We bought a 19 foot Fiberform runabout several years ago (2006), to be used as a tender for our retirement project, which is a marine salvage and rescue consultation service. After a lifetime of actually doing this type of work, we're now old and tired and scared, and we only work with insurance underwriters. The boat turned out to be a nightmare of poor maintenance. We ultimately took the vessel to a backyard mechanic (our opinion) in Kent, Washington, called "Allison Marine", for a new engine and outdrive, and a great deal other work. We were soon to discover that dealing with Allison Marine was a mistake. Over the course of several months and many thousands of dollars, we ran into more disagreements and problems with this outfit than we could have ever imagined.

For instance, when installing the new engine, Allison Marine was advised in no uncertain terms that we did not want any carb problems from an engine that had been sitting for a year (it was a rebuilt long block from Waterhouse). We wanted a NEW carb at any expense. Allison said they understood. When we finally took delivery of the boat it wouldn't idle. It ran fine under load and at higher RPM, but wouldn't idle down less than about 1400 RPM without coughing and dying. The symptoms were classic: Clogged idle circuit in the carb. We've all seen it a million times; in fact we once had it happen on an airplane engine. We simply climbed until we got near the airport, then landed dead-stick.

We went back to Allison Marine with this problem and were advised that the malfunction was most assuredly NOT their fault. Even though they had not installed a new carb as we had ordered, Allison Marine was adamant that the problem lie with the fuel line. It was quarter inch line, instead of three-eighths. Of course this was a ludicrous assertion since a fuel restriction, even if it existed, would show up at higher RPM and under load, not at idle. We argued with Allison about this for perhaps a week. Finally we disassembled the carb, found it clogged, and sent it back to Allison for a credit. We then installed a new carb and the engine ran like a Swiss watch. This was typical of the oddball work that Allison exhibited throughout our entire months-long interaction with them, but that's for another website and another lawsuit, assuming we're not beyond a civil statute of limitations.

We ran the boat on Allison's engine/outdrive install for about 50 hours, at which time we began hearing a heavy thudding noise coming from the rear of the engine. We took the boat in to an outdrive shop that occupied the address shown above, for B&A, but which was not B&A. They diagnosed the problem as a worn gimbal bearing. That was odd, because the gimbal bearing was new, installed by Allison Marine only 50 hours before. But we took them at their word and didn't ask for any further diagnosing. We had this shop pull the outdrive and replace the gimbal bearing. They found numerous other problems, as is nearly always the case with any outdrive, and repaired and upgraded the drive train to the tune of about $2400. We needed to get the boat back to work, and with this expenditure, we were good to go.

Unfortunately the thudding noise was still present and we ran it about 15 more hours, until we could tell for sure that it was getting worse. We took it back to the above address, intending to ask the outdrive repair shop to take another look. Unfortunately, that outfit had gone out of business, but B&A had taken their place in the very same shop. That seemed convenient, so we had B&A pull the outdrive in order to diagnose the problem.

We were adamant to B&A, specifically to Chris Ackerman who did the work on the boat, that the sound was deep, and solid, and sounded like something in the flywheel/coupler area. We came back a week later for Chris's diagnosis, and he announced that he was positive the noise was coming from worn exhaust flappers. These, of course, are little sheet metal plates, installed in the exhaust systems of all or most inboard-outboards, which in theory prevent water from back-flowing up into the engine during a hard backing of the boat, or other conditions. They're generally coated with rubber to keep them quiet, and if that rubber wears away or is eroded, the sound of sheet metal clacking against the insides of the exhaust system can produce an annoying noise. We didn't think this was the case because, for one thing, the exhaust flappers had been installed new about 65-69 hours prior, and the exhaust system had never been overheated or run without water, which can burn off that rubber coating. That meant that there was really no logical reason for the flappers to be making noise. Additionally, it simply didn't sound like that kind of noise to us. It sounded SOLID, not like sheet metal tapping against aluminum. Chris Ackerman was grilled for some time about this discrepancy, but he swore that he had even removed the starter and had pried this way and that way and every possible way on the flywheel, to be absolutely certain the flywheel and/or coupler weren't loose or broken. He was asked about this many times -- at least six; perhaps nine. His answer was the same each time: He was positive that the only sound coming from that area was due to worn out exhaust flappers. We simply didn't buy it, but the diagnosis was on Chris's head, and we had no choice but to believe him. If he was wrong, we were confidant he'd make it right. He was, we thought, a "nice guy".

