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C-yacht – occasions for sale.

An entire weekend out on the water. Isn’t that a lovely vision? Or even a few weeks at sea? You are looking for a yacht in excellent condition but prefer not to buy a new ship? C-Yacht has many fine occasions for sale: Very beautiful yachts, pre-owned, featuring all possible amenities. You have an abundance of choices between different models, years of construction, and price categories. Our brands: C-Yacht and Compromis.

A pre-owned yacht in mint condition

Compared to buying a new ship, the acquisition of a pre-owned yacht requires some extra considerations. To begin with, how a previous owner treated the respective yacht is an important factor. The reason why our technical team at C-Yacht thoroughly checks every pre-owned yacht offered for sale – and repairs any damages or defects they find. You can trust that you’ll buy a ship in excellent condition. C-Yacht guarantees quality.

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The Stunning Ritz Carlton EVRIMA Yacht

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• Superyachts

C Yacht – Contemporary $55M Superyacht

C Yacht is an incredible Superyacht from Baglietto and was launched by the Italian shipyard in 2021.

She was commissioned by an anonymous owner who wanted a custom-built yacht to accommodate a large family onboard.

Hot Lab contributed to the interior designs of the yacht, and Horacio Bozzo Design penned her exterior designs.

The fantastic boat is a head-turner for its style and supreme comfort levels on board. 

C yacht interior

Hot Lab designed the interior of the C Yacht. The award-winning design studio is based in Milan, Italy. The vessel has accommodations for 17 guests in 7 cabins.

The configuration of the accommodations is two master suites, two VIPs on the main deck, two double cabins with Pullmans, and a children’s cabin on the lower level.

The accommodation on the lower deck for 13 crew members ensures that the yacht offers a luxurious experience for its guests.

The galley is also on the lower deck to ensure guests are undisturbed by the movement of staff onboard.

The yacht’s interior features a higher-than-standard headroom, which allows there to be greater volume for design flare compared to other vessels of her size.

The yacht features a modern and cozy interior with many colored woods, leather accents, brass, and lacquered panels. The addition of calming blues and green hues mirrors the “shimmering sea.”

A beach club on the lower levels opens up on three sides, allowing for maximum airflow and light. The area is packed with amenities such as a fully equipped gym, massage room, and a hammam.

The yacht was commissioned by an experienced owner who wanted a perfect vessel for hosting a large family on board.

The four decks of the superyacht are ideal for catering to an outdoor experience on the water, with plenty of seating and lounging areas under the sun to soak up the rays.

A pool and a jacuzzi with alfresco dining areas make the yacht an incredible experience for those on board. 

C yacht exterior

The exterior of the C Yacht was designed by Horacio Bozzo Design, an Italian boat builder based in Viareggio. She was built by Baglietto, who also penned the naval architecture for the superyacht.

She features an aluminum hull and superstructure and teak decks. C is the third-largest vessel built by Baglietto. She features a semi-displacement hull which offers excellent seakeeping.

The amazing custom commission yacht was delivered in 2020 from Baglietto’s La Spezia shipyard and refitted in 2021. 

C yacht specifications

C Yacht is a 54.6m yacht with a 10.4m beam and a 2.6m draft. The vessel has a top speed of 16 knots thanks to her Caterpillar engine and a cruising speed of 12 knots, giving her a cruising range of 4500 nautical miles.

The yacht has a displacement of 902 gross tons. C features anchor stabilizers which ensure that guests experience exceptional comfort levels while onboard.

She has a Lloyds register classification and an annual running cost of $5.5 million.

C yacht timeline

2021: C Yacht is refitted.

2022: C Yacht is listed for sale with Camper & Nicholson.

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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 YACHT CHARTER

54.2m  /  177'10   baglietto   2021.

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Cabin Configuration

Special Features:

• Impressive 4,500nm range
• Inviting pool
• Two VIP cabins
• Award winning
• Interior design from Hot Lab

C offers guests ample areas to unwind and kick back, as well as 4 generous suites, perfect for relaxing yacht charters

The award winning 54.6m/179'2" motor yacht 'C' by the Italian shipyard Baglietto offers flexible accommodation for up to 12 guests in 7 cabins and features interior styling by Italian designer Hot Lab.

From bow to stern, C is brimming with an fantastic array of social and dining areas, both inside and out, making her the ideal yacht for relaxing and entertaining whilst on charter. She has sensational features such as a spa, beach club and gym.

Guest Accommodation

Built in 2021, C offers guest accommodation for up to 12 guests in 7 suites comprising a master suite, two VIP cabins, two double cabins and one twin cabin. She is also capable of carrying up to 13 crew onboard to ensure a relaxed luxury yacht charter experience.

Onboard Comfort & Entertainment

Keeping comfortable and entertained on C is easy thanks to the available amenities including a sauna to help you detox and regenerate. Take the opportunity to be thoroughly pampered and indulged in the spa and in addition the swimming pool is perfect for exercising or admiring a romantic sunrise. Head to the beach club and take advantage of indoor-outdoor living and entertaining or elsewhere, you can visit the well-equipped gym so that you can keep up with your fitness routine at sea.

