c&c 99 sailboats for sale

C & C 99

Listing details, length (loa), asking price.

Shelburne, VT

Additional Details

Accommodations.

V Berth forward, head next aft to port with access from forward cabin or main cabin. Hanging Locker to starboard. Main cabin with centerline drop leaf table that folds to mast, and seating to port and starboard. Nav table is aft to port. Galley aft to starboard. Double aft cabin with prtivacy door to port.

• stereo system
• microwave oven
• 2 burner propane stove
• pressure hot and cold water system
• vanity and sink
• manual head
• dual privacy door
• 12v DC system
• (2) 12v batteries
• battery parallel switch
• 110v AC power
• shore power cord
• battery charger
• wheel steering
• emergency tiller
• fire extinguisher
• Raymarine ST 4000+ wheel pilot
• Raymarine ST 60 depth
• Raymarine ST 60 knotmeter
• ICOM IC-M502A VHF radio
• Raymarine ST 60 wind speed and direction
• CQR anchor with rode
• (3) Fenders
• (5) docklines
• (3) lifejackets
• walk-thru transom
• swim ladder
• Custom low profile canvas winter cover
• steel cradle

Sails and Rigging

Aluminum spar steps on keel

• roller furling
• adjustable backstay
• mainsheet traveller
• Doyle Genoa (2018)
• C & C Doyle Mainsail (2004)

The company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change or withdrawal without notice. Please call ahead to see.

Additional Specifications

Engine make.

Volvo Penta

Engine Type

Engine fuel, engine power, boat inquiry form.

Please fill out the form below and a broker will get back to you with any additional information you requested or availability to see the boat.

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• Sailboat Reviews

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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Boats for Sale

33' c & c yachts 99 racers and cruisers.

ARCHIVED: This is a previously listed vessel and is no longer offered for sale If you would like assistance locating a similar vessel, Click Here to locate a similar boat

Only occasionally does one come across a boat that is as beautifully and meticulously maintained as this 2003 C&C 99, Hull number 37. The current owner is the former Chairman of the Beaufort Yacht and Sailing Club and has used the boat lightly for Inter Coastal Waterway Cruising and club racing locally. He has kept all systems, lines, sails and equipment in the finest order.

Original Owners Manual, electrical wiring diagrams and specifications of systems as required - is all a part of the huge package that comes with this boat.  Check out the list of sails and the photo showing the detailed neat stowage bags for them!

" This is thirty two and a half feet of refined sailing excellence. Long waterline, balanced hull lines and construction techniques unmatched by other production builders allows the 99 to make good on the promise of race-winning performance while offering comfortable, family-friendly accommodations ". Tim Jackett, Chief Designer & Chief Operating Officer.

The last annual service was performed mid May 2015 when the boat was taken out of the water, the bottom painted with Interlux Ultra Black and Interprotect/Pacifica on the running gear. All the engine oils and filters were changed, and engine inspected. Low hours (615) and regular maintenance.

All instruments are matching Raymarine ST 60

Sea Talk Network

ST 60 Autopilot

ST 60 Autopilot repeater at Nav station

ST 60 Multi view at Nav station

ST 60 Close Hauled wind indicator

ST60 Wind; 0 to 120 degs Port & Stbd

ST 60 Tri data

ST 60 Compass including off track data

ST 60 Multi, measures: VMG, SOG, CMG, rudder angle etc

  Huge choice of Sails

Tri Radial Kevlar Main (new Sept 2013)

Tri Radial Kevlar 140% Genoa (new Sept 2013)

Kevlar No. 3 Jib 110% with RBS roller furling battens

Spinnaker 0.6oz Symmetric

 Tape drive main: light air main - used and in good condition

Carbon Fiber light 140% Genoa, very light, used and in good condition

Dacron Foam luff 140% Genoa, cruising, used and in good condition

Other additional or upgraded equipment: (not listed in specification pages)

'Shade Tree' cockpit tent

Custom Bow Sprit for asymmetric chute (see photos)

Xintex S-1A Propane fumes gas detector

Whale Twist deck shower - hot and cold, pressurized

Ronstan/Frederickson Ball Bearing Mainsail Cart System

Edson Binnacle and Ritchie Power Damped Compass (new 2012)

Spinlock Rope Clutches

Galley sink: 'Ambassador Marine' pull-out faucet (2013)

Depth Sounder: Airmar DST800 Transducer and St 60 Tri Data (new Sept 2012)

Thru hull speed transducer maintenance kit: 'Airmar 33-250' (new March 2014)

Harken Mk III Unit 1 furling system

Force 10 electric water heater

Force 10 2-burner stove

Harken Lazy Jacks

Vang & Spinnaker pole both 'Forespar'

House batteries are AGM Series 31: 1 starter (new 2013), 2 domestic (new 2014)

Genoa Halyard is 'Eurobraid' stripped and tucked (new 2012), other lines are mostly 'Stayset'.

