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C/O Tom and Kaye Assenmacher
Box 32, Kinsale, VA 22488
EMAIL: a37ioa@sylvaninfo.net

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March 25, 1994


Welcome aboard to new member Dan Daciuk of Traverse City MI. Dan recently wrote requesting information about the Association. We don't know any of the particulars about Dan's boat, but hope to hear from him soon.

Randy Whitney (MOIRA E III) is getting tired of winter after the sixteenth snowstorm of the season (Colchester, VT). Randy is still looking for an A-37 to replace MOIRA, an A-30. If anyone knows of any leads, please contact Randy.

Recently heard from Gerry and Lea Warwick (AVALON), who attended the Atlantic City 'SAIL EXPO'. They were both impressed with the boat show, and while there, met new member Bob Gambrell. Seems that Bob, who lives aboard, owns an Alberg 37 KETCH. Bob says that there were 6 ketches built - has anyone ever seen one?

Gerry is also looking for ideas relating to bow rollers and ground tackle storage. If anyone has some innovative ideas, pass them along to Gerry.

Welcome aboard to new members, Frank and Linda Smart (BRANDELARA II). They have owned a 1970 sloop since 1989, and wish to share common experiences, problems and solutions.

Jacques and Monique (ALICIA III) recently wrote that they read the newsletter with great interest, and enjoy hearing from the other members. Are you still planning your Caribbean cruise in '95?

Neil and June Baylie (RAPCU) wrote recently that they are "busy, playing in the snow", skiing somewhere in the mountains of Utah. Neil says that RAPCU is still for sale, so if anyone has any leads, contact Neal (they plan to be back in PA. in April). RAPCU is out of the water at a marina here in Southern Maryland.

Lou and Jean Wayne (PIKA) send their regards, and hope to contribute a newsletter article soon.

Bob Larsen (ALDEBARAN) recently reported that the temperature in Minnetonka, MN. was -27 deg. F, with a wind chill of -61F, and that reading the newsletter gives him hope that warmth will eventually return. He appreciates the information which other A-37 owners share through the newsletter.

We recently heard from Jack Lackner (CANADA GOOSE), who, at the end of January was in Vero Beach, FL. Jack sends the following account of the past year or so: 'In mid July of last year, I left Spain for Niagara-on-the-Lake to get CANADA GOOSE ready for her 1st leg on her journey to Spain. The boat had not been in the water for 2 years. Even though the boat is in good order, I had no idea when I started just how much there is to getting a boat ready for the trip to Florida, let alone for a crossing of the Atlantic.

I had read in one of the newsletters of the many things that Brian and Kathy Marsh had done to their boat (TUNDRA). One thing that was on my mind was to install a boom gallows. We started thinking about this about 2 - 3 weeks before we were scheduled to depart for Florida. Many designs were produced, but all had one problem or another, and as time was running out, I remembered the Marsh's account. From the members list I found their telephone number, called and explained my need. They were great and in short order, I had many pictures of their gallows. I literally copied theirs and had it fabricated. Early on the morning of the day of our departure, it was installed.

The gallows, aside from holding the boom securely in place (with no creaking or groaning) it also provides a strong, secure handhold when coming or going forward on the boat. The cost of the gallows has been one of the best investments we have made on CANADA GOOSE.

We had help getting CANADA GOOSE to Oriental, NC, and then I single-handed the journey to Vero Beach. The journey was memorable for many reasons. I plan to write again to provide an account of the journey.'

Jack also indicated that Jim and Mona Anderson (ROBIN HOOD) plan to join him for the sail to Spain, with a planned May or June departure via Bermuda, Azores and Gibraltar. Jack says he'll have to rename to "SPANISH GOOSE" once they arrive in the Med.

Jack sends his special thanks to Brian and Kathy Marsh for their prompt and interested attention to Jack's call for help. We have the photos which Jack referred to, and would be glad to provide them to anyone who is interested.

Terri and Alan Pateman (FINALE) write that over the years since they purchased FINALE, they have had many custom upgrades performed by Alex Magnone of Whitby Specialty Boat Works. FINALE was the last boat built by Kurt Hansen, and they've been told that she was the only boat not built on spec and the workers had plenty of time to build her as operations were winding down. Her fiberglass in places is twice as thick as any of the other Albergs built (it seems they were trying to use everything up).

They had always dreamed about owning an Alberg 37, and couldn't believe their luck when in July 1988, the opportunity came up to buy the last one built. "FINALE" seemed appropriate as a tribute to the final Alberg 37 built in Whitby, but over the years "FINALE' has become to mean the final boat they'll ever want to buy!

