c and c 99 sailboat

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C&C 99

One of a handful of production boats built today with epoxy resin in the laminate, this is a good-looking, fast racer/cruiser from tim jackett..

Following a major financial and organizational restructuring precipitated by the boatbuilding downturn in the 1980s, a revitalized Fairport Yachts, Ltd. recently became the first big production builder to start making sailboats with only epoxy resins throughout hull lamination. Epoxy is used as a barrier coat by some production builders, and as a laminating resin by some custom builders of high-end racing and cruising boats, but Fairport is pushing these materials and techniques into the mainstream. This could be considered the most significant departure from traditional fiberglass boatbuilding methods since the introduction of vinylester resins.

Company History Tim Jackett is the chief operating officer and designer for Fairport Marine, which builds C&C and Tartan yachts. However, except for the guidance of Jackett, there’s little resemblance between the “old” C&C and the new company.

After enduring a financial shortfall in the 1980s, Fairport emerged on the cruising side of the boatbuilding industry with newly designed Tartans. The company then purchased the remnants of C&C, primarily the brand, in the 1990s.

The C&C line has a loyal following, dating back to the days of George Cuthbertson and George Cassian, founders of that legendary Canadian boatbuilding company. However, there’s a significant difference between the last boats built by the originators and the C&C 110, which was introduced in 1999. The new line is geared to sailors for whom performance is an overriding consideration, though crew will make racing passages in relative comfort. By comparison, Tartan yachts display a turn of speed, but are more traditional cruisers.

Prior to introduction of the C&C 99 in 2001, 75 of the C&C 110s were built, and the company introduced the C&C 121, a 40-foot “performance cruiser.”

The company hit its production target of 30 of the 99s in the first year, and the run now numbers in the low 40s. Jackett says the company’s combined annual production is 70 boats. It has a stable work force, and has made a significant investment in equipment required to convert to epoxy construction methods. All seems to bode well for an outfit that has gritted its way through the best and worst of boatbuilding economics over the years.

Design Jackett has been designing sailboats for Tartan since the mid-1980s. His versatile designs reflect the delineation between two niche markets, and he’s inclined to introduce features in boats not found in the mainstream production world—an electric swim platform concealed in the stern of the 110, for instance.

Of the C&C 99 design he says, “I built the boat for guys like me—a guy in his mid-40s with kids who wants to go fast, who likes to look sporty, and likes to go on a picnic sail with his wife. It was designed to function as a light-displacement racer-cruiser that doesn’t need a lot of weight on the rail to be competitive.”

She has a plumb bow and reverse stern, similar to her predecessors. Viewed from the bow she displays a rounded cabin shape and wide decks that offset her beaminess. Other elements are a relatively flat sheer, and modest freeboard. Beneath the surface, her canoe body has low wetted surface and carries a long, flat run aft.

Her SA/D is 23.4, virtually identical to that of the 110 and 121 (the 121 is 23.2). This number indicates a lot of sail power in all three boats. The D/L of the 99 is 167, compared to a D/L of 156 for the 110, and 141 for the 121. These numbers, too, point toward performance—not flat-out, but at the higher end of the scale for any boat with reasonable provisions for sleeping and eating comfort.

Jackett has resisted the temptation to equip any of these boats with more than one head. The head in the 99 is forward to port; it is aft in the other models.

The aft cabin arrangement of all three boats is different, as well. Pillows in the 99 are outboard to port, and the berth is set at an angle. The berth on the 110 is outboard to starboard, and less accessible. The stern in the 121 is large enough to orient the aft berth on the centerline.

Construction As mentioned earlier, these C&C boats are made with epoxy. This is a big move in the production boat world.

Historically, a typical lamination schedule has consisted of a layer of gelcoat and layers of strand and mat fiberglass impregnated with polyester resin (lower resistance to osmotic blistering) or vinylester resin (higher resistance) on the inner skins. Epoxy offers the highest resistance of all, as well as very high strength for its weight. However, it’s also the most expensive, and is best cured at a fairly high temperature in a big oven (autoclave). It’s not the easiest material to work with.

A characteristic of most gelcoat is that it bonds easily to polyester. The introduction of epoxy on an inner layer to a polyester gelcoat can be akin to attempting to mix oil and water; over time, the bond can fail and the structure delaminate.

