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C&C 115

• By Tim Murphy
• Updated: May 3, 2006

Rounding the corner at Gray’s Reef during last summer’s Chicago-Mackinac race, I was in the aft cabin of the C&C 115 prototype when shouts from my mates in the cockpit roused me from what was never destined to be a peaceful slumber.

“Thirteen!” cried the helmsman, his eyes on the speedo. On a boat with 33 feet of waterline, that’s a lucky number, indeed. I rolled out and dashed to the deck for the exhilarating run down the Straits of Mackinac to a podium finish.

It was one of several very happy moments aboard the model that would go on to earn accolades as Sailing World’s Overall Boat of the Year for 2006 as well as Best Racer/Cruiser.

C&C Yachts was founded in 1969 by George Cuthbertson and George Cassian in Niagara-on-the-Lake, Ontario, Canada. But a fire in 1994 all but ended C&C’s life in Ontario, and in 1998 the folks behind Tartan Yachts bought the name and several molds. From that moment on, C&C’s fate has been intertwined with that of Tim Jackett, the head designer who virtually grew up with Tartan Yachts. Like other recent models, the C&C 115 is his brainchild.

While both Tartan and C&C have historical claims to both sides of the racer/cruiser divide, since coming together under one umbrella, the two lines have been deliberately distinguished. Jackett has tailored the Tartan line toward the cruising end of the spectrum and the C&C more toward the performance end.

Secrets to C&C’s success lie in several strategic choices. The most important of these was the decision to build epoxy boats on a production scale. Epoxy is tricky to work with, but done right, it’s flat-out the best resin with which to build boats: stronger, stiffer, and more resistant to osmosis than either polyester or vinylester. Impregnated, vacuum-bagged, and post-cured in a sandwich with unidirectional E-glass and Core-cell linear-polyurethane- foam coring, these boats start with a top-notch structure. C&C offers four models (the 99, the 110, the 115, and the 121), and Jackett expects to build 40 units of the 115 this year alone.

Another strategic choice was to invest in a facility that builds carbon spars: Every C&C 115 comes standard with a carbon rig. With a tube that’s half the weight of and stiffer than an equivalent aluminum rig, the 115’s weight aloft is markedly diminished, and the boat is that much more stable. The boat’s righting moment at 1 degree is 1,200 foot-pounds.

All of this adds up to a boat with a light-ship displacement-to-weight ratio of 146 and a sail area-to-displacement ratio of 24, based on a 100-percent mainsail and foretriangle. For those who do plan to bang around the buoys, the boat’s IRC rating is 1.07; the PHRF rating is between 63 and 72. What’s it all mean? Fun, that’s what.

Accommodations are simple and elegant–nothing stripped-out here–with a double berth in each end and saloon settees that work as singles. The interior joiner work is finished with a pleasing cherry. A 28-horsepower Yanmar with saildrive quietly delivers ample power.

All in all, you’d be comfortable to take this boat anchoring, but you’d be thrilled to take it sailing.

Tim Murphy is Cruising World’s executive editor.

C&C 115

LOA 37′ 9″ (11.50 m.) LWL 33′ 0″ (10.06 m.) Beam 11′ 11″ (3.63 m.) Draft 6′ 8″ (2.03 m.) Sail Area (100%) 781 sq. ft. (73 sq. m.) Displacement 11,800 lb. (5,352 kg.) Water 70 gal. (265 l.) Fuel 26 gal. (98 l.) Engine 28-hp. Yanmar with saildrive Designer Tim Jackett Sailaway Price $215,000

C&C Yachts (440) 357-7223 www.c-cyachts.com

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C&C 29

Produced in two decidedly different versions, this boat sold well behind the c&c name. the original mk i design was a good light-air boat, but was a handful in heavy air..

The story of C&C Yachts is a boating industry epic. The company was founded when designers George Cuthbertson and George Cassian got together with three boatbuilders in 1969 to capitalize on their joint racing success (Red Jacket, a C&C design built by Erich Bruckman and the first balsa-cored racer ever, won the 1968 SORC). Ian Morch and George Hinterhoeller were the other originals. Few sailboat manufacturers have ever achieved such dominance.

Focusing on the racer/cruiser ideal, a reputation for fairly sophisticated construction, and continued race course success (their Redline 41 Sorcery was the last production SORC winner until the late ’80s), the Canadian aggregation grew to own manufacturing plants in three countries and an estimated 20 percent of the US sailboat market. Along the way it offered up a flotilla of well-accepted dual- purpose designs (plus one or two “anomalies” like the ugly-duckling Mega 30) and brought corporate purpose and polish to the “cottage industry” of producing sailboats.