Backstay Bridle is 2 months old (double ended multi purchase backstay adjustment system replaced June 2015)

Dyneema SK-75 Backstay (new Sept 2013)

• Specifications
• Description

HQ Listings The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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C&C 99

• By Ralph Naranjo
• Updated: August 21, 2002

With its new C&C 99, Fairport Yachts is obviously targeting sailors interested in a raceboat that can also be cruised. But even geezers like me, with a penchant for performance gunkholing rather than regattas, will see the merit in this seagoing roadster. Her powerful sail plan, stiff demeanor, and safe side decks merge with a modest-sized cabin house cleanly perched on a light but stiff hull with a long waterline and a fair ration of form stability.

The result is an action-oriented 32-footer that’s all sailboat, rather than a surrogate beach house, and an excellent value in performance and structure. The C&C 99 is built with technology that’s a notch above standard industry practice. I sailed the boat last fall with Tim Jackett, her designer, and it was instantly clear to me how his hands-on involvement with the project turned a good idea into a great sailboat.

Jackett also is the chief operating officer for Fairport Yachts, builder of C&Cs and Tartans. In addition to playing a key role in the corporate decisions, he remains the company’s lead designer. Judging from this innovative racer/ cruiser, wearing both hats hasn’t diminished his creativity.

When Jackett set out to design a new boat that would sport the familiar C&C logo, he didn’t stop with a set of lines drawings and a table of offsets. His participation continued through the building phase and even long after the boat left the factory. Along the way, he remained intimate with the details. He sailed the new sloop all summer with his kids; then, in January, he took her to Key West, where he won his class in one of sailing’s toughest week-long regattas. To me, however, the Key West success is overshadowed by an even bigger success: the value this boat holds for cruisers who like one that’s a pure pleasure to sail. That’s why I, along with the other CW Boat of the Year judges, voted the 99 the Best Performance Cruiser for 2002.

A Closer Look

My overall impression of the C&C 99 is summed up in one word: “Balance” describes how the boat looks and sails as well as how design decisions were blended to create a practical racer/cruiser. This attribute enables the C&C 99 to stand tall in a forest of production peers.

The 99 isn’t an update of traditional C&C boats. Still, she remains faithful to a design approach that for decades has kept the C&C logo visible on the waterfront. For example, as I stepped into the cockpit, I quickly noticed that lines lead cleanly from blocks and cars to winches, the helmsman had several seating options, and a crew could trim the genoa without elbowing the jaw of the crewmember trimming the main. Even more captivating was the ease with which the balanced sail plan could be handled. Under main alone, the boat tacked cleanly, which is handy when sailing in crowded harbors.

Under sail, the boat excelled—not in a quirky raceboat context but in an easy-to-handle, well-behaved, maneuverable fashion. Her large rudder helped balance the boat nicely when beating to windward with just the slightest amount of weather helm, a favorable trait. The Edson steering system was strongly installed, and the helm was butter smooth. Tacking and jibing are easy singlehanded endeavors.

Initially, I was concerned about the wedge shape of this racer/cruiser, whose beam is carried well aft. But a closer look revealed how fore-and-aft changes in the flare and volume helped prevent the broaches caused by rudder ventilation seen on many other boats her size. Even when we were overpowered and lacked the rail meat to keep the boat flat, she still resisted broaching. While I followed the C&C 99 in a runabout, watching her cut through the water on different points of sail, she was reluctant to root her bow and raise her stern, which no doubt helps keep her rudder in play.

The roller-furling jib was a snap to handle. And although there’s about 300 square feet of mainsail, it’s set up with single-line slab reefing led aft and with all the “big-boat” sailhandling controls (vang, outhaul, traveler, and a double-sided mainsheet with fine and gross tails). Owners who sail shorthanded might want to add a Dutchman system or lazy jacks to simplify setting and dousing the big mainsail.

