tracks, winches, and sail hardware. We also installed the Lifesling2 replacement storage bag - read here.
Another impromptu marina meeting about the kidnapping incident was held in the afternoon, we almost missed it if it wasn't for the knock-knock on the boat hull by a fellow cruiser informing us of it. The informal updates presented yielded really no new information - it seemed more like an attempt to make the boat residents "feel-good" more than anything else. Kazuko Shibata-Tripp of yacht Outstripp (standing in picture below, right side), that had eluded capture from the kidnappers by jumping off her boat into the marina water, gave her first hand account of what transpired that night. Barring that, the marina management attempted to reassure folks they were safe in the marina compound and they boasted of the quick and ongoing construction of the Philippine Army guard post on the outer marina seawall entrance. They still had not designate a new marina yard foreman yet, but asked all to be patient.
Back and inside the boat took pictures and measurements of the thru hulls and hoses. Pulled up the floor boards covering the diesel and water tanks and took pictures and measurements. Found and inventoried drawers filled with engine parts and filters. Opened the engine compartment and got a lot more detailed pictures.
Removed the Yamaha outboard and loaded it in the bed of truck - will look at in detail back in Cebu. Also loaded some nylon ropes and the old worn out rope chain bridles in the back of the truck for rework in Cebu. Rearranged some stuff inside Indra and pack aboard the new parts we had brought with us from Cebu. Secured all the port windows and hatches and locked the entryway doors. It was time to leave.
We left Holiday Oceanview Marina about 16:00pm and returned to Precious Garden Resort and Hotel. Mary Ann had another cheese pizza, Marilyn and I had lasagna and tempura fried shrimps for dinner. Downloaded the pictures to the computer and recharged the devices. Went on the internet and researched which way we would take to get back to Cebu and the schedules of different Roll-On Roll-Off (RORO) ferries. It was going to be a long day in the truck tomorrow.