Terri indicates she is an avid cook, so perhaps we will FINALLY get some recipes for the newsletter. Thanks for the inside story on FINALE.

Cathy and Malcolm Blackburn (KAILA II) wrote in early January that they had a much better year, weather and sailing-wise, than 1992. Despite forecasts of a wet and cold summer they had very good weather, ending a three week cruise on Labor Day, encountering only a couple of cays with rain, and swimming right up to the last weekend.

Having cruised the North Channel, they recounted that a nice thing about taking a late August holiday is that most of the boats that cruise in this area have gone home.

Cathy and Malcolm plan to charter in the BVI in April with another couple, and then back home to get ready to launch KAILA II.

Wayne and Sherri Bower (TEELOK) sent a very interesting account of their trip north to the Canadian Maritimes, which is included in this issue of the newsletter. They also sent information relating to HAM Radio Operation on Sailboats.



The following information is offered by Wayne and Sherri Bower (TEELOK); 'Regarding Ham Radio on a sailboat, we've had VHF and HF Amateur Radio on board for a number of years. For our VHF (2-meters FM), we use a marine antenna mounted on our RADAR mast at the stern of TEELOK. For our HF, we have insulated the back stay and use an automatic tuner mounted at the base of the stay in the rear lazarette. I added two ground plates on the keel (one on each side). The ground plates are connected to the tuner and the radio with four inch copper shielding which we picked up from a roofing contractor. Initially I had tried to use the life lines as a counterpoise, but that wasn't really all that successful. The current setup has worked very well and we are well pleased. If anyone needs specifics on the installation, we can provide some.'

Also, the Bowers commented on a previously addressed problem of aluminum chloride grit in the aluminum water tanks. 'We had this problem on TEELOK a number of years ago. Our solution was to seal the inside of the water tanks with a two part epoxy paint (ref. EXA471 and EXA473) which we obtained from International Paint. The stuff is made expressly for sealing the inside of water tanks. Anyone interested should get in touch with International Paint.' Also, relating to the decreased sulfur content in diesel fuel, 'The oil companies have reduced the sulphur content of diesel fuel as of 1 October 1993. There are apparently two potential problems associated with the change. The first is seal failures in fuel pumps, and secondly, the lubricity of the new fuel. I've talked to a Mr R. L. Smith of EXXON (Houston) and according to him, the first one is getting all the attention. The lubricity factor seems to be more theoretical than actual. I've also talked to diesel mechanics, and they have noticed an increase in pump seal failures. However, due to the amount of usage of a sail boat diesel, this may be a non problem. Nevertheless, we should be aware of the potential for problems.'

Frank and Linda Smart (BRANDELARA II) are interested in contacting any owners who have solved the problem of blowing up VOLVO engines due to their extreme angle of installation (editor note: assuming the older series of VOLVOs such as MD-2B, MD-11, the only thing I know to do is keep the oil level topped off at least the "full" mark, and check it often. If the oil level is a little low, and the boat heels to any extent, the engine oil pickup will begin to suck air, with a resultant loss in oil pressure. It's happened to me while motor-sailing at about a 20 deg. heel, but the engine was shut down soon enough to prevent damage).

Recently, aboard our 1975 yawl, (SHEARWATER) we noticed an unusually large compass error on certain headings (Ritchie SP-5 compass). It turned out to be the stereo speakers which we have mounted on one of the removable companionway hatch slides. Since the speakers have strong permanent magnets, they were causing up to 15 degrees of deviation on certain headings. Such a problem could mean big trouble for the unaware. We simply keep the speakers below deck and far away from the cockpit whenever sailing a compass course.

During February, here in the Mid Chesapeake area, we experienced abnormally cold temperatures for a couple of weeks. Most boats remain in the water year round here, as there is normally no ice to speak of. This year, we experienced aboard SHEARWATER, an unusual phenomenon. The cockpit drains froze at or below the waterline (we had an ice eater in the water and the hull was free of ice), and the side deck scuppers froze also. When the weather began to moderate (with an attendant cold, heavy rain), water drained from the side deck scuppers, went down to the cockpit drain thru-hulls and large TEE, (which were still partially frozen and blocked), then came back up through the sink drain (sink drain is Teed to the cockpit drain and scupper). If I had not been aboard when this heavy rain began, and saw the water coming up through the galley sink (it's lower than the side scuppers), we would have had some major water inside SHEARWATER. I thawed the thru-hulls with a heat lamp and shortly, we were back to normal. This could be a BIG problem. Unfortunately, I don't know of a readily apparent solution without redesigning the cockpit, deck scuppers and galley sink drain layout.