Jackett’s new lamination schedule calls for a coat of Ferro Ultra-Shield NPG/ISO gelcoat, which has some of the same chemical properties as epoxy. That coat is bonded to a vacuum-bagged, wet-impregnated epoxy laminate with uni-directional E- glass. The use of epoxy resins eliminates chopped strand mat, which Jackett considers the cheapest, heaviest, and weakest component used in conventional polyester hull construction.

The hull is cored below the waterline with Corecell closed-cell linear polymer foam, and above the waterline with Baltek AL-600 end-grain balsa. The combination provides stiffness and strength without dramatically increasing weight. The keel laminate is reinforced with multiple plies of high-tensile carbon fiber.

Since the company has not had problems with osmotic blistering since 1985, water resistance was not the prime motivator in the decision to make the change to epoxy. Jackett cites epoxy’s strength and light weight as two of its most beneficial characteristics.

“We employed two manufacturing methods,” he says. “We initially used a gelcoat bonded to a conversion layer, referred to as a tiecoat, that allows epoxy to bond to a polyester gelcoat.” The first 50 boats successfully employed this process.

In that process, halves of the hull are constructed and vacuum-bagged separately. However, a cosmetic problem occurred: “The tie coat was contributing to postcure print that required additional labor to correct, and the conversion layer doubled the gelcoat. The tiecoat also has a limited lamination window, unnecessarily complicating the lamination process.”

The company moved to Plan B, with the application of a modified epoxy skin coat. “Through testing we have developed the proper surface prep prior to application of the epoxy laminate,” says Jackett. The result is a proper bond with no print-through.

In the next step, a stitched, unidirectional fiber cloth is rolled through an impregnator calibrated to produce specific resin content. Since epoxy is sensitive to resin-hardener ratios, the company invested in machinery that produces mixes in exact proportions.

“These boats now have 67-70% glass content, versus old boats that typically had a higher resin content,” he says.

Workers now have more time to install the interior structure of the boat. “A typical process might allow a builder to add two to three layers of laminate per day,” said Jackett. This could extend the layup process for days. “With this system, the vacuum bagging takes only 20 hours, during which time the resin reaches 60% of its ‘sizzle property.'”

Both halves of the hull are then moved into an oven for 24 hours, during which the temperature is raised from ambient to 145° F. Heat is ratcheted up to specific levels and held for various periods of time to allow the resin to cure. The gradual process prevents thermal shock that could eventually produce lamination failures. The hull is then gradually cooled before being removed from the oven.

Of the process, Jackett says the weight of the skin laminate has been reduced by 50%, but strengthened by the increase in fibers.

The weight of the shell of the C&C 99 constructed with polyester resin would be 1,600 -1,800 lbs. With epoxy, it’s 780 lbs. In tests of laminates prior to making the conversion, the company discovered that a laminated polyester section consisting of several layers of material would fail at a joint under 600 to 750 lbs. of pressure. In testing the new system, they discovered that the laminate, not the joint, separated when pressure was between 2,300 and 2,700 lbs.

Reinforcements are made at through-hulls, the keel, and other high- load areas where the thickness of the epoxy is sufficient for loads, but too flexible.

Aside from the issues of weight and strength, Jackett says that epoxy also has better cyclic loading characteristics. “A problem with polyester is that in high-load areas, micro-cracks may appear over time because polyester will lose as much as 50% of its strength in its first year. With epoxy, the loss is only 5%.”

We asked Joe Parker, a technical advisor at Gougeon Brothers, Inc.,developers of the West System epoxy products and leaders in the field, forhis opinion of Jackett’s methods.

“Using epoxy resins to build boats can provide significant benefits to the boat owner,” said Parker.  “While proper design, engineering, and manufacturing processes are crucial to maximizing those benefits, a quality-conscious builder like Fairport can be very successful in this transition.”

It’s a measure of Fairport’s confidence in epoxy that they offer a 15-year guarantee on these boats.

So, why don’t more builders go this way? The process requires an investment in equipment, and higher material and labor costs. The C&C 99, for example, costs about the same as a “normal” production 36-footer.

Deck and Rig The deck layout and cockpit of the 99 reflect a no-nonsense approach to maximizing performance, whether in race mode, or cruising.