While the outdrive was off we discovered that the gimbal bearing was bad yet again. It was replaced by Chris. Total bill for the gimbal bearing replacement and diagnosis of the noise was about $540. B&A was paid in cash, so they voluntarily discounted the bill to about $480. The work was broken down as 2.5 hours of diagnosis @ $110/hr, and the remainder allotted to the changing of the gimbal bearing. We were supplied a receipt for that amount.

The cost of replacing the worn exhaust flappers was prohibitive, since the outdrive and engine must be pulled to replace these $20 parts on this particular configuration. Even then, exhaust flappers ARE prone to wear and failure, and we didn't want to be stuck replacing them every couple of years. We elected to install a complete, new, through-hull exhaust system. That bypasses the Mercruiser flappers once and for all. Over the next weeks that installation was effected by us at a PARTS cost of $1700 and change.

Immediately after installing the new exhaust system, the boat was tested on the launch ramp. Even though the old flappers had been completely bypassed, the exact same, solid clunking was evident from the rear of the engine. Clearly, the problem had not been worn exhaust flappers as Chris Ackerman had so adamantly and insistently diagnosed.

We took the boat back to Chris and scheduled to have the outdrive and engine removed so as to get to the bottom of the problem once and for all. We were given a date about a week in advance. This was becoming a problem, because the boat hadn't been available to work for many weeks.

We did return on the appointed day, to discover that the boat hadn't been touched. We obtained a new due-date and promised to come back in a week, which we did.

Again we found the boat untouched. At that time Chris advised us that he was not willing to do the work on the boat "because of its age". We didn't even bother to argue, but simply picked up the boat and left.

A few days later another mechanic pulled the outdrive and engine. It was discovered that the flappers were in perfect condition. All of the rubber coating was perfectly intact. It was also discovered that only two nuts were still attached to the six studs that hold the flywheel/coupler to the rear crank flange. Those two nuts were completely loose; all other nuts were missing. The flywheel could be moved fore and aft at least half an inch using one finger. Clearly, Chris Ackerman's diagnosis was as wrong as wrong can get. And as a result of following his diagnosis, we had needlessly expended an additional $1700 in exhaust upgrades, and lost perhaps $1000 in missed work, not to mention many hours of our labor to install the new system. Here's what the new mechanic said in his initial email to us:

"…so the cause of all the probs are all but 2 fly wheel nuts are off i can move the fly 1/2 inch side to side. who did your work because i think they were on crack....did any of this come with any guarantee from this shop? i wouldn't let em work on my flashlight lots of shitty work from what i can see...lots of finger tight bolts..."

At this point we had invested, including new engine and outdrive and many other repairs, tops, electronics and upgrades, $26,400 in a $3500 boat. Clearly it was time to cut our losses and get away from outdrives and those who purport to repair them, altogether, forever. Years before, we had operated a self-powered barge as part of our company's machinery complement, and had gone through eleven (11) outdrives in its twin engine installation over about four years. That should have taught us the outdrive lesson; this DID teach us the outdrive lesson. Just say "no" to outdrives of any age, any manufacture.

Allison Marine had installed the flywheel and coupler to this engine just before we bought it, by their own admission. Certainly the flywheel/coupler nuts could not have been even torqued down properly, let alone Loctite'd. They were simply tightened finger-tight, and forgotten. It was our repeated experience at Allison Marine to witness young, highly inexperienced boys working on the boats and engines, while the shop charged $110/hour for "certified" work and paid them probably minimum wage as "apprentices". This particular problem would have never arisen, had Allison Marine properly mated the flywheel and coupler to the rear crank flange. This is Allison Marine's fault.

