island packet 32 sailboatdata

ISLAND PACKET 32 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of ISLAND PACKET 32. Built by Island Packet Yachts and designed by Robert K. Johnson, the boat was first built in 1990. It has a hull type of Long Keel and LOA is 10.67. Its sail area/displacement ratio 18.52. Its auxiliary power tank, manufactured by Yanmar, runs on Diesel.

ISLAND PACKET 32 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about ISLAND PACKET 32 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the island packet 32.

ISLAND PACKET 32 was designed by Robert K. Johnson.

Who builds ISLAND PACKET 32?

ISLAND PACKET 32 is built by Island Packet Yachts.

When was ISLAND PACKET 32 first built?

ISLAND PACKET 32 was first built in 1990.

How long is ISLAND PACKET 32?

ISLAND PACKET 32 is 8.71 m in length.

What is mast height on ISLAND PACKET 32?

ISLAND PACKET 32 has a mast height of 10.46 m.

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• Sailboat Reviews

PS Boat Review: Island Packet Estero

Island packet’s new shoal-draft cruising sailboat keeps it simple..

Photos by Billy Black

Florida-based Island Packet targets a relatively narrow niche, so the toughest competitors to its new boats are often older Island Packets. Introduced in 2010, the 36-foot shoal draft Estero is the company’s latest attempt to introduce a distinctive model that doesn’t stray too far from the company’s proven formula for success: moderate displacement, full-keel cruisers designed to be lived on, sailed far and in comfort, and endure the bumps, scrapes, and storms that cruising boats inevitably encounter.

Like every new Island Packet, the Estero emerged from the drawing board of founder, owner, CEO and chief designer Robert “Bob” Johnson. A graduate of Massachusetts Institute of Technology with a masters in naval architecture and marine engineering, Johnson worked for McDonell Douglas for two years on ballistic missiles, dabbled in high-tech (for that era) surfboards, then followed his boat dreams to southwest Florida in 1974. He ran the Irwin Yachts plant for production-boatbuilding pioneer Ted Irwin, and then moved onto Endeavour. Johnson designs from that era include the Stamas 44, Endeavour 43, and the Endeavour 40.

Opportunity knocked in 1979, when Johnson turned the liquidated molds for the 26-foot Bombay Express into the Island Packet 26, a catboat-like center-boarder that quickly found a niche. The IP 26 eventually became the full-keel IP 27, which enjoyed a run of 249 hulls between 1984 and 1992. Island Packet has unveiled 24 new Johnson designs during the past three decades. With a few exceptions—the Packet Cat catamaran, the Packet Express powerboat, and the recently introduced 42-foot motorsailer, the SP Cruiser—the line is dominated by full-keel auxiliary sailboats sharing the same basic traits: a U-shaped hull, Johnson’s patented “full-foil” keel, conservative ballast displacement ratio, low aspect rig, and roomy interiors with an emphasis on cruising. Details oriented toward longer-term cruising such as storage space and tankage are an Island Packet strong point.

Currently, Island Packet produces seven boats, ranging from the Estero to the 48-foot flagship, the IP 485. The company’s cult-like following, worldwide dealer network, and the popularity of the SP Cruiser have helped keep the factory operating four days a week through the recent downturn.

courtesy of Island Packet

In many ways, the Estero represents a return to Island Packet’s roots. The shoal draft and flat stern bring to mind boats like the Island Packet 31 (launched in 1983), which had a flat transom and appealed to gunkholers with a centerboard version. All of Island Packet’s mid-range cruisers have a relatively shallow draft, but the Estero’s four-foot draft opens up Carolina backwaters and Florida canals where other Island Packet owners will have to play the tides.

Apart from the keel-haircut, the hull profile is otherwise consistent with Johnson’s previous designs. Johnson is tall, so all of his boats carry plenty of headroom. The high freeboard and lack of any long windows to interrupt the expanse of buff-colored gelcoat make the deckhouse appear higher than it is, but the bowsprit, opening ports, and spring in the shear-line present the intended overall look of a classic, salty cruiser.

One traditional element missing from the Estero found on previous Island Packet designs is the traditional teak caprail—a signature feature for more than 30 years. This offers welcome relief from annual maintenance, although some old salts will no doubt miss the aesthetic appeal.

The boat’s length-to-beam ratio of 2.95 is also in keeping with Johnson’s previous designs, as is the conservative ballast displacement ratio of 40 percent. Comfort in a seaway—like seaworthiness itself—is difficult to quantify, but the boat’s motion-comfort ratio (a calculation introduced by designer Ted Brewer) of 31 puts it not far below that of the Island Packet 370, which has a longer waterline and an additional 5,000 pounds of displacement.

Johnson, who represented the National Marine Manufacturers Association on the Conformité Européenne (CE) committee that helped establish the ratings categories for sailboats (Category A for Ocean, Category B for Offshore, etc.), is keenly aware of the importance of stability, scan’tlings, and resistance to down-flooding in a boat that is to be sailed on oceans. His boats’ solid fiberglass laminate schedule, high freeboard, and conservative ballast-displacement ratios reflect his philosophy on these matters. All Island Packet yachts meet CE Category Standard A for Ocean, “designed for extended voyages where conditions may exceed wind force 8 (Beaufort scale) and significant wave heights of 4 meters and above but excluding abnormal conditions, and vessels largely self-sufficient.” Although PS does not regard the CE Category A to be an automatic stamp of approval of ocean voyaging, we do believe that Island Packets more closely approach our ideal of a cruising boat than some other boats that bear the same rating.