The deck is constructed of a composite laminate with unidirectional E-glass skins and Baltek AL600 coring. High-load areas and the locations of hardware installation are reinforced with additional layers of laminate and sealed to prevent the intrusion of water. The hull-deck joint is secured with stainless machine screws installed on 4″ centers through a 6061 T6 aluminum backing plate imbedded in the hull flange, a method that meets ABS requirements for offshore yachts. The joint is sealed with 3M 5200.

A black powder-coated double- spreader mast is equipped with tapered airfoil swept spreaders supported by 1×19 stainless steel wire rigging. The stainless steel chainplate system ties to an internal fiberglass structure that is reinforced in the hull skin.

Halyards are internal, led aft to rope clutches and Harken 32 self- tailing winches on the cabintop. Ports on the bulkhead provide ventilation and a convenient place to stow halyard ends belowdecks when sailing, reducing clutter in the cockpit.

The boom is equipped with single-line slab reefing and an internal 4:1 outhaul led aft to a cabintop winch.

The most prominent feature of the U-shaped cockpit is a 40″ destroyer-type wheel. The removable helm seat is reinforced with carbon fiber and supported by a gas shock when tilted upward, to allow passengers to enter from the stern. The helmsman has a clear sightline to instruments mounted on a pod at the companionway whether seated or standing, as does the cockpit crew. The pod is pre-wired for the installation of additional units.

The mainsheet is attached near the end of the boom and on a traveler near the helmsman’s fingertips. A Harken fine-tune mainsheet system and double- ended backstay adjuster with a 40:1 ratio allow for one-handed mainsail trimming and tensioning the headstay—a real plus when the wind pipes up. Jib sheets are led to Harken track and ball-bearing genoa cars. The primary winches are Harken 44 self-tailers.

The cockpit is smallish, suitable for seating four guests, or two trimmers when in race mode. The coaming is high enough to provide back support. Decks are wide and flat, allowing easy movement forward, and fairly humane seating for rail riders.

A Lewmar Ocean Series size 60 aluminum foredeck hatch and Ocean Series size 30 atop the cabin provide ventilation.

Belowdecks To a die-hard racer, the spaces belowdecks will seem plush. To a comfy cruiser type, they’ll seem a bit spartan. There’s 6′ 2″ headroom, a big plus on a 32-footer. The nav station, settee, and head are to port, C – shaped galley and settee to starboard. Jackett borrowed one design feature from the Tartan 31; when the head door is open, it conceals the toilet and sink while increasing visual space. Access to the aft stateroom is to port. Water and holding tanks are beneath the forward berth, fuel below the port settee.

Wood joinery is nicely finished cherry with a satin finish accented by a teak and holly sole, white fiberglass headliner with wood battens, and low- profile fixed portlights running the length of the saloon that produce a tunnel-like affect.

Ventilated solid stock varnished cherry panel locker doors are mounted in laminated cherry door frames and equipped with push-button latch sets that function well in a seaway.

However, cabinets and trim are varnished cherry cored with ITW SprayCore, a foam that reduces weight without compromising strength, since the doors aren’t load- bearing surfaces.

The galley is equipped with a two-burner gimbaled propane cook top surrounded by a molded Granicote solid surface. Lighter than Corian and as strong and durable as a composite, Granicote is becoming more common in the industry. A molded icebox is insulated with 4″ foam.

The master stateroom has an oversized V-berth large enough for two adults, and is furnished with a hanging locker and shelves running the length of the hull. The berth in the aft stateroom is a double; storage is below the berth. Orienting the berth forward allowed the builder to place a propane locker outside and a lazarette in the starboard corner of the cockpit.

We’ve been aboard three 99s constructed during different production runs, and consider fit and finish of the interiors to be well executed.

Performance We had hard luck in our several attempts to test the 99. On one occasion a nor’easter with 35-40 knots winds kept us at the dock. On another, we endured four hours of windless drifting, waiting for wind to appear. As a consequence, and allowing leeway for their bias, we’ll rely for now on the owner comments for an indication of performance.

Pricing The base boat is priced at $117,900, a $3,000 increase since its introduction, whether fitted with a deep keel or the standard fin. Factory spinnaker gear adds $3,000, and a Raymarine ST60 Tridata & AWI package $3,200. Prices are FOB Fairport, Ohio.

Conclusion The C&C line adds a valuable dimension to the American sailboat industry by introducing boats targeted to the sailor who seeks a bit of extra performance but may not want a totally dedicated racer like the Mumm 30. Since Tim Jackett also designs the Tartans, he brings creature comforts to the C&C line without compromising on the primary objective.