Construction Quality

Tipping the scales at just 9,265 pounds, the 99’s a boat racing sailors will find fairly light; to cruisers, she’s absolutely a flyweight. However, she’s built to high standards. A friend of mine, Paul Miller, is a naval-architecture professor at the U.S. Naval Academy and a structures specialist with a Ph.D. He once said, “The single best move a composite boatbuilder can make is switching to epoxy laminating resin,” which is what C&C has done for the hull of this boat. Incidentally, some recent laminate destruction tests performed in his U.S.N.A. labs revealed that ATC Core-Cell and epoxy resin were a very compatible, structurally sound duo.

The hull is a sandwich structure that gets laid up with E-glass fabric; Kevlar is used in high-load areas. The fabric is wetted out with epoxy resin using a mechanical impregnator to ensure complete saturation. Combined with vacuum bagging, this technique improves resin-to-fiber ratios when compared with traditional hand-layup techniques. Next, the hull is baked in an oven for eight hours to post-cure the epoxy resin. The builder gradually ramps up the temperature, increasing molecular cross-linking, thereby strengthening and stiffening the composite structure. The resulting hull element has superior mechanical properties and a low void content. ATC Core-Cell foam is used below the waterline, and Baltec AL-600 is the core material laminated into the topsides and deck. A Mars Metal bulbed keel is attached with stainless-steel keel bolts.

Her canoe-shaped underbody, fin and bulb keel, and deep spade rudder are far from the cruiser’s traditional model, so this boat may not fit every cruiser’s needs. Case in point: Load-carrying capability for extended cruising is sparse. Tankage is 40 gallons of water, 20 gallons of fuel, and 20 gallons of effluent. Then again, this is a 32-footer. There’s also the negative impact of weight on performance and the limitations of space for storage. Obviously, this boat isn’t a deep-bilged, high-wetted-surface load hauler. She’s fleet and meant to be cruised without all the stuff you horde in the garage. Still, you won’t be roughing it. There’s a functional galley with two-burner LPG stove, and provision is made for an optional microwave oven. The two saloon settees work well as underway berths once lee cloths have been rigged, and berths forward and aft are good for sleeping in port. She sleeps six, is comfortable for four, and will seem luxurious to a couple headed off for a weekend or for a few weeks of adventure. She owns an ISO Category A offshore approval and has a limit of positive stability of about 122 degrees.

One area of concern for me was the outward cant of the pushpit at the stern. From the dock, it seemed like it could cause a crewmember to lean away from the deck on which he or she stood in order to grasp the stainless-steel tubing. Under sail, I intentionally moved about the cockpit to calculate the risk of this outward bend of the rail. Under normal sailing situations, it didn’t seem to be a problem, and the use of the swim-step transom appeared to be a workable arrangement.

The stainless-steel handrails, stanchions, and other hardware were fastened with through-bolts or were tapped into stainless-steel bar stock that follows the curve of the toerail. The metal toerail was fastened with stainless-steel machine screws tapped into the bar stock. All hardware was nicely bedded and securely fastened. There were cleats fore and aft (which you don’t always see on racer/cruisers of this size), but an anchor roller is on the options list.

The Volvo MD2020 is a 19-horsepower diesel with sail drive that pushes the vessel through a calm at just over 6 knots, runs as smoothly as a clock, and sips about two-thirds of a gallon per hour. The engine fits snugly beneath the companionway ladder. Like powerboat outdrives and other sail drives, these units bring with them the potential of galvanic corrosion and seal failure. Most engineers will advise you to religiously maintain the sacrificial zincs and regularly check nearby through-hulls and other submerged metals. Fairport Yachts has made a noticeable effort to meet guidelines set by the American Boat & Yacht Council. The wiring is well done, and systems for fuel and plumbing use top-quality hardware.

Perhaps the best news of all is that with a base price of $114,500 (not including sails), this dual-purpose sloop should attract considerable attention, and once two or more sister ships are cruising along together, there’s no doubt it will be called a race.

Ralph Naranjo is CW’s technical editor and a Boat of the Year judge.

• More: 2001 - 2010 , 31 - 40 ft , Boat of the Year , c & c yachts , keelboat , monohull , racer / cruiser , Sailboat Reviews , Sailboats
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2005 C&C 99 for Sale

2005 c&c 99, similar boats for sale.

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Search for a C&C 99 on TheYachtMarket today. We have C&C 99 brokers and sellers from around the world at great prices.

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Yachts for sale in Moscow

Yacht specification

Haven't found what you are looking for? Send us a request and we'll find you a perfect yacht!