However, recession in the ’80s, competition from a used-boat market (very much of its own making), unfavorable currency fluctuations, and finally a hostile takeover which removed Cuthbertson, last of the founding principals, sent the giant on a downward spiral. Through ownership changes and even receiverships the name (and curtailed production) limped on. Then a fire in 1994 destroyed 40 molds and three near-complete 51-footers. Finally Fairport Marine, the parent company for Tartan Yachts, bought “the name and a few molds” in 1997. Says Tim Jackett, chief designer and general manager at Tartan, “It was an opportunity to take advantage of C&C’s reputation for performance.” He has since introduced two new C&C boats of his own design. “We’re excited that we’re going to have a separate start for a fleet of our C&C Express 99s at Key West this winter,” Jackett reports. (For a review of the new C&C 99, see Practical Sailor’s June 2003 issue.)

From beginning to end (with the exception of its “pure cruising” Landfall series) C&C put racing potential first. That led to hull forms colored by various rating rules, but it has also meant boats with healthy sail area for their displacements; weight-conscious construction; efficient, controllable rigs, and optimized hydrodynamics. Some, like the 30, 35, the 40, and the most-popular C&C 27 (over 1,000 built) have become “classics” and remained remarkably competitive. Others, the C&C 29 among them, were less popular.

The problem with the 29 may have stemmed from difficulty of replacing winners like the 27 and 30, or from being a “transition” between the CCA archetype and the IOR hull form, or from her departure from the “all-round boat” performance model. Whatever the causes, however, they led to a Mark II version that was, in reality, an entirely different boat. The original 29, introduced in 1976, was 29′ 7″ overall. The new boat, launched in 1983, was over a foot shorter. This wasn’t the result of a chopped transom or a plugged mold: The MK II version was narrower (by 11″), lighter (by 800 lbs.) and carried considerably less sail. Thus, while used boat listings will all say “C&C 29”, the distinction between MK I and MK II is much more important in this case than with most other manufacturers and models.

Design The MK I version of the 29 grew out of a management directive to “make our little boats more cost-effective to build.” The resulting 29 was a lighter (by 500 lbs.) and cheaper (700 lbs. less ballast) alternative to the 30. Says Hank Evans, one-time C&C sales manager, “The thinking was to take some of the volume out of the underbody and put it in the topsides, thus reducing wetted surface… This volume was placed above the waterline in rather extreme topside flare. This produced a beamy and roomy interior above the waterline where the space was used for living and storage.”

The “rather extreme” topside flare noted by Mr. Evans is now fairly commonplace.

The new boat was virtually as “liveable” as the 30 that she was meant to replace. However, Evans remembers, the 29’s hull shape “produced a boat that was ‘tender’ at the dock and initially under sail. As the boat heeled the flare became immersed and the boat stiffened markedly. It is actually hard to get the windows of the MK I wet. Unfortunately, as the boat heeled and immersed all that topside flare, the unwanted drag not only slowed her down, it tended to push the bow to windward. That, combined with the rudder becoming less effective (even coming out of the water at times) at greater angles of heel, caused unintentional and undesired round-ups.”

Evans says that the original 29 was one of Cuthbertson’s least favorite designs. “While the 29 was a great success (over 600 sold) with many one- design fleets, and is a pretty good-looking boat, it left a lot to be desired from a design standpoint. It was very fast and nicely balanced in light and moderate air, but the only way to sail her in a breeze is to ease the traveler all the way down and carry the main almost fully aback. Racer/cruisers are not generally intended to be sailed like dinghies.”

A common modification to the MK I 29, especially in heavy-wind areas like San Francisco Bay, is a C&C-designed, 500-pound “shoe,” permanently affixed to her original keel.

“The 29 MK II is a totally different boat,” says Evans. “The two boats have nothing in common but their names.”

The MK II version relies more on ballast than shape when it comes to stability. Though her lead fin weighs the same 2,700 lbs. as her predecessor’s, it’s thicker, straighter, and attached to a deeper stub. In addition to a ballast/displacement ratio improved from 36 to 40 percent, the new boat thus has a decidedly lower center of gravity. Though she is narrower (9′ 5″ beam vs. 10′ 4″) the MK II offers effective form stability due to relatively hard bilges that are carried well fore and aft of her midpoint. U-shaped sections in her forefoot, smooth waterlines, and a “skeg/bustle” leading into the rudder also give her an underbody that helps to smooth out the “crankiness” that characterized the MK I’s performance in a breeze.