The introduction of epoxy bodes well for owners who are willing to spend extra dollars for boats that, over the long term, should maintain performance levels, durability, and resale value.

Fairport Yachts, Ltd. 440/354-3111 www.c-cyachts.com

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Welcome to the C&C 99 Class Association

The C&C 99 is an American sailboat that was designed by Tim Jackett and entered production in 2002.

C&C 99 Designer

“ I was dubious about the 99’s ability to handle our conditions (Australia) so had a re-engineered forestay tang and a custom designed anchor roller to reinforce the the tang. The sails have been cut for offshore conditions, light but strong and can be reduced at a moments notice. I use my boat whenever I get the opportunity all year round and can stay aboard for up to a week before I need to refill water tanks. I have a 100 litre bladder behind the sullage tank. I manage to be able to sail with a 5.2M paddle ski inside the rails without sheets getting caught.

The boat is a great all rounder and a lot more fun than the S&S’s. I have certainly given it a pounding and it has stood up well so far. Without any crew means I have to reduce sail earlier in the piece but maintains a good speed in all conditions. I plan to go a little further when the opportunity arises. “

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Trevor Lowthers  ( https://tlow.smugmug.com )

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C&c 99 manufacturer: c&c yachts designed by: tim jackett.

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C&C 99 owners opinions - help pls

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Hi, I am new to this forum. Looking to buy my first sailboat. Have my eye on a C & C 99, 2003 with 6'.5" keel. Does anyone have an opin on this model/boat? Also, wondering why there is no owner comments or forums on this mass-produced C & C? Thanks - Spec  

These are nice, performance-oriented racer/cruisers. I've only been aboard them at the shows, but I've read very favorable owner comments in a number of places -- I thought there were some here on Sailnet so it might be worth using the "advanced search" function to see what you can come up with. I have also read of some "issues", on a limited number of examples of certain newer (epoxy) Tartan/C&C models. You should be able to find more info on that subject if you google "Tartan problems". My understanding is that these problems showed up pretty quickly on the boats that had them, so it is more an issue of warranty remedy than a question of problems that might show up later down the road. Boat/US had a recent article (January 2009?) that would shed some light. So definitely get a good survey, and have your surveyor review the discussions of "issues" that your research generates, and then check the boat carefully with that info in mind.  

Love the 99 and almost bought one but got a new 3400 instead. Love the 3400 but now looking to get a larger Tartan or maybe a 115. I know a few 115 owners and they all have good things to say. There appears to be a negative feeding frenzy going on in the forums about new Tartan/C&C products but I'm certainly not one of them. Great boats.  

All negative comments about Tartan and C&C have been wiped off this board as a result of a phone call from Tartan's CEO to Sailnets CEO. If you want to read the whole story check this thread . Then make up your own mind.  

Thanks Camaraderie - I appreciate the detailed info and history you provided. I would be very interested in seeing the complete string you referred to. Can you post here? If [email protected] I knew there had to be something as to why Tartan/C&C info was non-existent in the forums. The C&C 99 I'm looking at is a 2003. It appears to be in very good shape. Do you have insight as to the tell-tale signs of a poorly constructed C & C? Thanks. Spec  

The link to the complete document is in the link I gave you or you may go to Trans-Asian Axis to directly download either the short or long version of the thread. To be clear...I am only aware of a very few boats out of many hundreds which have claimed issues. There are other significant issues besides build quality which have been my primary focus but I must refrain from speaking of them here.  

camaraderie said: thread. To be clear...I am only aware of a very few boats out of many hundreds which have claimed issues. Click to expand...

Jon...you are DEAD wrong. Read the thread. Read the court cases. Read the mfr. lawsuits. Read the Osha and Workmens comp fines and judgements. A company is MORE than its' products alone. Yeah...there are some flames...this is the internet. But there is a pile of documented data and DECIDED court cases that is unprecedented as well. Read the thread...discard anything you think is not factual and digest the rest. Then tell me Spec should simply trust the marketing hype.  

sorry, but what does any of that have to do with buying a 2003?  

C&C 99 owners opinions cont.... I appreciate everyone's info and feedback. Its a bit disheartening to read the string about the mismanagement of this venerable brand. I suppose its no different than Chrysler or GM these days. Purchasing a boat is a difficult decision and I'd hope that a company would be there to stand behind its products. A bad purchase decision made on a boat has great implications and its far more difficult to sell a boat than a car should an owner decide he's made the wrong choice. svsirius makes a good point in his/her response. Its buyer beware. So....I've got more research to do before I go forward. Be back soon with my progress.  