In the endless quest to turn a 36-foot boat into a comfortable second home, and still provide secure and comfortable berths while the boat is underway, the Estero takes a most radical step by placing the main social area forward of the mast. (The new IP 360 features the conventional V-berth/main saloon layout on the same hull.)

Boats with forward main saloons are by no means original, but they remain very rare birds. Perhaps the most familiar contemporary cruisers with this feature are those of the Gozzard line, which dedicate the space forward of the mast to a spacious sitting/dining area that easily converts to a queen-size berth. In the Gozzard version, the berth conversion can be a semi-permanent setup, because even the smallest Gozzard 37 has an alternate dining nook near the galley.

The Estero’s forward saloon is principally a social/dining area. With the drop-leaf table down, there’s comfortable seating for two couples. With the dining table up it could seat a family of four, and squeeze in a couple of guests, as needed. The table pivots, making it easy to slide in and out of the seats. Throw down sheets and pillows, and the two settees make comfortable berths.

Conversion to the larger berth is more complicated than it should be, considering the premium, well-ventilated sleeping space the saloon occupies. It requires two people (one on their hands and knees fiddling with a troublesome support pole) and optional filler cushions. And once it is set up for sleeping, there is no place to dine belowdecks. With room for four (friendly, we presume) adults and a passel of kids, it is the proverbial feather bed, but the conversion could be easier.

Just aft of the mast and to port is the U-shaped galley. The galley placement is probably the biggest advantage of this layout compared with other boats in this size. Instead of being tucked into an aft corner or in the line of traffic, the galley is set near the fore-and-aft center of the boat, with a hatch overhead and opening portlights for ventilation and a view. The galley covers all the essentials such as counter space, cupboards, and deep well-insulated fridge-freezer systems, but we were disappointed in the shallow, 6-inch-deep sinks—unusual for Island Packet.

Johnson stands 6-feet, 3-inches tall, so his interior designs are sensitive to a tall person’s needs. Just opposite the galley is a super-sized head featuring a bench seat in the separate shower stall.

The owner’s stateroom, located aft and to port, has 6-foot, 4-inches standing headroom, with a cutout in the berth for sitting or getting dressed. A hanging locker, bureau, and full-length mirror add homey touches. A 9-inch overhead hatch and opening portlight offer ventilation, although the hatch won’t allow much breeze if the boat is fitted with a dodger. Our test boat was fitted with a single, full-sized inner spring mattress. We would ask for a folding or two-piece mattress here to simplify access to the storage below, as well as access to the stern gland and stuffing box.

Opposite the owner’s cabin is the nav station with a fold-down chart table and a roomy pilot berth. This area could also be used for storage of larger items like sails, cushions, or guitars.

For the past 30 years, the standard Island Packet sail plan has been a cutter rig, featuring a high-cut foresail and a furling working staysail that sets on a Hoyt boom. While a deck-sweeping, club-footed staysail gobbles up foredeck space and leaves remarkable shin bruises, Island Packet owners praise the arrangement for balancing the helm and running wing-and-wing. The Hoyt boom has the added advantage of being self-vanging, keeping the leach clew from lifting as the sheet is eased.

The Estero breaks away from the cutter tradition (although its sistership, the soon-to-debut IP 360 brings it back). The Estero’s working staysail is eliminated, and a foresail sets from a Hoyt boom fixed just forward of the stem on the bowsprit. In this way, both the jib and the main are self-tacking, so working to windward is as easy as turning the wheel. The arrangement also allows for tight sheeting angles.

Although conventional mainsails with lazy jacks were the standard on earlier Island Packets, the company has seen a clear trend toward in-mast furling. According to Bill Bolin, vice president of sales and marketing at Island Packet, the company has sold few, if any, boats with conventional full-battened mainsails in the past eight years. PS generally prefers conventional mainsails for voyaging in boats this size, but if you plan to do a lot of short coastal hops, the in-mast Sparcraft mainsail furler can make life easier, allowing you to set, reef, and furl both sails from the cockpit.

The mainsail and jib halyards are led to dedicated Lewmar Ocean Series 16C two-speed winches on the mast; this reduces clutter at the cabin and makes sense for cruising boats with a furling mainsail. The mainsail roller-furling control line, jib sheet, and spare mainsail halyard lead aft through stoppers to the Ocean Series 30CT two-speed self-tailing winch on the portside of the companionway. The mainsheet and boom-vang lead through a stopper and matching winch on the starboard side of the companionway.

Those accustomed to contemporary sloops will be surprised to find that the only sail control line within easy grasp of the helmsman is the jib furling line, which is on 16CT Lewmar on the starboard coaming. Because the mainsail and jib set on self-tacking booms, the arrangement is not as inconvenient it would seem. Leading the mainsail traveler lines (fixed in cam cleats) aft allows limited sail control from the helm. A port coaming winch will be missed when you want to kedge off a shoal, or when trying to warp the stern to port.

The 7-foot-long cockpit seats offer plenty of room to stretch out. A large starboard locker offers room enough for two folding bikes and more; a port tray keep small items accessible. Liner bins in the coamings keep the deck clear of running rigging. The emergency tiller has a dedicated spot in the starboard locker.