Some of the other differences reflect racer/cruiser evolution over the decade separating their design. The MK II has a larger mainsail which, says chief designer Rob Ball, “makes her more effective in puffy conditions.” Her keel is a retreat from the shark-fin profile evident in the MK I, toward a higher-aspect/more vertical planform. Ball explains: “The theory is that you can keep cutting drag by sweeping the keel aft without affecting lift that much. The tank said the shark fin was the way to go. Our boats have always done well off the wind and in light air, but when the ‘Peterson-style’ (vertical trailing edge) foils came along, they proved very fast upwind in a breeze. We moved in that direction to stay competitive, but we did it before we explored the swept-back keel as much as we wanted. Still, there’s no doubting that you can make a straight-edged keel thicker and thus have room for more ballast.”

The MK II’s rudder is also deeper and has a higher aspect ratio than the less effective blade on the first 29.

C & C yachts have been distinguished by a sharp, aggressive, and functional aesthetic from the outset. The two 29s are good examples of the “look of speed” that was a C & C hallmark. But there are subtle differences: With a longer bow overhang, boxier transom, and “scattered” window treatment, the first 29 clearly dates from an earlier time. With a curvier sheer and higher bow, a jaunty counter, and house windows streamlined for effect, the MK II looks much more modern.

Construction Both C&C 29s were built of solid fiberglass with balsa-cored decks. Part of C&C’s pioneering (in addition to balsa coring) was in the use of fiberglass “pans” or structural grids built into the boat to both locate furniture and help distribute working loads. Says Rob Ball, “We’ve used many different forms of grid. We began with a combination of fiberglass with wooden furniture, went more toward an all-glass structure, went back to wood due to market pressure, and finally arrived at inserting the grid and taping and foaming it in place while the hull is still in the mold. Grids, in any case, demand a lot of precision in both molding and assembly.”

The two 29s have very similar grid systems. They extend above the waterline to seat level. Additional furniture is built in and bulkheads are taped and tabbed in place. These bonds, though they may be hidden behind furniture or beneath a headliner, are critical. Checking them should be a first priority with any used boat survey. One owner of a 1979 boat, in fact, reported separation between his hull and the bulkhead supporting a chainplate.

Over the years, laminates have gotten thinner as builders have come to trust more in the properties of their materials. Still, in 1982 the MK II exemplified the sort of robust lay-up that could make interior reinforcing grids seem almost irrelevant: Behind the gelcoat are two 1.5-oz. layers of chopped matt. That is backed by Fabmat, a bi-axial blend of 1.8- and 1.0-oz. matt. Over the “impact area” of the forward third of the boat are arrayed 4-mm plies of Coremat. Additional 1.5- oz plies and another layer of Fabmat are added in the way of the keel, and further layers of Fabmat are used to counteract local loads. Enough MK I owners reported blistering to suggest that it was a significant problem with the older boat, though none reported the pox as catastrophic. A single owner reported “just a few” blisters with the MK II.

Decks on both boats were also built in much the same way. They were cored with 1/2″ end-grain balsa. In areas where hardware is attached, the coring was 1/2″ plywood. A flange of solid glass 6″ wide encircles the deck molding and facilitates the hull/deck attachment. That is done by placing the deck on an inward-turning flange of the hull, sealing the joint and inserting a vinyl rubrail, then bolting the two parts together through a full-length slotted aluminum toerail—another C&C hallmark.

A problem with the MK I has been the mast step. It’s a wooden block, and many owners report having to replace it due to rot.

C&C glasswork has generally been rated above average, but owners of both models have registered complaints about gelcoat crazing and small cracks on the cockpit sole and in the area of winches.

Accommodations Though they have been cruised widely, neither 29 approaches “liveaboard” standards of comfort. The MK I layout is straightforward—a quarterberth and nav station to port, galley to starboard, saloon amidships, a full-width head, and a forecabin that, according to one owner, is “somewhat cave-like.”

Most owners find their boats ideal for a couple and say that space becomes more of a problem with each additional shipmate. Recognizing the limits of a boat under 30 feet and one designed primarily for racing, the majority of early 29 sailors say things like, “We love our boats and cruising in them.”