I know of 5 C&C boats (seen 2 with my eyes) 2 on a private email, and a new one last week, of the new batch, that have cracked. That I am aware of, only one was repaired by C&C, but the repair failed too. Apparently, guarantee issues are dealt by the dealers, THAT don't want to repair the boats..because it's structural. I asked the deaaler in Chicago, in the presence of another memeber here, and he said guarantees are dealt by the dealers..the problem is this is more than cosmetics, and the dealers can't do much..sad but true TO me, 5 cracked boats is 4 too much on a 200.000 Dollar investment.  

Friends.....While I agree there are problems.....there are problems with every manufacturer these days. Dehler, Alerion, etc. I'm not setting the bar too high in terms of dealing with the factory given your comments but I have spoken to Tartan/C&C three times about this boat. They were quite helpful in discussing issues & concerns. I'm going to make an offer on this 99. Its avail at a very fair price (which is in my range) and looks to be in great shape. It'll be pending survey and sea trial of course. Appreciate everyone's comments. Wish me luck!  

I think your making the right decision. I think the 99 is an awesome boat. good luck with the purchase and hope to see some pics of the boat once you get it. chris.  

http://www.sailnet.com/photogallery/showgallery.php/cat/500/ppuser/160058 Thanks everyone!  

C&c 99 - Spec 2 I would like to know your experience so far. I too am looking at a used 99. Seems like a great boat but I came across all the chatter out here. I have read all the posts (even the deleted ones!) and I appreciate the efforts of those who are following this. The 99 seems to me to be the perfect boat design though I wish it did not have a saildrive. The equipment is top notch - serious sized winches and carbon fiber mast/pole. I am not too concerned about the financial state of the manufacturer - most hull warranties from other manufacturers have expired on a 4 year old boat. The 2005 I am looking at has a Yanmar sail drive - a new drive the owner replaced last year. It worries me that it failed but that's a Yanmar issue not a C&C issue. Any comments you can add would be appreciated!  

pearle99 said: Spec 2 I would like to know your experience so far. I too am looking at a used 99. Seems like a great boat but I came across all the chatter out here. I have read all the posts (even the deleted ones!) and I appreciate the efforts of those who are following this. Click to expand...

I'm surprised that such a reputable engine builder such as Yanmar are having so many difficulties with their saildrives. I'm with Pearle, I'd go with the shaft drive, too bad its not available on the 99.  

C & C 99 Hi Pearle99 - Our 99 is pretty much factory stock. We have the deep 6.5 keel tho. The boat points very well. In a 15kt wind with full sails, she'll heel over which can cause loss of helm. A quick turn into to wind resolves, but that was a bit scary the first few times. She needs to be reefed in anything more. The hardware on the boat is solid. Our boat was on the hard over a year and we had no mechanical issues at all this year. Our Volvo Saildrive is hard to start if it sits for over a week, but beyond that, I really like the system. I've been told the rubber ring sealing the engine needs to be replaced every 7-8 years. I guess I'm due soon. I like the saildrive system vs shaft. No water in the bilge period. Better reverse and no sideways thrust. Re performance....I'm a little surprised the boat isn't much faster given the sail area. We get 7.5-8kts max on Narragansett Bay in a 15-18kt blow. But she is a lot heavier than lets say a J Boat. Probably more stable as well. Down below, fit and finish is just ok. Its not a condo as you're probably aware. The doors on my bulkhead won't close as things have shifted and/or swelled. I'll be fixing that over the winter. Re the company....they were actually quite helpful when I was purchasing. They reviewed the boat with me via pics I provided. They answer the phone, return calls and were helpful with parts when needed. Can't complain. I do hope they can right the ship in Fairport. Its always nice to have a strong manufacturer behind you. I hope this info helps.  

Hi Spec2 - glad to hear your received good service. I read in some earlier posts where C&C offered carbon fibre masts to those that bought earlier aluminum models at bargain basement pricing. Makes me think they are a good company facing some challenging times. Thanks for clarifying the performance of the boat - I guess with all that sail area she heels easier than a cruiser. The speed is what I would expect (in fact I think it is pretty good for a 32 footer!) I believe you are at the theoretical maximum hull speed up around 8 - from what little I know you need a bigger boat to go faster. I too was really happy to see a nearly dry, very clean bilge - in this one a 1/2 cup of rain water was all (it comes in down the mast). Thanks again for your reply!  