Visibility is excellent, and the twin 2-inch cockpit drains and high bridgedeck deal with any boarding waves. Drop boards are solid hardwood. Comfortable platform seats are integrated into the stern rail.

The boat we test-sailed had an optional stern swim platform. By eliminating the sugar-scoop transom/swim platform on other Island Packets, the Estero benefits from more usable interior space, a larger cockpit, and more cockpit storage space. A boarding ladder is accessible from the water for emergency reboarding. One drawback to this design is the inevitable “slap” that will accompany pitching at anchor. According to Johnson, the platform is elevated high enough (24-inches above displacement waterline) so that slapping at anchor or added drag underway is unlikely.

“This is an immensely strong installation typical of our approach to all structural components on an IP,” Johnson said. “(It) has been validated over a number of years . . . by other IPs that have this identical installation.”

A high coaming and wide passage forward leads to the foredeck where a deep locker with an aft-opening Lewmar hatch seals a deep anchor well. The divided well swallows up chain and fenders and drains into the bilge through a watertight bulkhead that seals the locker off from the rest of the boat. An optional VRC 1250 Muir windlass, single bow roller, and chain stopper handled anchoring duties on our boat.

except where noted.

Johnson brings his engineering expertise to bear on the Estero’s mechanical systems. The conventional drive train is the most sensible choice for long-term cruising. The solid Edson CD-I geared rack-and-pinion steering is well adapted to belowdecks autopilot. The propeller and rudder skeg are protected by a long “shoe” extending from the keel to the skeg.

Twin lead-acid house batteries and a dedicated engine battery serve electrical storage needs. Pre-tinned, labeled wiring meets American Boat and Yacht Council (ABYC) standards. A Charles 5000 series three-stage temperature-compensated charger with a galvanic isolator protect the electrical system and ensure it is well charged at the dock.

The 60-gallon fuel tank is made of heavy-gauge, marine-grade aluminum (5052-H32), while the freshwater (120 gallon) and holding tanks (35 gallon) are located below the cabin sole and made of fiberglass. All through-hulls are bronze and through bolted to flanged seacocks.

Cables for the anchor windlass and bow thruster are pre-wired. The LPG system meets ABYC standards with a self-draining locker and shut-off valve in the galley. LED lighting is an option. The bow thruster, located under the main-saloon settee, had tighter all-around clearances than installations we’ve seen on other boats with big V-berths.

Performance

By contemporary fin-keel standards, the sailing performance of the Estero is unimpressive, but Island Packet owners aren’t the kind that go looking for the extra 5 percent of hull speed and the Estero isn’t meant to be a Wednesday-night racer.

Our test boat was provided by Ed Massey of Massey Yacht Sales and Services, and the test sail took place within sight of Massey’s Bradenton dealership on the Bradenton River, Fla., in squally weather, with light gusty winds from the east between 8 to 12 knots, with gusts to 14 knots.

At 2,400 rpm, the Yanmar 40-horsepower engine with a big 17-inch, three-bladed prop pushed the boat at 6.6 knots. At wide-open throttle, 3,400 rpm, the average speed was 7.3 knots. The higher RPM is clearly not an efficient motoring speed, but testing it confirmed that reserve horsepower is available if needed. Unlike flat-bottomed fin-keel boats, the Estero’s hull speed is tightly constrained by its waterline length. At the lower cruising speed, we registered 79 decibels in the center of the main saloon and a quiet 74 decibels in the cockpit with the companionway open. Vibration at the higher RPM raised the main saloon volume to 83 decibels. (Conversation is about 60-70 decibels.)

Under power, the Estero embodies the typical tradeoffs of a full keel. The full keel’s tracking ability—so helpful on long passages—becomes a handicap in close-quarter maneuvering. The lateral resistance lengthens turning radii, and when backing, the boat has a stronger tendency to “walk” in the direction of the prop rotation. Our test boat was equipped with a $6,000 Vetus bow thruster that took the drama out of docking and maneuvering at slow speeds. A good skipper will soon become accustomed to the Estero’s idiosyncrasies under power and learn to use prop-wash and spring lines to his advantage, but full-keel novices will appreciate the bow thruster.

Like her cutter-rigged cousins in the Island Packet line, the Estero is happiest on a reach. Broad reaching with the apparent wind at 135 degrees, the boat balanced well, but averaged only 4 knots speed over ground in about 9 knots of apparent wind—suggesting an asymmetrical spinnaker would be a wise addition in light-wind areas. On a beam reach in 9 knots apparent, average speeds were about 5.5 knots. The best sustained speed during our test was 6.3 knots, with the apparent wind at about 10 knots and 110 degrees.

Any shoal-draft boat must sacrifice windward performance, and the Estero is no exception. The Estero’s tight sheeting angles and foil-shaped full keel help add lift, but the windward performance is still held back by the increased skin drag and low-aspect keel.

The course made good on our test sail fell below fin-keeler standards, but it was comparable to that of similar boats we have sailed. The best sustained speed close reaching was 5.7 knots, and the boat tacked through 100 degrees, including leeway. (For a stark comparison, the lightweight J/95 daysailer, drawing 3 feet with its board retracted, tacked through 92 degrees in similar conditions.)

