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

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16 July 1998




5 through 7 September 1998

at the


Hampton Hall Branch, Yeocomico River, Kinsale, Va.


It's ALBERG-37 RENDEZVOUS time again! Plan to include this event in your late summer cruising plans (especially you Chesapeake Bay owners). This is a "come as you are" event, no planned activities except relaxing and visiting with other A-37 folks. Plan on pot luck get-togethers as this is a most INFORMAL rendezvous. . We have slips for 4 A-37s, with room for more rafted alongside. The creek is quite protected and has plenty of room for anchoring if desired. We have water at the dock, as well as electricity. Let's make this the best attended Rendezvous to date! You will miss out on a good time if you don't attend. Attached are directions both by water or by land. Kinsale is about 35 nm south of Solomons, Maryland.

Directions by water: If you have chart #12233, proceed west from Point Lookout (Potomac River/Chesapeake Bay) about 10 miles to the Yeocomico River Light. It used to be on a circular base sometimes referred as the 'birthday cake', but the base is mostly gone now, sort of tilted, and somewhat hard to discern from the shoreline background, however you will see it in plenty of time. From the Yeocomico light proceed westward to Fl G 6sec "3" (line up on the huge white house with red roof on Horn Point), then to "2". Note the shoal area to the Southeast of "2". Give "2" a wide berth to the Southeast, and you will have no problem (we've never run aground, but the depthsounder shows a pronounced shoal there. Continue in the West Yeocomico past 2 red daymarkers (#4 and #6) and past the Port Kinsale Marina to starboard. Continue to where the West Yeocomico stops (at Kinsale) and you must either turn to the port or starboard. Turn to the port (starboard takes you to the grain elevator and a marina) and follow the channel into the Hampton Hall Branch. You will see it open up into a small bay, just continue around the bay until you see a point (WITH FLAGPOLE) on your starboard. Give this point a wide berth, (we won't mention who ran aground there last year) and continue to the second boat dock after passing the point where you will see SHEARWATER tied up there anxiously awaiting all her sisters (we'll have the A-37 sign and large pennant displayed)!

Directions if you come by car: Assuming that you can find the state of Virginia in a Road Atlas, and assuming you are driving in from the north (if coming up from the south (i.e Norfolk area, you have to figure it out yourself how to get to the 203 turnoff) proceed south on Rt. 3 out of Montross, Va. About 2 miles south of Montross, you will see Rt. 202 (Ford Dealer), make a left on Rt. 202 and proceed on Rt. 202 through Hague, Va. (about 12 miles, don't blink your eyes, you might miss it). About 4 miles from Hague, you will see Rt 203 (at BP gas station and a sign to Kinsale), make a left on 203 for about 1.2 miles and you will be coming into Kinsale. As you approach Kinsale, (again, don't blink) you will be coming down a hill, just at the bottom of the hill you will see a sign saying 'Hampton Hall Estates'. Make a right turn on the paved road at the 'Hampton Hall Estates' sign and continue for 1 mile. There, you will see a red "12" "daymarker" marking our driveway (we have lot #12). Also look for the Alberg "A". Just drive on in and come on down to the water. That's where we will be. Let's face it folks, you have now arrived in God's country! If anyone wishes to stay overnight (those who come by boat, we assume you will anchor out or raft alongside overnight), there is an Inn and a motel in Montross, and several Bed and Breakfast's in the area, (or pitch a tent in our back yard).

The Port Kinsale Marina, that you passed on you way in by water, is a full service facility, and has a fuel dock. Groceries and other supplies are available nearby, and we have plenty of available transportation.

If you have any questions about the rendezvous, give us a call at 804.472.3853 (we have voicemail, so leave a message if we are not at home), or you can try us at our Maryland number, 301.373.4839.


Welcome to the Following New Members

Jim Boag, of Kingston, Ontario, is the owner of TEMPUS FUGIT (formerly PEPPER III), hull #7, a 1967 MK1 sloop. Jim has already undertaken some major improvements including sandblasting and "InterProtecting" the bottom, painting the mast, relocating the wheel, removing the port quarter berth and installing a proper nav station, rearranging the settee area to feed 4 people easily, refinishing all woodwork and building an engine drip pan for the Westerbeke 4-107. Jim has lived aboard for three summers and one winter and finds it very agreeable to his lifestyle. His sail inventory is however somewhat challenged except for the main (a new Haarstick full batten main in 1997). The remainder of his sails are original equipment 1967 and 1968 Tom Taylor sails. However, she took 2nd overall (PHRF) at the 1997 Niddler's race in Clayton, NY and won the white sail class at the first Kingston Yacht Club Easter Seals Charity Regatta.