We recently completed sort of a 'shade tree' overhaul of the MD-2B Volvo aboard Shearwater. It had been running OK, but was beginning to use some oil, so, not leaving well enough alone, I proceeded to do a valve and ring job. As MD-2B owners know, one can do a lot of internal work on these engines without removing the engine from the boat, as the individual cylinders, heads, rods and pistons can be removed separately. It wasn't too difficult, even changed the rod bearings. The only trick was obtaining a 14" torque wrench to torque the rod cap bolts. The engine showed very little wear (cylinders and pistons, and rod journals), but the water passages are losing some metal because of salt water corrosion. I had to have some milling done on one head, because of erosion. It went back together OK, started right up and sounds good. Haven't run it enough to see if we cured the oil burning, but the new rings should take care of that. What was most disconcerting, was the cost of the parts, UNBELIEVABLE!!!!!. Sure hope we get a couple more years of service. If anyone has any questions regarding these older VOLVOs, let me know, I may be able to help. I've had ours apart enough!



We plan to host the SECOND ANNUAL ALBERG 37 INTERNATIONAL OWNERS ASSOCIATION at our place on the Hampton Hall Branch of the Yeocomico River, near Kinsale, VA, over the Labor Day Weekend (September 3,4,5, 1994). Same plan as last year. We had a great time last year with 4 A-37s in attendance, including Martin Violette (SLYBOOTS) who planned his trip south to coincide with the rendezvous. We hope that some of our northern brethren might also consider planning around these dates, as September sailing in the Chesapeake is always nice. More about the rendezvous and directions in the summer newsletter.


by the Editor

For members, I'm asking for $10.00 a year to cover costs of putting out a quarterly newsletter. I might suggest to our Canadian members that they send their dues either in U.S. currency or via a Canadian Postal Money Order payable in U.S. dollars. Unfortunately, in order to cash a check drawn on a Canadian bank (even if in U.S. funds), a $5.00 fee is charged. I've tried several banks, but the story is the same.

The purpose of the newsletter is to provide a vehicle for the exchange of ideas relating to our Alberg 37 experiences (good and bad), maintenance tips, cruising information and to maintain a roster of Alberg 37 owners.

Also, you should be aware of our group's agreement with BOAT U.S. whereby we get membership for half price ($8.50 vice $17.00) as members of a cooperating group. Please mention that you are a member of the Alberg 37 Owners Group and include the Cooperating Group number GA 83253 S when you join Boat U.S. or send in your annual renewal of membership dues. We are required to maintain a certain percentage of our group as BOAT U.S. members to qualify as a Cooperating Group. If anyone wants some Boat U.S. literature, I can send you some.

We all know that the A-37 is quite a well traveled vessel; we've heard from members in the Caribbean, South Pacific, West Coast etc. We also have seen several pictures of A-37s in some of the major sailing periodicals. Did anyone notice the A-37 sloop entering San Juan Harbor (abeam El Morro) on page 88 of the January 1994 issue of Cruising World? The sail number is 4244 (obviously not the Hull Number). It appears to be of Canadian Registry (name on the bow, and what appears to be a Canadian flag at the stern). Does anyone know the boat or its owners? Also, an A-37 yawl appears on page 28 of the March 1994 issue of the Chesapeake Bay magazine. Again, does anyone recognize this boat, its location and owners??



Dan Daciuk, is looking for information relating to davits off the stern on which to hang a hard dinghy. Dan plans to cruise extensively in the near future, and would appreciate if any member who has any information on such an installation would contact him at 1569 Braemar, Traverse City, MI 49684 (616) 223-7140.




We recently purchased a pressure cooker for use both at home and on the boat. Talk about efficiency, it's great for one pot meals, such as chicken and rice, etc. Takes only about 15 minutes to completely cook a meal. For cruising/live-aboards, its use should make for much less heat in the galley, fuel savings etc. Try it, you'll probably like it.



Our thanks to Wayne and Sherri Bower for this account of a recent cruise from the Chesapeake Bay to the Canadian Maritime Provinces aboard TEELOK:

'We recently retired (spring of 93). For some time, we had been planning a trip north. Originally, our destination was to be the Bras d'Or Lakes, Cape Breton Island; however, just before leaving, we added the southern coast of Newfoundland and the French Islands of St. Pierre and Miquellon. With that introduction, let me begin.