The Estero doesn’t like to be pinched, and it will quickly let you know when the main is over-trimmed with an insistent weather helm. Like many full-keelers with low-aspect rudders, too much helm will stall the boat. It responds slowly but positively to the helm, and it is slow to pick up speed. We would not characterize the Estero as exciting in light winds, but in breezier areas, the boat’s ability to keep her feet and to shoulder aside chop will be appreciated.

The Estero will appeal strongest to Island Packet fans who’ve been waiting for a shoal-draft, easy-to-sail boat that compares to the IP37 in terms of interior space. These strengths will be most apparent on intracoastal or riverine adventures like the Great Loop.

The novel changes aren’t suited for everyone. Those who cruise warm climates in summer, for example, will miss the large overhead hatch of a V-berth. The self-tending headsail will please sailors who prefer a relaxing bay sail or motor-sail to winch-grinding and close-hauled excitement.

The list price of $350,000 seems steep when you see IP37s going for less than half that, but Island Packet offers a generous 10-year warranty on both the hull and deck, and a three-year stem-to-stern warranty. Past owners have done fairly well sailing their boat for a couple of years and then trading up or selling for close to purchasing price, while the boat is still covered under warranty.

For those who like the shoal-draft concept but would prefer a conventional layout, the cutter-rigged IP360, with 130 square feet of additional sail area, fits the bill. While we see a niche for the Estero, we expect the IP360 will be a more popular design.

• Estero’s solid FRP hull, balsa-free deck is built to last

• Island Packet

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• Sailboat Guide

Island Packet 38

Island Packet 38 is a 37 ′ 11 ″ / 11.6 m monohull sailboat designed by Robert K. Johnson and built by Island Packet Yachts between 1986 and 1993.

• 2 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 3 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 4 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 5 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 6 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 7 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 8 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 9 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 10 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 11 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View
• 12 / 12 Port Charlotte, FL, US 1991 Island Packet 38 $98,750 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Draft for CB version: 4.0’ BU, 7.58’ BD.

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Island packet 320

The island packet 320 is a 33.25ft cutter designed by bob johnson and built in fiberglass by island packet yachts between 1998 and 2002., 54 units have been built..

The Island packet 320 is a heavy sailboat which is slightly under powered. It is very stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is originally small. There is a short water supply range.

Island packet 320 for sale elsewhere on the web:

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• Russia, Ukraine and Belarus

packet 4 from moscow embassy

By apgk July 26, 2007 in Russia, Ukraine and Belarus

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13 posts in this topic

Recommended posts, apgk   0.

I had called DOS and they told me that moscow embassy had sent the packet 4 on July 20th.

It has not yet reached yet. I am trying to find out how does embassy send this packet - DHL or

pony express or the russian postal department?

Link to comment

Share on other sites, russ   1.

I had called DOS and they told me that moscow embassy had sent the packet 4 on July 20th. It has not yet reached yet. I am trying to find out how does embassy send this packet - DHL or pony express or the russian postal department?

Regular Russian Post, it may take some time.

2004-08-23: Met in Chicago

2005-10-19: K-1 Interview, Moscow (approved)

2007-02-23: Biometrics

2007-04-11: AOS Interview (Approved)

Turboguy   6

Yes, that is correct and it is just like pony express but with a horse that is dead.

12/14/2006 Applied for K-1 with request for Waver for Multiple filings within 2 years. Waiting - Waiting - Waiting 3/6 Called NVC file sent to Washington for "Administrative Review" Told to call back every few weeks. 7/6 Called NVC, A/R is finished, case on way to Moscow. YAHOO!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! 7/13 On Friday the 13th we see updated Moscow website with our interview on 9/11 (Hope we are not supersticious) 9/11 Visa Approved. Yahoo. 10/12 Tickets for her to America. I am flying to JFK to meet her there. 12/15/07 We are married. One year and a day after filling original K-1 12/27 Filed for AOS, EAD & AP 1/3 Received all three NOA-1's 1/22 Biometrics 2/27 EAD & AP received 4/12 Interview 5/19/08 RFE for physical that she should not have needed. 5/28 New physical ($ 250.00 wasted) 6/23 Green Card received 4/22/10 Filed for Removal of Contitions. 6/25 10 Year Green Card received Nov, 2014 Citizenship ceremony. Our journey is complete.

Jason-Sasha   1

More than half of all items Sasha and I have mailed to each other in the past 2 years has been lost or stolen while in the hands of Russian postal workers. It's my understanding that mail theft is quite common in Russia. Fed Ex or DHL is the only way to go. Costs a fortune, but more reliable. When the embassy sends out their packets, they use regular post. Just 5 years ago there was a huge problem with postal workers there. Most of the time i really love Russia, but there are times when I just can't stand it. I know this is off topic but, have you ever been to a Russian bank in January? It will drive you crazy. 5 people working behind the counter, but only one person doing any real work. And do they really need 90 minute lunch breaks?? Anyway....