C benefits from some excellent features to improve your charter including Wi-Fi connectivity, allowing you to stay connected at all times, should you wish. Guests will experience complete comfort while chartering thanks to air conditioning.

Performance & Range

Built with a aluminium hull and aluminium superstructure, she benefits from a semi-displacement hull to provide exceptional seakeeping and impressive speeds. Powered by twin Caterpillar engines, she comfortably cruises at 12 knots, reaches a maximum speed of 15 knots with a range of up to 4,500 nautical miles from her 111,000 litre fuel tanks at cruising speed. C features at-anchor stabilizers providing exceptional comfort levels.

Set against the backdrop of your chosen cruising ground, you and your guests can enjoy fun on the water with the collection of water toys and accessories aboard C. Guests can experience the thrill and adventure of riding one of the Yamaha EX Deluxe WaveRunners. In addition there are towable toys offering fun and adventure. Also there are F5 SEABOBs, that allow you to skim along the surface or steer under the crystal water and see a variety of aquatic sea life. If that isn't enough C also features wakeboards, kayaks, inflatable water toys, paddleboards and snorkelling equipment. C features two tenders, but leading the pack is a Williams Jet Tenders Tender to transport you in style.

As you can see, luxury motor yacht C offers guests the very best onboard experience, from its sun-kissed top deck down to its standout waterside beach club promising truly memorable vacations that you"ll want to repeat again and again.

TESTIMONIALS

There are currently no testimonials for C, please provide .

Amenities & Entertainment

For your relaxation and entertainment C has the following facilities, for more details please speak to your yacht charter broker.

C is reported to be available to Charter with the following recreation facilities:

• 1 x Williams Jet Tenders 445 Tender
• 1 x 11.6m  /  38'1 Fjord Express Tender

For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

C Awards & Nominations

• World Yachts Trophies 2021 Best Exterior Design (50-82m) Winner
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For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

'C' Charter Rates & Destinations

Please contact your charter broker for a quote or check availability .

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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 27 MK I

C&C 27 MK I is a 27 ′ 3 ″ / 8.3 m monohull sailboat designed by Robert Ball and C&C Design and built by C&C Yachts between 1970 and 1972.

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)

The C&C 27 (MK I-IV) was one of C&C Yachts most successful model. Almost 1000 were built over a period of nearly 10 years.(Until 1982)

Mark I (hulls 1-167)(shown here)

Mark II (168-452), produced from 1972 to 1974. Same dimensions as Mark I, except for a taller rig though with same sail area and other minor changes.

Mark III (hull #s 435-915) (1974-1981. (See C&C 27 MK III) Taller rig than MKII. Hull stretched but beam is the same. Deeper keel with less ballast. Higher aspec rat. rudder. Same interior layout with minor changes.) Wheel steering introduced as an option in 1976. Diesel power offered as an option in 1978. Later, the Yanmar SYP 12 diesel became standard.

Mark IV (916-972) ran from 1981 to 1982. Same dimensions as Mark III, except the forestay was set back about four inches to accommodate a bow roller (resulting in a reduced ‘J’ measurement.) Std. auxiliary power became Yanmar 2GM.

(The C&C 27 MK V is totally new design)

Another version (similar to C&C 27 MKI) called the TRAPPER 500 was built in the UK. An ‘unauthorized’, most likely ‘splashed’, version was built in Germany called the KORNEUBURG 27 or K 27. C&C 27 MK I available with a taller rig: I: 35.00’/10.67m J: 11.80’/3.60m P: 29.80’/9.08m E: 9.80’/2.99m Total SA: (100%): 352.52 ft2/32.75 m2

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2 hospitalized, 27 safe after rowing club boats capsize off Connecticut

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2 hospitalized, 27 safe after rowing club boats capsize off Connecticut

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WESTPORT, Conn. (AP) — Rowing club boats capsized during a fast change in weather off Connecticut on Wednesday, sending 27 teenagers and two adults into the cold waters of Long Island Sound, police and fire officials said. Two people were brought to a hospital with suspected hypothermia.

First responders said they came upon a chaotic scene off the coast of Westport shortly after 5 p.m., as some of the people in the water were swimming to shore and others were trying to get into other boats. Police and firefighters from Westport and nearby towns responded, as did the Coast Guard.

Two sculling boats with the private Saugatuck Rowing Club capsized as the water became rough during a weather change, sending 18 people into waters off Compo Beach, Westport Police Chief Foti Koskinas said at an evening news conference. The people in the water tried to get on a third, larger boat, causing it to sink and sending more people into the water, he said.

First responders used boats to rescue many of the people, while others were able to swim ashore.

“This was a very serious incident with an incredibly good outcome,” Koskinas said.

The teens, all male, ranged in age from 14 to 18. The two adults were instructors. Everyone was out of the water and safe within about 50 minutes, Koskinas said. The water temperature in Long Island Sound was about 44 degrees, he said.

The teens were put on a school bus to get warm and were picked up by their parents, he said.

Authorities said they were investigating why the boats capsized, with the goal of preventing similar incidents.