Dan and Betty Stuermer of Lancaster, PA, recently purchased JOYOUS from Billy and Connie Fields. Dan and Betty sail JOYOUS out of Annapolis, MD. (Hope to see you at the Labor Day rendezvous).

Welcome aboard to new members Daniel and Susan Kemp, of Wellesley, MA, who recently purchased AVALON from Gerry Warwick. Looks like AVALON will be returning to colder climates after living most of her life on the Chesapeake.

Robert Graves, of Beeville, TX, is the owner of the 1972 ketch, (yes that's correct) PELAGUS, #103. We have 2 ketches on the roster, does anyone know if there are others? Robert heard of the A-37 IOC through the windvane testimonial letter that Gene Farrell wrote (and which we reproduced in a recent newsletter). It never fails to amaze us how the A-37IOC word gets around.

Other News

We have had several requests for sailplans for the A-37 (both yawl and sloop). We have an old copy of each, but, being made by the blueprint process, both have faded enough that, although readable, are not reproducible. If someone has a good, legible copy, let us know. The A-37IOC would be willing to pay to have a full scale photocopy (XEROX) made.

Back in May, we received a letter from John Zeigler, of River Edge, NJ. John builds half models as a hobby and for years has been looking for line plans for the A-37. I placed him in contact with a member who has himself constructed half models of the A-37, and who furnished John a copy of his line drawings. If members are interested in perhaps obtaining a half model, you might contact John to see if he could accommodate you. John's address is:

John Zeigler
P.O. Box 45
River Edge, NJ 07661
Tel: 201.967.9745

In early May, we received a phone call late at night. Now, as most of us know, a late night phone call normally means either a wrong number, or some sort of notification of a family emergency. Well, this phone call was from Ian Mitchell, of Doha, Qatar (one of the Persian Gulf countries) calling from Bombay, India! Ian is looking for an early to mid 80's well-equipped Alberg 37 yawl for offshore cruising. Ian would like to find a suitable yawl and have her refitted in the U.S. or Canada and then have her sent as deck cargo to Singapore. Ian works for Gulf Helicopters, LTD, and currently works 2 months on, 1 month off flying helicopters offshore to the oil rigs in the Arabian Gulf, and off the cost of Bombay. We sent Ian a list of "for sale" A-37's that we maintain, along with a "care package" of A-37 information. If anyone is interested in Ian's search for the "correct" boat, contact him at the following address:

Ian Mitchell
c/o Gulf Helicopters Ltd. Bombay Ops.
P.O. Box 811
Doha, Qatar
Bombay tel./fax 91-22-630-1871
Sarasota FL (sister: Leslie Shortt)

We are still looking for ideas regarding the A-37 maintenance manual. Des McCrindell (ROBROY) suggested that it only need to include basic specifications and unusual problems directly associated with the A-37, as there are plenty of excellent books available on general sailboat maintenance. Any other ideas out there?

We recently ran across some more interesting cruising/sailing web sites:

Marine Surveyor

This site has information on surveys and articles about such subjects as blisters, engines, maintenance and troubleshooting, buying a used boat, hull design, moisture content, and painting fiberglass.


Passagemaking for the Cruising Sailor

(Medical kit suggestions, emergency drills and procedures, etc.)


Marine Navigation Department, National Imagery & Mapping Agency

All sorts of marine navigation information including a copy of Bowditch's THE AMERICAN PRACTICAL NAVIGATOR, Vol.9. Too much information to mention here, but a "must see" site.

Also, look at http://www.nima.mil/Navigation/ntm/ntm-intro-fr.html for The Notice to Mariners (NTM) database of chart corrections is an on-line version of the chart corrections section of the weekly Notice to Mariners publication.

Marine Patrol

(Safety tips, safety equipment, boat maintenance tips, etc.)


Marine Telecommunications Information

(Regulations, advances and changes in communications, equipment and the global maritime distress and safety system.)


The Boating Guide to Advice, Excitement and Knowledge

(Collection of pages on classic boats, boating books, quizzes, boat building etc.)


Answer Center: Retirement

(Worksheets to help you know what you need to save now to meet your retirement goals and "GO CRUISIN".)


Good Old Boat

A new boating magazine dedicated to "older" boats.


Radio License for Boaters

The Telecommunications Act of 1996 permits recreational boaters to have and use a VHF marine radio, EPIRB, and marine radar without having an FCC ship station license. Boaters traveling on international voyages, having an HF single sideband radiotelephone or marine satellite terminal, or required to carry a marine radio under any other regulation must still carry an FCC ship station license.