22 Jun 05 - We met in a tiny bar in Williamsburg, Va. (spent all summer together)

27 May 06 - Sasha comes back for a 2nd glorious summer (spent 8 months apart)

01 Jan 07 - Jason travels to Moscow for 2 weeks with Sasha

27 May 07 - Jason again travels to Moscow for 2 weeks of perfection

14 July 07 - I-129F and all related documents sent to VSC

16 July 07 - I-129F delivered to VSC and signed for by P. Novak

20 July 07 - NOA1 issued / receipt number assigned

27 Sep 07 - Jason travels to Moscow to be with Sasha for 2 weeks

28 Nov 07 - NOA2 issued...TOUCHED!...then...APPROVED!!!

01 Dec 07 - NVC receives/assigns case #

04 Dec 07 - NVC sends case to U.S. Embassy Moscow

22 Feb 08 - Moscow Interview! (APPROVED!!!)..Yay!

31 May 08 - Married

29 Dec 08- Alexander is born

11 Jan 10 - AOS / AP / EAD package sent

19 Jan 10 - AOS NOA1 / AP NOA1 / EAD NOA1

08 Feb 10 - AOS case transferred to CSC

16 Mar 10 - AP received

16 Mar 10 - AOS approved

19 Mar 10 - EAD received

22 Mar 10 - GC received

1HappyGuy   45

Have you visited the U.S. embassy web site and tried to download packet 3 and 4? If your fiancee has that possibility then do it.

I had to laugh about the postal system comments. Now that my wife is here in America, she can't believe that we would use the mail to make payments or send anyone something important. As bad as we think the U.S. Postal Service is, it's still pretty reliable.

Have you visited the U.S. embassy web site and tried to download packet 3 and 4? If your fiancee has that possibility then do it. I had to laugh about the postal system comments. Now that my wife is here in America, she can't believe that we would use the mail to make payments or send anyone something important. As bad as we think the U.S. Postal Service is, it's still pretty reliable.

Fiancé(e) or K1(K2) Visa Procedure

According to U. S. immigration law, I-129F Petition for Alien Fiancé(e) may be filed with and approved by one of the BCIS (Bureau of Citizenship and Immigration Services) offices in the United States. The petition may not be filed or approved by overseas BCIS offices or U. S. Embassies and Consulates. In order to file I-129F Petition the petitioner must be a U. S. citizen. I-129F must be filed with BCIS district office having BCIS jurisdiction over the petitioner's current or intended residence in the United States.

Information regarding the procedure of filing I-129F Petition and documents to be submitted can be found on BCIS web page at www.uscis.gov Form I-129F can be obtained at any BCIS Regional Service Centers or the closest to the petitioner's residence BCIS office in the United States.

Approved I-129F Petition will be forwarded to the appropriate U. S. Embassy and the petitioner will be notified of I-129F Petition approval.

Attention: "The International Marriage Broker Regulation became law in January 2006 establishing a deadline for DHS to begin asking petitioners of K-1 Fiancee Visas for additional information. Approximately 1100 petitions filed after the March 5, 2006 deadline were approved in error and sent through the National Visa Center ( NVC ) to 95 Immigrant Visa issuing posts worldwide. American Embassy Moscow has been instructed to return its invalid cases to the NVC . Petitioners and beneficiaries should direct all inquiries to the United States Citizenship and Immigration Services at the following number: 800-375-5283 or contact the Service Center where the petition was filed."

Once interview at the Embassy has been scheduled, the beneficiary is provided via mail with an invitation letter and information sheet outlining the steps to be taken.

Online Immigrant Visa Appointment Schedule Information makes it possible to obtain information regarding interview dates for those already scheduled. The information can be also received by contacting the Embassy Visa Information Service.

Please Note: The American Citizen petitioner may not attend the interview with his or her fiancé(e).

Attention! Beginning October 25, all K1, K2, K3 and K4 visa applicants must submit a completed Electronic Visa Application Form. The Electronic Visa Application Form must be filled out online at http://evisaforms.state.gov . After filling out the form online, applicants will be able to print a copy of their visa application form, which will include their data in a barcode format.

The Electronic Visa Application Form is not available in the Russian language. Answers to the questions on the application must be in English and must use English characters. The applicants are welcome to use the Russian language translation to guide them through the online English Electronic Visa Application Form.

Effective October 25, 2006, the old version of the application form DS-156 will not be accepted.

Instructions and List of Documents for Fiance(e) Visa Interview

Please read through these instructions before the interview and follow them carefully because they are the most complete available. All documents should be supplied ON THE DAY OF THE INTERVIEW.

Children immigrating with you must also be present at the interview.

Please note that no one may accompany applicants into the Embassy's visa waiting room. This includes American citizens, attorneys, sponsors, friends, and family members.

Each applicant should bring all the required documents.

Copies and translations of each document into English are required. Translations must be notarized only when the original is in a language OTHER than Russian. (e.g. a translation from Ukrainian into English must be notarized, translation from Russian into English does not need to be notarized).

Payment. Please pay the application fee ($100 dollars for each applicant) ON THE DAY OF THE INTERVIEW only after an Embassy employee instructs you to do so. We accept dollars and rubles. Credit cards are not acceptable.

It is necessary to submit the original DHL airway bill for express delivery of your visa after the interview.

Tickets. We strongly advise not to buy tickets or make any final travel arrangements before you receive a visa.