Still, there are various specific complaints: “The table’s in the way.” “The guy who designed the head door obviously never had to use it.” “What the hell do you need the sink forward for?” “The berths are too short and the overhead is too low.” “There’s no hanging locker.” “The ports leak.” “The deck leaks.” “She needs more tankage.”

The shorter, narrower MK II has no nav station (though a clever swing- down cutting board might be a suitable substitute). The galley is cramped by the companionway stairs, but a bulkhead table opens up the saloon, and there is a hanging locker.) Ventilation (via an overhead port just aft of the mast) is improved, too. Siting the forehatch in the forward slope of the house also improves airflow.

The early 29s were powered by Atomic-4 gasoline engines. The switch to diesel came well into the MK I’s production run. Even using the tidy Yanmar 2 GM, space in the engine compartment is tight and access inconvenient on both boats. While sound insulation appears adequate one owner calls his engine a “clunking, vibrating annoyance, to be used as little as possible.”

The combination of a balanced spade rudder, fin keel, and standard two-bladed prop gets poor reviews for backing with control, and several owners complained that similar-sized auxiliaries were “much faster than we are under power.”

Conclusions In summing up his feelings for his 29 (MK I) Hank Evans says, “Quality and design pay over time.” That’s a catchy mantra, and many owners indeed report that their ancient 29s are “faster, better-looking, and more admired” than more modern competitors.

It’s certainly true that, amidst a host of very similar-looking boats churned out by many builders during the high-volume production years of a couple of decades ago, both the MKI and MK II versions of the C&C 29 stood out from the crowd. They didn’t, in our opinion, stand out entirely on their own design merits, but partially because of the reputation established and trails blazed by the C&C company. Even after all these years, that name commands respect—Tim Jackett and his fellows at Fairport/Tartan were wise to acquire it.

Between the two different versions, more than 1,000 C&C 29s were sold. That’s a success story for any production sailboat.

At press-time, there are 31 listed at www.yachtworld.com, in both versions, by brokers countrywide. Asking prices vary widely, between about $15,000 and $30,000. There doesn’t seem to be a strong correlation between version and price, or even engine type, although listings show several boats that have been converted from the Atomic-4 to Yanmar or Universal diesels.

There are several excellent websites developed by and for C&C owners. Try www.cnc-owners.com and www.cncphotoalbum.com , and from there follow links to other devoted sites.

Also With This Article “C&C 29 Owners’ Comments.”

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C&C 32 is a 31 ′ 5 ″ / 9.6 m monohull sailboat designed by C&C Design and built by C&C Yachts starting in 1981.

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)

Yanmar 2GM Diesel was available as an option.

Keel/CB version: Draft (BD): 6.90’/2.10m Draft (BU): 4.00’/1.22m Displacement: 10485 lbs./4756 kgs. Ballast: 4705 lbs./2134 kgs.

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Are C&C Sailboats Bluewater?

Last Updated by

Jacob Collier

August 30, 2022

‍ When searching for the best bluewater sailboats, there are many options available. C&C sailboats for example have great value, but are C&C sailboats bluewater?

The size and price are not the only factors to consider when comparing C&C sailboats. There are many characteristics that separate some sailboats, but it would be appealing if C&C sailboats could be used for bluewater due to their class, style, and price point.

C&C sailboats have potential for bluewater sailing, but lack in some areas. The companionways are tight, have little cockpit protection, proper storage for a life raft, and need provisions for improved handling with less people. No boat is perfect, but some C&C boats are capable on bluewater.

C&C sailboats have typically served as a dual-purpose boat, with a few options of trends among consumers over the years. The brand has a few boats that are bluewater worthy under the C&C Landfall category of boats, but a few exceptions can be made if you are up for the challenge.

According to sailboat data, these boats are slightly heavier than the typical racing C&C line of sailboats. This means their Landfall line of sailboats are geared towards serious use, rather than just a cruiser. In addition, you are going to find that you might need to make some compromises in order to find the best C&C sailboat for bluewater.

Table of contents

‍ Price a Huge Factor

Before checking out the condition of a 1980’s C&C Landfall boat, the price is something to consider. Some have been listed around $20,000, while others are hovering around $90,000.

Depending on the condition of the boat, it could be worth the extra price. If the boat has upgrades to the companionways and a dodger implemented around the cockpit, this could add value. These are simple upgrades you could do yourself to save money, but are convenient when someone else has put the time in for you.