Hi "Spec2", I saw from the forums that it looks like you did purchase the C&C 99 and you sail in Narraganset Bay. I currently have a J/24 and sail in the same area and was looking to upgrade. I've been considering the C&C 99. I'd love to hear your thoughts on the boat and how it handles the local conditions. Are you doing any PHRF racing? Thanks, Brooke  

Hi Brooke, I had posted to the forum a few weeks ago some feedback on my boat. I've copied that below. We have the deep 6.5 keel. The boat points very well. In a plus 15kt wind with full sails, she'll heel over which can cause loss of helm. A quick turn into to wind resolves, but that was a bit scary the first few times. She needs to be reefed in anything more than 16kts. The hardware on the boat is solid. Our boat was on the hard over a year and we had no mechanical issues at all this year. Our Volvo Saildrive is hard to start if it sits for over a week, but beyond that, I really like the system. I've been told the rubber ring sealing the engine needs to be replaced every 7-8 years. I guess I'm due soon. I like the saildrive system vs shaft. No water in the bilge period. Better reverse and no sideways thrust. Re performance....I'm a little surprised the boat isn't much faster given the sail area. We get 7.5-8kts max on Narragansett Bay in a 15-18kt blow. But she is a lot heavier than lets say a J Boat. Probably more stable as well. Down below, fit and finish is just ok. Its not a condo as you're probably aware. The doors on my bulkhead won't close as things have shifted and/or swelled. I'll be fixing that over the winter. Re the company....they were actually quite helpful when I was purchasing. They reviewed the boat with me via pics I provided. They answer the phone, return calls and were helpful with parts when needed. Can't complain. I do hope they can right the ship in Fairport. Its always nice to have a strong manufacturer behind you.... Furthermore, in light wind, she performs fairly well. Best conditions seem to be between 8-15kts. Site lines are great except with full genoa (135%). No worse than other boats I suppose? The boat is beamy and as a result, a fair amount of adults can fit comfortably aft. There are alot of lines on this boat. The Harken main sheet system sits just forward of the 48" wheel. Add the jib sheet and jib car lines and you've got a bit of a mess in the cockpit. We keep it as neat as possible under way. There is ample stowage up top, but not alot below. Re your question on PHRF. We're just in the "learning to sail" phase and not ready to join a race. Its our first sailboat. Perhaps next year?? There seems to be a fair amount of inventory out there right now. I understand the 2004 models and above came with a Carbon mast? Doesn't really make a diff to me, but perhaps others? Hope this answers your questions.  

Thanks so much for your reply! It sounds like you have been overall very happy with the sailboat. Glad to hear C&C was responsive to your questions too. 7.5-8 knots is not that bad for a 32 foot boat. The theoretical hull speed for 32 feet is 7.6 knots, but once you are heeled over, the waterline length changes and is longer (we've hit 8.1knots in our J/24 downwind, but I think we were starting to plane) Check out this web site: Boat Speed | Hull Speed | Speed Calculator Was that heading up wind, broad/beam reach or downwind? Have you tried different sail trim? We bought our first boat 4 years ago and learned a ton about sail trim (and we probably have a ton more to go!). With some basic trim steps (outhaul, cunningham, backstay) we found we didn't need to reef so quickly or when the wind is lighter we could go faster. How have you found the amount of ventilation in the cabin while cruising in the summer time? I was concerned that the side windows do not open at all. I heard about the carbon fiber mast too. I guess they offer a great deal if you wanted to covert to one, but I can image the cost is still pretty steep. I also heard that carbon fiber may not be as durable as the traditional aluminum.  

We were able to get over 7kts when close hauled or on a beam reach. Since we just started sailing this year, we are still learing how to maximize perfromance with the Harken Main Sheet System. Also, learning quite a bit about sail shape. We picked up a good book from our riggings guy in East Greenwich who has been quite helpful. "Sail and Rig Tuning" by Dedekam. Cabin ventilation is ok. There is a large hatch forward, one in the head and another large opening just aft of the mast in the salon. There is also one in the galley. There is also a medium size hatch in the aft berth. Re the mast, I did not check into the cost of swapping for carbon. I just don't see the need. If someone else has an opin, I'd like to know what I gain for the added expense.  