We stripped the electronics, tops, etc., and sold the Fiberform to the new mechanic for $1000, representing a loss of about $17,000; we'd had enough of outdrives and outdrive repair facilities. We wanted the boat out of our lives forever with no delay. The new mechanic, now the owner, re bolted the flywheel, and reinstalled the "worn out" flappers. They run silently, of course, because there was NOTHING WRONG WITH THEM, and the boat is in service today, at least to the degree that anyone can ever say an I-O boat is "in service".

We had paid Birchard & Agee Marine Services & Drystack, by their own admission, the sum of $275 for 2.5 hours of diagnosis. Obviously Birchard & Agee Marine Services & Drystack DID NOT PERFORM A USEFUL SERVICE. It's cut and dried. We can find no theory with which to explain Chris Ackerman's assertion that the flywheel "wouldn't budge". It was as loose as loose can get without actually falling off, and that's not an "opinion", it's a FACT. We can think of only one scenario which might have caused Chris to think the flappers were worn out, and that is that not all flappers are completely covered by a rubber coating; many are so coated only around their edges, where they meet with the inside of the sealing surfaces in the Y-pipe. If that's the case, Chris is still at fault, as he should have known that some flappers will display bare metal when viewed through a bore scope, even when they are brand new.

On 8-28-09 we wrote an appallingly polite letter to Birchard & Agee Marine Services & Drystack, explaining the situation, and asking for a refund of only $275 -- the amount they charged us for the work they did not perform. We felt this was absurdly fair. Birchard & Agee Marine Services & Drystack was PAID to perform a service; Birchard & Agee Marine Services & Drystack DID NOT perform that service; therefore, Birchard & Agee Marine Services & Drystack isn't entitled to keep the money they CHARGED for that service. It's a bloody simple concept. Most gradeschoolers understand this; sadly, not some adults. Birchard & Agee Marine Services & Drystack was politely advised that we would file against them in Small Claims court in Seattle if they did not refund that amount. Their 30-day grace period has now expired.

When we wrote that letter and sent it by registered mail, we were still willing to cut Chris Ackerman and Birchard & Agee Marine Services & Drystack some slack. We liked Chris a great deal, and we didn't yet believe that Birchard & Agee Marine Services & Drystack was a dishonest and/or incompetent business.

Birchard & Agee Marine Services & Drystack has steadfastly refused to reply to us in any way whatsoever, and we are now forced to file suit against them. We are undecided as yet if we will file in Small Claims and ask only for the $275 figure, or if we should bring them into District court and ask for that plus some portion of the money and time we invested in a new exhaust system which was never needed. And there's the issue of lost revenue.

Had Birchard & Agee Marine Services & Drystack replied to us with reason or logic, or even common human courtesy, and explained their position, as indefensible as it is, we might have been inclined to try to find a way to work with them. The fact that they have simply thrown us under the bus tells us what kind of business they are: the lowest kind.

We no longer have any respect whatsoever for this outfit or for Chris Ackerman.

FACT: Birchard & Agee Marine Services charged us for a service;
FACT: Birchard & Agee Marine Services didn't perform the service;
FACT: Birchard & Agee Marine Services refuses to acknowledge our complaint in any way;
FACT: Birchard & Agee Marine Services refuses to refund money paid for a service they did not perform.

Period.

This is an arrogance that we will never tolerate. In fact, this peculiar brand of arrogance enrages and disgusts us far in excess of merely being bamboozled out of some cash. There are honorable businesses who make mistakes, and there are dishonorable businesses who make mistakes. The former at least makes an effort to settle a matter before being dragged into court; the latter's sense of honesty is so putrid that it simply DOESN'T CARE if it makes a mistake. We submit that, in our view, Birchard & Agee Marine Services & Drystack is of the latter type.

We'll append the outcome of Birchard & Agee Marine Services & Drystack's trial. We are thoroughly disgusted by any company that acts this way, and companies are made up of PEOPLE.