The average price of the Landfall 38 has consistently been around $70,000. This is not a great price for a boat that needs some upgrades for bluewater sailing, as this reflects comparisons to other cruisers. If you can find one that is cheaper with only a handful of upgrades to consider, this could potentially be a great option.

Fortunately, not many of these boats were made and used for serious sailing. You can still find good quality Landfalls for a great price to use for a bluewater sailboat.

Key Characteristics

The C&C Landfall 38 is a great example for the brand creating a bluewater sailboat. The boat is slightly heavier than other boats around the same time, but not so much that it affects the performance negatively.

This particular boat was the mid-size option out of the three models they built, with a 35 and 42 footer. The 38 offered the most success in terms of casual sailing due to its size and comfort amongst a smaller group of people.

These boats were built as a performance cruiser, with some capacity to handle bluewater sailing in moderate conditions depending on your experience. The Landfall 38 is a fast boat that also offers a longer keel and longer deckhouse, so you get the best of both worlds when it comes to sailing fast but with a little extra room of comfort.

These series of boats use a masthead sloop, which allows an advantage with flying a bigger headsail. In upwind, you can gain a lot of speed without having to fully rely on your engine. This is a great bonus since the boat has a smaller fuel tank.

When sailing, the boat typically performs well aerodynamically with good upwind performance. It is possible to be cruised by a couple, assuming you use a good roller-furling headsail system .

If you and someone else can handle the boat efficiently this way, it allows the best room for comfort and navigation. Having three to six people on board also helps with extra hands, but could be a tight fit for days at a time.

Drawbacks to Using C&C Boats for Bluewater

While some positive characteristics are going to set apart one sailboat to another, there are some features that need to be addressed if serious sailing is your goal. Typical C&C boats were manufactured with racing and casual sailing in mind, so bluewater capabilities are limited in that regard to most of their lineup.

Since racing was the brand's bread and butter during that time, it makes sense that they would incorporate a performance cruiser with some minor racing accents. There were only 180 of these boats built since the market at the time did not value them. Finding a C&C Landfall might also prove to be difficult depending on the location, but potentially worth it if you want to spend time on it.

Depending on how far you plan to travel for a bluewater trip, you might want to consider how much fuel you are going to be using. The Landfall 38 holds 30 gallons of diesel, which does not allow much use for multiple days out at sea and limits it to roughty a day.

You would either have to fully utilize the wind and cruise rather slowly to get to your destination. In addition, you would have to consider bringing extra fuel with you, which would take up space and potentially be hazardous for the environment if you cannot safely secure it on board.

Potable Water

In comparison to the fuel tanks, the gray tanks are somewhat overkill. These boats typically hold 103 gallons of water.

Since it was made back in the 1980’s, the difference between fuel and gray tanks is massive. It is possible to handle roughly 45 gallons for a few days of travel, so completely topping off the water tank for a day trip might not be useful.

Tight Companionways and Water

The companionways can appear tight to navigate if you are sailing with several people. Even though this boat is possible to handle with just two, you might want extra people at first until you get the hang of it.

With the bulkhead having a slope forward, you will need to leave the drop board in place when it rains. In addition, the companionways do not have a lip on them, which allows water to enter the cabin under the drop board.

Attractive Boat for Its Time

The design of a C&C Landfall 38 has stood the test of time when it comes to design features. As for a bluewater sailboat, it meets the criteria for getting the job done in comfort.

Great Space

Below the deck offers plenty of storage and space for multiple people. Depending on how an individual will use it, this could be optimized in either direction.

The galley typically has plenty of space to move around, which is great when you plan on cooking each day. Without compromising space or comfort, this makes it easy to spend days at a time on board.

Tough and Reliable

With these boats being equipped with a long keel, some may want to add a skeg. However, the spade rudder is sufficient enough to help protect the prop.

With those two components in mind, it allows the boat to track well and hold up during tough conditions just fine. In combination with the 12 foot beam, it offers a stiff boat that can handle rough conditions or whatever the weather throws at you.

Since the boat only drafts right around five feet, it does leave a little to be desired in comparison to today's cruisers or sailboats that draft another foot or two deeper. This would be up to the individual who is sailing, but some milder conditions on the bluewater would be perfect for this boat.

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Born into a family of sailing enthusiasts, words like “ballast” and “jibing” were often a part of dinner conversations. These days Jacob sails a Hallberg-Rassy 44, having covered almost 6000 NM. While he’s made several voyages, his favorite one is the trip from California to Hawaii as it was his first fully independent voyage.

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