(The following are excerpts taken from FCC form 506.)

You only need to apply for a license if you are required by law or treaty to carry a radio on your vessel; your vessel travels to foreign ports or transmits radio communications to foreign stations; or you use marine radio equipment on board your vessel other than VHF radios, EPIRBs, and radar.

All You Ever Wanted To Know About Emergency Position Indicating Radiobeacons (Epirbs)

Types of EPIRBs

Emergency position indicating radiobeacons (EPIRBs), devices which cost from $200 to about $1500, are designed to save your life if you get into trouble by alerting rescue authorities and indicating your location. EPIRB types are described below:

Class A

121.5/243 MHZ. Float-free, automatically-activating, detectable by aircraft and satellite. Coverage is limited. An alert from this device to a rescue coordination center may be delayed 4 - 6 or more hours.

Class B

121.5/243 MHZ. Manually activated version of Class A.

Class C

VHF ch 15/16. Manually activated, operates on maritime channels only. Not detectable by satellite. These devices are being phased out by the FCC and are no longer recommended.

Class S

121.5/243 MHZ. Similar to Class B, except it floats, or is an integral part of a survival craft.

Category I

406/121.5 MHZ. Float-free, automatically activated EPIRB. Detectable by satellite anywhere in the world. Recognized by GMDSS.

Category II

406/121.5 MHZ. Similar to Category I, except is manually activated. Some models are also water activated.

Inmarsat E

1646 MHZ. Float-free, automatically activated EPIRB. Detectable by Inmarsat geostationary satellite. Recognized by GMDSS. Not sold in the U.S.

121.5/243 MHz EPIRBs

These are the most common and least expensive type of EPIRB, designed to be detected by overflying commercial or military aircraft. Satellites were designed to detect these EPIRBs, but are limited for the following reasons:

1.Satellite detection range is limited for these EPIRBs (satellites must be within line of sight of both the EPIRB and a ground terminal for detection to occur),

2.Frequency congestion in the band used by these devices cause a high satellite false alert rate (99.8%); consequently, confirmation is required before search and rescue forces can be deployed, 3.EPIRBs manufactured before October 1989 may have design or construction problems (e.g. some models will leak and cease operating when immersed in water), or may not be detectable by satellite. Such EPIRBs may no longer be sold,

4.Because of location ambiguities and frequency congestion in this band, two or more satellite passes are necessary to determine if the signal is from an EPIRB and to determine the location of the EPIRB, delaying rescue by an average of 4 to 6 hours. In some cases, a rescue can be delayed as long as 12 hours.

Class A and B EPIRBs will be phased out in due course. The U.S. Coast Guard no longer recommends these EPIRBs be purchased.

Class C EPIRBs

These are manually activated devices intended for pleasure craft which do not venture far offshore and for vessels on the Great Lakes. They transmit a short burst on VHF-FM channel 16 (156.8 MHz) and a longer homing signal on channel 15 (156.75MHz). Their usefulness depends upon a coast station or another vessel guarding channel 16 and recognizing the brief, recurring tone as an EPIRB. Class C EPIRBs are not recognized outside of the United States. These EPIRBs will no longer be recognized after 1999, and are no longer recommended by the Coast Guard.

406 MHz EPIRBs

The 406 MHz EPIRB was designed to operate with satellites. The signal frequency (406 MHz) has been designated internationally for use only for distress. Other communications and interference, such as on 121.5 MHz, is not allowed on this frequency. Its signal allows a satellite local user terminal to accurately locate the EPIRB (much more accurately -- 2 to 5 km vice 25 km -- than 121.5/243 MHz devices), and identify the vessel (the signal is encoded with the vessel's identity) anywhere in the world (there is no range limitation). These devices are detectable not only by CUSPS-SARSAT satellites which are polar orbiting, but also by geostationary GOES weather satellites. EPIRBs detected by the GEOSTAR system, consisting of GOES and other geostationary satellites, send rescue authorities an instant alert, but without location information unless the EPIRB is equipped with an integral GPS receiver. EPIRBs detected by CUSPS-SARSAT (e.g. TIROS N) satellites provide rescue authorities location of distress, but location and sometimes alerting may be delayed as much as an hour or two. These EPIRBs also include a 121.5 MHZ homing signal, allowing aircraft and rescue craft to quickly find the vessel in distress. These are the only type of EPIRB which must be certified by Coast Guard approved independent laboratories before they can be sold in the United States.