On May 20, l993, we left Rock Creek (near Baltimore, MD, bidding all our friends and relatives a "see you whenever we happen to make it back." This was the first trip on TEELOK without a calendar to keep an eye on, and we were really looking forward to it. All we wanted, was to be back south before the first snow. The trip north to the C & D Canal, and then down the Delaware Bay was pleasantly uneventful. We laid over at Cape May, NJ, for a couple days, before proceeding on to Atlantic City - the land of glitz and glitter. Neither one of us particularly care for glitz or glitter, so the following morning we pulled anchor and set the pointy end towards Block Island, RI. The leg across was going well until around midnight. Then, a cold front hit us. The winds picked up and seas built. It was a wild night, and we made it to Great Salt Pond (Block Is) in record time. Both of us were exhausted. We grabbed a mooring and hit the sack. Twelve hours later, we arose to find the tariff collector (also called the harbor master) heading our way. Looking around, we noted that the other boats on moorings had fled the scene.

From Block Island, we headed for Hadley's Harbor. There we met fellow Alberg owner, John Hughes. John introduced us to the Alberg 37 Owners Assoc. The two days we spent here and adjoining Woods Hole were very enjoyable. On the way out of Hadley's, we came upon two boats - one of which was listing rather badly, and obviously, very much aground. I commented to the skipper of the second boat: "Must have been a bad night." His reply was: "Might have been a good night; bad morning." I like dry humor.

The trip thru the Cape Cod Canal was fast and uneventful. We next stopped at the South River, just south of Scituate, MA, to visit with old friends Don and Betty Hourihan. From the South River, we headed for Gloucester, MA. Our plans were to sail straight for Shelburne, NS, but the winds weren't favorable. However, after a couple days, we left Gloucester and had a most enjoyable 50 hour passage across to Shelburne. Here, we met Harry O'Conner, the Vice Commodore of the Shelburne Yacht Club. He introduced us to Nova Scotian hospitality - the Novi's treat you more like family than friends. We stayed in Shelburne several days. A gale was predicted, so we headed for a more protected harbor, Lockport, NS. From Lockport we visited Liverpool and Lunenburg, NS. Lunenburg is an old historical seaport on the Novi coast. Numerous schooners have been built here, including Bluenose and Bluenose II. It's a great place to spend a couple days. After Lunenburg, we headed for the Royal Nova Scotian Yacht Squadron at Halifax. We tend not to be the yacht club type, but we had a lot of fun here and in Halifax. We found the cost of living in Nova Scotia, on the average, to be about what one would expect in the Baltimore - D.C. area. However, fresh fruit and vegetables are more expensive; fuel, and liquor are notably more expensive.

After leaving Halifax, we stopped off at beautiful Tangier Harbour, and the following day, Liscomb Mills, NS. The latter is one of our favorite spots on this coast. Besides its beauty, it's the home of Liscomb Mills lodge. For the cost of a mooring ($10), you get complete use of the facilities which include: indoor swimming pool, sauna, whirlpool, tennis courts etc. In short,

a deal of deals. Next, we put in at Whitehead Harbour where we had our first contact with fog. Because of the fog, and the fact that Whitehead has a lot of "sunkers" at the entrance, we laid over here an extra day before heading on to St. Peter's Lock - the entrance into the Bras d'Or Lakes.