List of Documents for Fiancé (e) Visa Interview

• Biographical form DS-230 filled out in English (part 1 and part 2). A separate form must be filled out for immigrating child over 16 years of age.
• Completed Electronic Visa Application Form DS-156. ( The Electronic Visa Application Form must be filled out online at http://evisaforms.state.gov . After filling out the form online, print a copy of the visa application form. The Electronic Visa Application Form is not available in the Russian language. Answers to the questions on the application must be in English and must use English characters. The applicants are welcome to use the Russian language translation to guide them through the online English Electronic Visa Application Form). A separate Electronic Visa Application Form DS-156 must be filled out for immigrating child.
• Supplement DS-156K form. The form must be filled out in Russian. DO NOT SIGN DS-156K. No DS-156K supplement is required for immigrating child.
• International Passport with a photocopy of the first page and the page with information about immigrating child if the child's name in included in the parent's passport.
• Original birth certificate, photocopy and translation into English.
• Police certificates in all names as well as all dates of birth ever used. Police certificate must contain references to each place (subject to the jurisdiction of the Russian Federation) in which the applicant lives or has lived for more than six months since attaining the age of 16. This includes localities where applicants have lived during university studies. If the applicant was on military service, he/she should bring the certificate from the local draft board. If an applicant has lived abroad for more than one year, a police certificate must also be submitted from the country in which he/she lived. Police certificate validity is one year since the date of issuance.
• Evidence of termination of prior marriage(s) (if applicable), original, photocopy and translation into English.
• One color non-glossy full-face photo 50x50 mm for visa. The eye level should be between 28mm and 35mm from the bottom. Another two pictures will be required for medical examination.
• Visa application fee of $100 (or ruble equivalent) for each applicant
• Documents confirming relationship: photos of Petitioner and Beneficiary together, letters to each other, phone bills, airplane tickets, emails, etc.
• Results of Medical Examination in a sealed envelope. The medical must be taken at one of the embassy-designated medical centers. It takes 2 days to complete the medical examination.
• Financial documents from the petitioner – a US citizen: please note, that Affidavit of Support (form I-134) is not required, but may be requested. The document must be notarized. Please submit financial documents to show that the applicant will not become a public charge in the United States. Such documents may include, but are not limited to: - Most recent year tax returns (form 1040) or tax transcripts from IRS - Copy of bank account - Earnings and leave statement - W-2 forms - Letter from employer

Whew, you have done your homework. The only thing I could suggest is sending an email to the embassy(visa control) with the case number and your fiancee's name and ask what date and time is the interview. Explain that she has not received the notice and doesn't want to miss her appointment due to a foul up in the postal system. Remember the case number is the new one issued from NVC .

MaxxumUSA   0

They use regular post. It will be a manilla color full size 8 1/2 by 11 envelope. My Elena calls it the "Yellow packet" just like she refers to my tan boots "yellow shoes."

She received her packet about 1 1/2 weeks after it was mailed.

Oh... and here's a picture of mailboxes in typical russian flats. They are ALL like this - on every floor.

03/09/2007 - I-129F sent

03/13/2007 - NOA1

03/24/2007 - Touched

04/07/2007 - Touched

04/19/2007 - Called VSC again - was told my petition was on someone's desk waiting for an RFE clerical entry

04/20/2007 - RFE via website stating they mailed via snail mail- no clue what they need or want

04/23/2007 - Touched ??? the monday after RFE? Why?

05/02/2007 - RFE received (10 days to receive RFE in mail! UGH!!!!)

05/14/2007 - Evidence delivered fedex signed for by A.Scott

05/15/2007 - Touched - Evidence received.

05/16/2007 - Touched

05/17/2007 - Touched

05/18/2007 - Touched

06/05/2007 - Touched

06/06/2007 - NVC Received from USCIS

06/12/2007 - NVC Left! 6 days at nvc - inluding a weekend!

08/21/2007 - Interview Date - Discovered on 06/25/2007 by looking with MOS number on Embassy website

08/22/2007 - Actual Interview date - PASSED (Interview delayed one day due to delay in medical exam results.)

08/30/2007 - Entered USA @ JFK

11/10/2007 - MARRIED!

12/28/2007 - Filed AOS, EAD, and AP

01/07/2008 - NOA1 AOS, AP, EAD

01/25/2008 - Biometrics appointment

02/25/2008 - AOS, EAD approved/received

03/18/2008 - AOS interview - Approved!

mendeleev   67

I've had a very different experience with the Russian post. My cards and letters all arrive. Years ago, they often arrived opened, but they arrived.

I've sent my wife about 25 parcels by USPS Global Express Mail. In Russia, they go through a Russian express post system. Every parcel has arrived and every item in every parcel has arrived (sometimes rather worse for handling, but present and intact).

It may be relevant that my wife lives in Akademborodok, a scientific city that is a suburb of Novosibirsk. Others places are different.

(And, yes, I've been to a Russian bank in January (more than once) and got fine service, faster than I sometimes get at American banks.)

5-15-2002 Met, by chance, while I traveled on business 3-15-2005 I-129F 9-18-2005 Visa in hand 11-23-2005 She arrives in USA 1-18-2006 She returns to Russia, engaged but not married 11-10-2006 We got married! 2-12-2007 I-130 sent by Express mail to NSC 2-26-2007 I-129F sent by Express mail to Chicago lock box 6-25-2007 Both NOA2s in hand; notice date 6-15-2007 9-17-2007 K3 visa in hand 11-12-2007 POE Atlanta 8-14-2008 AOS packet sent 9-13-2008 biometrics 1-30-2009 AOS interview 2-12-2009 10-yr Green Card arrives in mail

2-11-2014 US Citizenship ceremony

It took 18 days for my wife to get packet 4.