A new type of 406 MHz EPIRB, having an integral GPS navigation receiver, became available in 1998. This EPIRB will send accurate location as well as identification information to rescue authorities immediately upon activation through both geostationary (GEOSTAR) and polar orbiting satellites. These types of EPIRB are the best you can buy.

GEOSTAR is scheduled to be "switched on" internationally in October 98. Although the world will not be fully covered by geostationary satellites on that date, every CUSPS-SARSAT mission control center will be able to accept and distribute GEOSTAR EPIRB alert data. The U.S. plans to maintain two EPIRB-capable GOES satellites at 75 and 135 W. Longitude. West India has two geostationary satellites (INSAT) that cover the Indian ocean and Asia. EUMETSAT (French) plan to launch a geostationary satellite that will overlap with GOES to the East and INSAT to the West. Russia is planning to launch LUCH which will overlap with GOES to the West and INSAT to the East. This will provide worldwide coverage (70 N to 70 S) similar to that provided by Inmarsat. Although the U.S. operates the GOES satellite system, it currently cannot receive EPIRB distress alert directly. The U.S. still relies on Canada for receiving EPIRB distress alerts over GOES-9, and relies on Canada, Chile, UK and Spain for receiving alerts over GOES-8.

The Coast Guard recommends you purchase a 406 MHZ EPIRB, preferably one with an integral GPS navigation receiver. A Cat I EPIRB should be purchased if it can be installed properly.

Testing EPIRBs

The Coast Guard urges those owning EPIRBs to periodically examine them for water tightness, battery expiration date and signal presence. FCC rules allow Class A, B, and S EPIRBs to be turned on briefly (for three audio sweeps, or one second only) during the first five minutes of each hour. Signal presence can be detected by an FM radio tuned to 99.5 MHZ, or an AM radio tuned to any vacant frequency and located close to an EPIRB. FCC rules allow Class C EPIRBs to be tested within the first five minutes of every hour, for not more than five seconds. Class C EPIRBs can be detected by a marine radio tuned to channel 15 or 16. 406 MHZ EPIRBs can be tested through its self-test function, which is an integral part of the device. Testing a 406 MHZ EPIRB by allowing it to radiate is illegal.


We finally got SHEARWATER back in the water in early May, after spending part of the winter on the hard at Port Kinsale Marina, near Kinsale, VA. We really didn't have much to do other than clean and paint the hull, clean and wax the topsides and get her back in the water. Once back at our dock, we redid the brightwork with Sikkens Cetol, which, although not as good looking as varnish, does have the advantage of not 'lifting'. After having lived aboard for nearly 2 years, we completely stripped the interior, gave her a good cleaning, and moved only 'essentials' back into the cabin. The waterline is a lot higher now. It's amazing the amount of 'stuff' we had aboard. We don't have any major projects planned this sailing season, other than going sailing.

News from Members

Had a nice conversation recently with Gerry Warwick (ex AVALON). Gerry now has a powerboat (we won't hold that against you as long as you don't leave too large a wake, but you've got to get rid of the gold chain and put a shirt on to cover your hairy chest!), and plans to do a bit of cruising on the bay. Hope you can attend the rendezvous, Gerry (you can provide the club launch!).

We recently heard from Jack Meehan who returned recently from a 5 year voyage that included a sail from Cuba to Boston last summer. Jack is preparing to depart in a month or two again for points south aboard SERENITY.

Rick Falkenberg (TEVAKE) ordered a pennant in April, and reports from Cruz Bay, St. John, Virgin Islands, that the charter season has been very busy.

Deanne and Dick Munt are currently house hunting, in anticipation of a move to Northern Michigan on Lake Michigan, where they intend to spend 6-8 months living aboard D2 and the rest of the year in their new home.

Deirdre and Peter Ireland wrote to clarify WINDPIPER's hull number (it's #224) and to say they enjoy reading the newsletter, especially for the information regarding upgrades, changes and especially the ideas for improvements to the A-37.

Along the same note, Brice Wightman called the other evening stating that he thought his boat (PEREGRINA) is the real hull # 244. At last, the real #244 emerges, ending the confusion.

Wayne and Sherrill Bower have been working on TEELOK's water tanks for some time. Last fall when they opened up the tanks, they found the paint that they had applied some eight years previous had blistered. After talking with some technical types at Sherman-Williams and International Paint, they learned that they had closed up the tanks too soon. Being an epoxy paint, it was hard as nails and removal was a real joy. Anyway, after numerous weeks of work, they managed to get them clean and repainted. They are now waiting several weeks before closing them back up. Wayne says that he doesn't want to go through that job again. Wayne and Sherrill plan to stay in the Chesapeake this year, and hopefully will be able to attend the Labor Day Rendezvous.