We had been looking forward to cruising the Lakes for numerous years, and we were not disappointed. They are extremely beautiful. We explored numerous harbors and anchorages around the lakes including St. Peters, Dundee, West Bay, Ross Point, Crammonds Island, Marble Mountain and Maskills Harbour before heading on to Baddeck. Baddeck is the sailing center of the lakes and, also, the home of the very interesting (Alexander Graham) Bell Museum. Here you can restock and refit. Its not Annapolis, but you can find almost everything you need. After restocking, we headed back into the Atlantic to St. Ann's Harbour, and then on to Ingonish. Ingonish is located in the northeast side of Cape Breton and our jumping off point for Newfoundland. We actually spent seven days here waiting for the weather to settle down in the Cabot Straits. On 8 July, we arrived at Port Aux Basques, NF. As we came up the Nova Scotian coast, people would repeatedly say: "If you think the people here are nice, wait till you get to Newfoundland." Because we were being treated so nicely, we had a hard time accepting what they were saying. However, after arriving in Newfoundland, we quickly found out what they were talking about. Newfoundland is truly the land of beautiful people. Let me give you some idea of the terrain of the island. Newfoundland is one very large pile of rock. The south coast is inundated with numerous steep sided fjords - some reaching up to five and six miles inland. It can be cold, bleak, and, of course, desolate. At the same time, it is extremely beautiful. The water is quite deep, even close to shore. Frequently, the problem is finding a spot shallow enough to drop the hook. Where Nova Scotia is beautiful; Newfoundland is breath taking. In Port Aux Basques, we again met up with the MARY CONSTANCE and a second boat, LITTLE HASTE out of Marblehead,MA. After leaving Port Aux Basques, we visited Le Cou, Dublin Cove, and Billiard Cove before arriving at Burgeo. The south coast of Newfoundland is very sparsely settled and has few roads. In fact, the road ends at Burgeo. From Burgeo east to Bay D'Espoir (pronounced Bay Despair), the only way to get to a village, called outports, is by water. After topping off the fuel, we left Burgeo and visited Doctors Harbour, followed by Grey River. If you had only one place you could choose to see on the south coast, Grey River would have to be the place. This place will knock your socks off. Let me attempt to describe it. The entrance is very narrow, cut thru solid rock. It dog legs immediately, therefore making the entrance difficult to see until your bow is just about inside. Approximately a mile up river, the small outport of Jert's Cove is cut into the side of the rock. The walls of the river, at this point, are a thousand feet straight up, and the beauty of the place takes your breath away. We spent the remainder of the day exploring the different arms of the river before locating a spot shallow enough to anchor.

Note: the south coast is peppered with French names; however, any correlation between the spelling and the pronunciation is purely coincidental. Also, the language in Newfoundland is English, or at least is suppose to be. Maybe I should just say they speak "Newfi." From Grey River we visited Francois (pronounced Franceway). We enjoyed Francois very much - not so much for its beauty, although it is very beautiful, but its people. We met many locals and were invited into their homes. The Newfi's are truly super people.

We departed Francois and headed thirty miles off shore to the French island of Miquellon. The locals refer to Miquellon as the "country island." It is larger than St. Pierre, but its population is smaller. Both islands are very French. From the lace curtains in the windows, to the fresh French bread every morning, you know you are in France. We spent a couple days exploring Miquellon, before moving on to St. Pierre, the "city Island." We both like good food and found the food on the islands excellent and reasonably priced. Also, on both islands, the people were very friendly. The French have a reputation for being a little on the cool side, but we didn't find it true here. Our stay was very enjoyable. While in St. Pierre, we met Eric Forsyth and the crew of the FIONA, out of Long Island, NY. We sailed with them for a couple days after leaving the islands.

Let me say a few words about the weather this far north. The day time temperatures on average, hovered in the sixties to low seventies; night time temperatures dropped down to the fifties. Fog was not a big problem. We had one day of fog on the Novi coast, and none on the Newfi coast until we got east of Burgeo. We had RADAR, LORAN, and GPS on board so weather conditions did not really hamper our navigation.

Leaving St. Pierre, we headed for Fortune, NF, to clear Canadian Customs. On this leg we were treated to fantastic displays of natures beauty. First, we passed by Grand Columbier Island to observe thousands of puffins - those little black and white birds with the big orange beaks. A short while later, we observed a fantastic display of marine life. There were porpoise interspersed with whales, as far as the eye could see - many were jumping clear out of the water. It was like being right in the middle of a huge Sea World show. It was quite a day.

From Fortune we visited the outport at Hermitage before proceeding through the beautiful passages of Bay D'Despoir. We laid over at St. Albans before heading back into the Atlantic to McCallum, Deedmans Cove, La Poile, Doctor's Harbour, Burgeo, Les Petites, and, finally, Port Aux Basques. It may seem like we are jumping over many of these places because they aren't of interest. In truth, I'm just trying to keep the size of this article down to a manageable size. Each outport or anchorage was unique, and we never found a location we didn't like.