Good info to know and I'll check out the book you recommended too - sounds like a great reference. A few more questions if you don't mind: when you were shopping for used C&C99s, what were some of the things you specifically looked at? It sounds like you took a few pictures of things you were concerned about and discussed with C&C. Are there certain "watch outs" with this boat? Also, where there other types of boats you were considering?  

We looked only at used boats. New would have been well out of our range in any of these models. We looked at Dufour, Dehler although we never found a Dufour to actually look at. There was very limited inventory but we did manage to look at a Dehler. It had been sailed pretty hard so we decided against it. We looked at JBoats. Specifically the 100 and 35 models. We also looked at Hanse and found a HalRas for sale in our area. Also, we looked at Alerion but it was out of our price range. All of these boats were late model and in the 32ft-35ft range. We wanted something that was reasonably fast but stable and some level of comfort below. We didn't want a condo however. We wanted something where at least 6 adults could stay in the cockpit or aft of the helm fairly comfortably and still handle all the sheets. Also, we tried to avoid boats that had been raced. The late model issue was important to me. I didn't want to spend our first year fixing a bunch of stuff. We looked at several 99's. Some were pricey and some had been sailed very hard. This particular boat was lightly sailed and well cared for. As for the pics and review with C&C, its just my nature to try to investigate as much as possible and being a novice at this, it seemed like a good idea. There are really no issues with the boat that I can say after our first year. The deep draft certainly makes us nervous at times but we're getting over it and our navigation and knowledge is getting better because of it. The Saildrive / Volvo runs very well. No issues with the hardware or rigging either. I'd say the only issue is handling in a 16kt + wind. She heels over quite a bit and needs to be reefed in those conditions. There is a loss of some helm if she heels too far. First time that happened, it was a bit of a surprise. We've grown accustomed to it at this point.  

The 99 is a nice boat. I have sailed on our friends a few times, raced on it some and raced against it a lot. Spent a lot of time sitting aboard at the dock as well. Theirs is 2008 and they have had it 2.5 seasons. no problems, great support and they love the boat. The only negative they have with the boat is the table arrangement. It is optional and they were advised against it when they purchased the boat - butthey bought it anyway and find it just a little better than useless. As to the overpowered comment at 15 knots - I have been at the wheel and noticed the weather helm - is usually a trim issue with the sails. What I really liked was how responsive the wheel is - you actually feel the boat which is probably why there is so much pressure when the main is over sheeted. If the wind is much over 15 knots true use the #3. The boat loves it. Glad you bought the boat Spec. I just came across this thread (I never even knew this forum subsection existed). As I was reading I was hoping you would go ahead and get the boat. The boat I sail on is the 5.5 foot draft. Also I think someone posted elswhere that the cracking problems reported were not with the C&C99 but were with larger hulls. Oh - and it is not a condo - it is a palace to those like me that have J27. Mike J27 #150 Nut Case http://usres.eastlink.ca/~mhoyt  

Hello Mike - I assume your mention of the table option is about the table in the settee? We have the fold down table in storage. The prior owner did not have it installed, and I didn't bother either. Its just in the way. My research on C & C quality issues seemed to point more towards four-digit Tartans. There appears to be a few angry owners out there. We've had no real issues during our first year and the folks at C & C have been very helpful. We need a bit more experience before we sign up for a race, but we'll likely take shot at some point next year. She's coming out of the water next week. sigh...  

Just bought a 2003 C&C 99 and love her. Did you ever buy one?  

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Specs Only – C&C 99

• By Cw Staff
• Updated: November 2, 2001

LWL: 29.12 (8.88 m)

Beam: 10.84’ (3.30 m)

Draft: 5.25’ (1.60 m)

Ballast: 3,200 lb. (1451 kg.)

Displacement: 9,265 lb. (4202 kg.)

Sail Area: 562.25 sq. ft.

Disp/L: 165

SA/Disp: 26

Ballast/Disp: .35

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1972 C&C 39 Sailboat - $27,000 (Everett)

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1972 C&C 39 Sailboat - boats - by owner - marine sale - craigslist

Straight and fast C&amp;C 39 sailboat with transferrable moorage slip in Everett marina. My family has gently used this boat the past 3 summers to explore the San Juans and make some fun memories,...

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