My Global Express Mail parcels take a mean of 13 days to arrive from the middle of the USA, with a standard deviation of about 2 days.

• 2 weeks later...

Scott2007   0

Our packet 4 was sent out on July 26th, but so far she hasn't received it. I figured I would give it till next week. What is the right recourse if we don't have it by then?? Email Embassy requesting another packet be sent?

K1 - Timeline

03-26-07 I-129F sent to Texas Service Center

03-27-07 NOA1 recieved date

04-04-07 notice date on NOA1 - (Case at California Service Center)

04-06-07 recieved hardcopy NOA1 in mail

04-06-07 Check cashed

04-09-07 touched

06-25-07 touched

06-26-07 NOA2 email approval at 12:30 AM

06-26-07 touched

06-27-07 touched

06-30-07 NOA2 rec'd hardcopy in mail

07-16-07 NVC rec'd case

07-18-07 NVC sent case to Moscow

07-26-07 Moscow sent out packet 3/4

10-01-07 Interview

waiting............

When I emailed the embassy because my wife's packet 4 was so slow in arriving, they reassured me that the US embassy moscow webiste lists everything that she needs to gather for her interview. The forms are all available on the web and for one of them you must be connected to the web anyway to fill it out.

There's no reason for her not to be gathering everything she needs now -- and the same for you.

Oh -- and although I've had very good luck with USPS global express mail in sending her gift parcels, I used DHL to send my documents to her. One parcel took 6 days by DHL and the other took 3.

When I emailed the embassy because my wife's packet 4 was so slow in arriving, they reassured me that the US embassy moscow webiste lists everything that she needs to gather for her interview. The forms are all available on the web and for one of them you must be connected to the web anyway to fill it out. There's no reason for her not to be gathering everything she needs now -- and the same for you. Oh -- and although I've had very good luck with USPS global express mail in sending her gift parcels, I used DHL to send my documents to her. One parcel took 6 days by DHL and the other took 3.

Good info, thanks!

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The Hunt for Red October

An island with a famous chocolate factory becomes Moscow's newest hot spot.

In the 230 years since its creation, Moscow’s manmade island of Bolotny has vacillated between the glamorous and the glum, variously housing the British ambassador’s residence, a jumble of warehouses, a posh yacht club, and, most famously, the Red October Chocolate Factory, a fragrant landmark for much of the 20th century. In 2008 Red October moved outside the city; later that year, its cavernous headquarters was colonized by heiress Maria Baibakova’s nonprofit exhibition space, Baibakov Art Projects, which established the island as an art-world hot spot. Baibakova has since moved on, but the city’s young and fashionable continue to arrive in droves to dance, dine, gallery-hop, and take in the stellar views of the Moscow skyline. Here, a few of their favorite haunts.

Rai, a gargoyle-bedecked nightclub, can hold up to 2,500 people—and the line outside can seem just as long thanks to its merciless feis kontrol, the process of screening patrons for attractiveness and wealth. Those who do make it inside will find blasting techno, lasers bouncing off mirrored walls, and mermaids and fire-breathers for entertainment (7.495.364.01.01, raiclub.ru” target=”new”>raiclub.ru). Nearby is Rolling Stone Tattoo & Bar , a club where the feis kontrol is a bit more forgiving and the music substantially more eclectic (7.495.504.09.33, rstattoo.ru ).

Created to educate the next generation of architects and designers, the Strelka Institute opened this past May in what used to be Red October’s candy store and garage. Its one-year master’s program, which kicks off this month, was designed in part by Rem Koolhaas, who will visit bimonthly to teach. Students and nonstudents alike can watch films and listen to lectures in the outdoor amphitheater. The restaurant (pictured), which overlooks the gold onion domes of the Cathedral of Christ the Savior, offers fruit-studded bulgur and Thai shrimp soup. The downstairs bar serves high-end cocktails, still a novelty in this vodka-loving town (7.495.771.74.37, strelkainstitute.com ).

PICK A FIGHT

Located up a flight of dusty stairs in one of Red October’s old factory buildings, the October Boxing Club (pictured) boasts a clientele that includes some of Russia’s most famous TV personalities. Every day after work, a steady stream of Merrill Lynch and Deutsche Bank traders shows up to beat the stress out of one another (7.499.995.07.97, bcoctober.com ).

GET AN EYEFUL

Within the walls of Red October (pictured), a number of gallerists are picking up where Baibakova left off. Pobeda Gallery, which helped host this summer’s Biennale for Young Art, shows cutting-edge contemporary photography (7.495.644.03.13, pobeda gallery.com). Mel Space often stages street-art exhibitions in a stark loft (7.499.230.31.09, melspace.ru ). Known for displaying Soviet art from 1920 to 1960, the newly relocated Art Agency Colony is branching out with an exhibit of lush, blurry works by contemporary artist Igor Kormyshev (7.499.788.62.28, no website).

Ch. 9 The Development of Russia

Ivan i and the rise of moscow, learning objective.