On August 1, we left Newfoundland and headed back across Cabot Straits for Ingonish. On this leg of the trip, we had a little excitement. About half way across, TEELOK started to take on water at an alarming rate. Quickly, we searched for all the probable sources of the leak, but found nothing. Shortly thereafter, the engine died. It was the middle of the night, the boat was sinking, there was no wind, no engine, and we were at least six hours from land. Things were looking pretty grim. Sherri grabbed the VHF and issued a MAYDAY, to which Sidney Coast Guard answered immediately. However, no sooner than the call was made, the water stopped coming in. We called Sidney Coast Guard back and canceled the MAYDAY. To make a long story short, after an hour or so, a breeze came up and we sailed on to Ingonish. Once in port, a close inspection failed to locate the source of the leak. The engine problem turned out to be a Racor fuel filter sucking air. We took it out of line. From Ingonish, we proceeded back into the Bras d'Or Lakes to Baddeck, Herring Cove, Maskills Harbour, and St. Peters. We transited the locks at St. Peters on 8 August and reentered the Atlantic. On the Novi coast again, we visited Torbay, Liscomb Mills (couldn't pass it by), Jedore, Snows Cove and Mahone Bay. Mahone Bay is a relatively large, very beautiful bay that is peppered with islands - many of which are inhabited. It is one of the two large sailing centers on the Novi coast. While in the bay we visited Chester and the town of Mahone Bay. Leaving the bay we headed for the La Have River, the Rhine of the Novi coast. The La Have is quite nice and is the location of the La Have Bakery. One should not pass by the La Have Bakery.

Proceeding down the coast, we stopped at Liverpool and Shelburne. We tried to find some place new each time we stopped; however, we did a repeat of Liverpool to stock up on supplies, and Shelburne because of its proximity to Cape Sable. Cape Sable is located at the extreme southwest corner of Nova Scotia, and is notorious for its fog, and current. The water rushing in and out of the Bay of Fundy on each tide change creates some challenging conditions at Sable. We managed to time our rounding of the Cape at slack water preceding a flood tide. This turned out to be in the wee hours of the morning, but it was better than trying to fight the current all the way to Yarmouth, NS our next destination.

We had a great time in Yarmouth. It seemed as though we had the most fun where we least expected it. After a few days, we headed out again. This time, the pointy end was aimed at Bar Harbor, Maine. We both like the Maine Coast and were looking forwarded to spending some time there. At Bar Harbor, we met up again with Walt and Mavis on KAIEN, out of British Columbia, and sailed with them for several days before parting company. Our next ports of call were Sommes Sound, Frenchboro, Buck Harbor, Searsport, Belfast, Cabot Cove (didn't see Jesica Fletcher), Maple Juice Cove (where Andrew Wyatt painted "Christina"), and Five Islands. Continuing west, we visited South Freeport where we laid over a few days. Here, we managed to replace the fuel filter that gave us all the trouble, plus visit L.L.Bean. Part of reason for laying over here was to determine what hurricane Emily was going to do. The Maine coast is quite beautiful. We've had TEELOK on the Maine coast before, and I'm sure she will be back again.

From South Freeport, we visited Cape Porpoise and Kittery ME, Gloucester and Scituate,MA. After transiting the Cape Cod Canal we stopped off at Onset, New Bedford, Newport, Stonington,CT, Mystic (home of the Mystic Seaport Museum), and New London/Groton. Proceeding across Long Island Sound, our next stops were Port Jefferson and Port Washington,NY. I've always used Port Washington as the jumping off point for transiting NYC. We left Port Washington early in the morning in order to arrive at Hells Gate at slack water. The trip down the East River was uneventful. We passed by the Statue of Liberty (we always look forward to seeing her) and put in at Great Kills on Staten Island. From Staten Island, we headed down the New Jersey coast to Atlantic City and Cape May,NJ, before making our way up the Delaware and into the C&D Canal.

We laid over at Chesapeake City, Md., for a couple days cleaning up the boat. While there, we got hit with a doozy of a front/tornado - winds were clocked at over eighty MPH. After about a half hour, things quieted down. We counted three boats aground. What a way to be welcomed back! Actually, if it had happened the night before, when the anchorage was more crowded, it would have been worse. Leaving Chesapeake City, we headed for Still Pond and, finally, our home port of Rock Creek, off the Patapsco River. We arrived back where we began on September 29.

In summary, it was a fantastic trip. We had planned it for many years and were not disappointed. We met and made friends with dozens of people and were treated extremely well every where we went. This was especially true in Nova

Scotia and Newfoundland. We've tried to keep the details to a minimum, although its difficult when your writing about something you've really enjoyed. Hope to see, at least, some of you on the Chesapeake this coming season.

Fair Winds,

Wayne & Sherri Bower'

(Ed. Note: I spent some time in Argentia, Newfoundland on the south-east coast, and can testify to the beauty of the island. Thanks from all of the members for a great account of this voyage, it will whet the appetites of us all.)

Best wishes to all for a great spring outfitting, and a terrific sailing season. Don't forget to plan to attend the Rendezvous in September. More about that in the next newsletter. Again, it's really fun to hear from everyone--keep writing, as we can always use the articles.