We received a postcard in May from Gord and Wendy Murphy. If you remember from the last newsletter, Gord had "lost" INTERLUDE's rudder in the Bahamas and the last report was that he was devising a jury rig rudder to get the boat back to the mainland. Gord made it to Indiantown, FL the last week of April, where they constructed a new rudder. Last report had them in Jacksonville Beach, FL, working their way north


Recent offerings include:

Fred and Phyllis Owen are offering their 1978 sloop (#187), PRINCE MADOC, for $62,500 Canadian. She is located on the hard at Wiarton (Georgian Bay) Ontario. She comes cruise equipped (having made 6 trips south) and also has a steel cradle. If anyone knows of someone looking for a good A-37 sloop, they should contact:

Fred and Phyllis Owen
1527 Gloucester Rd.
London, Ontario, Canada N6G 2S5
Tel: 519.858.1979

Fellow member Turgut Karabekir of Rockville, Maryland, is offering KUMA for sale. KUMA is a white hulled 1971 yawl (hull number 78) cruise equipped with a Westerbeke 4-107 4 cylinder, 36 HP diesel engine. Turgut indicated that the price range is in the mid $50K range. The boat is located in Mills Creek, near Annapolis, MD. If anyone knows of someone looking for an A-37 yawl, they should contact:

Turgut Karabekir
11410 Strand Dr., Apt. 112
Rockville, MD 20852
(301) 468-0737

Ed Goveia is offering ESTORIL for sale. ESTORIL is a 1986 sloop (hull number 245). Ed only left a voicemail message, so we don't have any other particulars as of press time. Ed can be reached at (905) 271-2684. Last known location of ESTORIL was Port Credit, Ontario.

We maintain (or try to) an up-to-date list of A-37's that are being offered for sale. If you know of anyone looking for an A-37, have them contact us for a for sale list.


Attached to this newsletter is an "official" Whitby rigging diagram of the A-37. Although it is very subjective regarding shroud and stay tension (varying degrees of tautness), it gives some indication of the relative tension of shrouds and stays. It was part of the owner's package that we received from Whitby. It also gives an indication of tankage quantities and thru-hull locations of the MK-II versions.


by the Editor

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.

We suggest $10.00 a year to cover costs of publishing the quarterly newsletter. We also might suggest to our Canadian members that they send either U.S. currency or 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.

You may have noticed a date on the label of this newsletter mailing. This is a gentle reminder of when your donation to maintain the newsletter is due, and reflect the information that we have (it may not be perfect, but it's the best information that we have). If your label is blank, it means that we have no record of a donation since we started keeping track several years ago via a MicroSoft Access database. As long as we have enough to cover postage, printing and a few supplies, we are happy to provide the newsletter service. Enough said.

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. Boat U.S. membership is no longer required to make purchases from their stores or catalog, however, membership is still required for the purchase of boaters insurance.

We still have a few A-37 IOC pennants for $26.00 U.S. (cost plus postage). This is a very tastefully rendered and durable pennant. The next order that we place may cost a bit more, so let us know if you want one of the pennants we now have on hand. We are soliciting any members having E-mail addresses and are willing to have them published in the newsletter/roster, to please send them to us.

We continually need maintenance articles, cruising tales, etc. for inclusion in the newsletter. Since we are well into the summer cruising season, there should have a lot of good material to send to us for fall and winter armchair sailing. Send us what you have and if you can send it to us in digital format (on a diskette) so much the better.

For those going south this fall, try to plan your Chesapeake Bay transit to coincide with the Labor Day Rendezvous. We know it's a bit early to be on your way south, but from Labor Day through late October, the Chesapeake is a lovely cruising area. There are numerous bay cruising guides available, and one could spend a lifetime checking out all the good gunkholes. In any event, if you cannot attend the rendezvous, please plan to stop by Kinsale for a few days (or longer). It's only about 10 miles off the Bay (up the Potomac River), and our area is very secluded and quiet. We'd love to have you stop for a few days. Last year we had 5 or 6 boats stop over on their way south through late October.

Please note our new Kinsale VA phone number - it has changed - It is now 804.472.3853 (primarily weekends). Our Maryland number (during the week) remains as before.

Keep the letters coming.

Till the Rendezvous.


TJ and Kaye