• Outline the key points that helped Moscow become so powerful and how Ivan I accomplished these major victories
• Moscow was considered a small trading outpost under the principality of Vladimir-Suzdal into the 13th century.
• Power struggles and constant raids under the Mongol Empire’s Golden Horde caused once powerful cities, such as Kiev, to struggle financially and culturally.
• Ivan I utilized the relative calm and safety of the northern city of Moscow to entice a larger population and wealth to move there.
• Alliances between Golden Horde leaders and Ivan I saved Moscow from many of the raids and destruction of other centers, like Tver.

A rival city to Moscow that eventually lost favor under the Golden Horde.

Grand Prince of Vladimir

The title given to the ruler of this northern province, where Moscow was situated.

The Rise of Moscow

Moscow was only a small trading outpost in the principality of Vladimir-Suzdal in Kievan Rus’ before the invasion of Mongol forces during the 13th century. However, due to the unstable environment of the Golden Horde, and the deft leadership of Ivan I at a critical time during the 13th century, Moscow became a safe haven of prosperity during his reign. It also became the new seat of power of the Russian Orthodox Church.

Ivan I (also known as Ivan Kalita) was born around 1288 to the Prince of Moscow, Daniil Aleksandrovich. He was born during a time of devastation and upheaval in Rus’. Kiev had been overtaken by the invading Mongol forces in 1240, and most of the Rus’ principalities had been absorbed into the Golden Horde of the Mongol Empire by the time Ivan was born. He ascended to the seat of Prince of Moscow after the death of his father, and then the death of his older brother Yury.

Ivan I. He was born around 1288 and died in either 1340 or 1341, still holding the title of Grand Prince of Vladimir.

Ivan I stepped into a role that had already been expanded by his predecessors. Both his older brother and his father had captured nearby lands, including Kolomna and Mozhaisk. Yury had also made a successful alliance with the Mongol leader Uzbeg Khan and married his sister, securing more power and advantages within the hierarchy of the Golden Horde.

Ivan I continued the family tradition and petitioned the leaders of the Golden Horde to gain the seat of Grand Prince of Vladimir. His other three rivals, all princes of Tver, had previously been granted the title in prior years. However they were all subsequently deprived of the title and all three aspiring princes also eventually ended up murdered. Ivan I, on the other hand, garnered the title from Khan Muhammad Ozbeg in 1328. This new title, which he kept until his death around 1340, meant he could collect taxes from the Russian lands as a ruling prince and position his tiny city as a major player in the Vladimir region.

Moscow’s Rise

During this time of upheaval, the tiny outpost of Moscow had multiple advantages that repositioned this town and set it up for future prosperity under Ivan I. Three major contributing factors helped Ivan I relocate power to this area:

• It was situated in between other major principalities on the east and west so it was often protected from the more devastating invasions.
• This relative safety, compared to Tver and Ryazan, for example, started to bring in tax-paying citizens who wanted a safe place to build a home and earn a livelihood.
• Finally, Moscow was set up perfectly along the trade route from Novgorod to the Volga River, giving it an economic advantage from the start.

Ivan I also spurred on the growth of Moscow by actively recruiting people to move to the region. In addition, he bought the freedom of people who had been captured by the extensive Mongol raids. These recruits further bolstered the population of Moscow. Finally, he focused his attention on establishing peace and routing out thieves and raiding parties in the region, making for a safe and calm metaphorical island in a storm of unsettled political and military upsets.

Kievan Rus’ 1220-1240. This map illustrates the power dynamics at play during the 13th century shortly before Ivan I was born. Sarai, the capital of the Golden Horde, sat to the southeast, while Moscow (not visible on this map) was tucked up in the northern forests of Vladimir-Suzdal.

Ivan I knew that the peace of his region depended upon keeping up an alliance with the Golden Horde, which he did faithfully. Moscow’s increased wealth during this era also allowed him to loan money to neighboring principalities. These regions then became indebted to Moscow, bolstering its political and financial position.

In addition, a few neighboring cities and villages were subsumed into Moscow during the 1320s and 1330s, including Uglich, Belozero, and Galich. These shifts slowly transformed the tiny trading outpost into a bustling city center in the northern forests of what was once Kievan Rus’.

Russian Orthodox Church and The Center of Moscow

Ivan I committed some of Moscow’s new wealth to building a splendid city center and creating an iconic religious setting. He built stone churches in the center of Moscow with his newly gained wealth. Ivan I also tempted one of the most important religious leaders in Rus’, the Orthodox Metropolitan Peter, to the city of Moscow. Before the rule of the Golden Horde the original Russian Orthodox Church was based in Kiev. After years of devastation, Metropolitan Peter transferred the seat of power to Moscow where a new Renaissance of culture was blossoming. This perfectly timed transformation of Moscow coincided with the decades of devastation in Kiev, effectively transferring power to the north once again.

Peter of Moscow and scenes from his life as depicted in a 15th-century icon. This religious leader helped bring cultural power to Moscow by moving the seat of the Russian Orthodox Church there during Ivan I’s reign.

One of the most lasting accomplishments of Ivan I was to petition the Khan based in Sarai to designate his son, who would become Simeon the Proud, as the heir to the title of Grand Prince of Vladimir. This agreement a line of succession that meant the ruling head of Moscow would almost always hold power over the principality of Vladimir, ensuring Moscow held a powerful position for decades to come.

• Boundless World History. Authored by : Boundless. Located at : https://www.boundless.com/world-history/textbooks/boundless-world-history-textbook/ . License : CC BY-SA: Attribution-ShareAlike