Aluminium yachts

Steel yachts

Used yachts

Trawler yachts

Expedition yachts

Elite yachts

Mega yachts

Small yachts

Yachts 10–20 meters

Yachts 30–40 meters

Yachts from 50 meters

2007 | €3,450,000

Riva MYTHOS

2017 | Price on request

2017 | €10,700,000

Baglietto Burkut 54m

2009/2021 | €18,750,000

Admiral QUINTA ESSENTIA 55M

2016 | €25,000,000

Benetti Classic 37m Riva

2006 | €5,650,000

Baglietto T52

2026 | Price on request

2022 | Price on request

Heesen Altea 50M

2021 | €35,600,000

Heesen Explorer Xventure 57m

Princess 30M

2017 | €5,700,000

Cantiere Delle Marche Acciaio 123 Astrum

2020 | Price on request

Arcon Yachts offers  yachts for sale in Moscow:  both new and pre-owned from shipyards and regions all around the world.

Actually there is no cliché that could survive in Moscow and one of the strongest that buying a yacht is only considered to be meaningful only on the seaside – also totally crushes here. With the arrival of warm weather in the Central European part of Russia and in the Moscow region itself it is becoming evident that the yachting season here could be spent really elegantly: the Moscow Canal is full yachts and the atmosphere of summer holidays hover over everywhere! Demand for  motor yachts in Moscow  is growing every year, and more and more yacht owners are delivering their vessels into the Russian territorial waters. Usually people buy the boats in Russia to Moscow or coastal regions.

In order to find  yachts for sale in Moscow  - contact our experts! Arcon Yachts advises the clients regarding all the brokerage issues, organizes construction of the new vessel or importation and delivery from other countries. If you are interested in selling your own yacht in Moscow -  our experts will also help you to find a client.

Buying a yacht in Russia

Would you like to buy a dream yacht? Will it be a motor or sailing ship? A luxury ocean yacht for sailing long distances or a small model adapted for fishing? The catalog of our company contains a large number of proposals for the sale of yachts in Russia and other countries. We also offer our services in the purchase of yachts in various technical conditions. Thanks to a wide selection of offers, both beginners in yachting and experienced professionals can take advantage of our services - an impressive assortment of vessels successfully combines with a wide range of prices.

You can choose a suitable vessel and buy a yacht in Russia using the capabilities of our company - experienced brokers are employed in 2yachts, ready to confidently and safely guide you through the process of buying or selling a vessel.

Before putting each offer to public access, we carefully check the legal cleanliness of the vessel and study the history of its operation. The managers of the company engaged in this market for a long time and possessing practical knowledge on the operation of yachts in different regions can help you with its purchase and sale.

You can choose a yacht for purchase in Russia , and we will draw up a formal contract, ensure the legal purity of the transaction and consultations on any aspects of owning a ship. At the same time, the confidentiality of your personal information is guaranteed.

If you are looking for a sailing yacht with high driving performance or a motor yacht with excellent controllability, then contacted us at. 2yachts company is a service for selecting the best trading offers from popular world yacht manufacturers. With us you can pick up a yacht that is a combination of unsurpassed quality, functional and efficient equipment and innovative solutions - a vessel that brings maximum pleasure from boat trips.

You can buy a yacht in Sochi or in St. Petersburg in order to be able to get an unforgettable experience of being on the water alone, with a group of friends or surrounded by family members. A walk on a sea yacht is an ideal way to get away from the bustle of the city with its eternal traffic jams and unplanned phone calls to enjoy beaches with azure waters, as well as romantic views and picturesque sunsets. Sea yachts are designed for long-distance travel and have great power, they are also distinguished by good maneuverability and dynamism. We will help you realize your dream, if you feel a craving for adventure and newness - we will choose a yacht with the best value for money.

Factors Affecting Cost

Buying a yacht in Russia is a rather time-consuming and lengthy process that requires the participation of professional yacht brokers. Depending on the condition of the vessel, the year of manufacture, the quality of its equipment, class and size, the acquisition cost can vary greatly. There are several indicators on which the cost of buying a yacht will depend :

• Manufacturer, or shipyard - the most famous manufacturers with expensive products are concentrated mainly in European countries, and the most budget yachts are assembled in shipyards of the countries of Asia and the Middle East;
• Equipment - sometimes the internal filling is made to order, and in some cases it is standard equipment with less power, comfort, speed, etc. In this regard, the cost of ships even from one manufacturer can vary greatly;
• Ship design;
• The age of the yacht.

Also, sailing yachts for sale in Russia cost the buyer less than similar motor lengths, but yachts with a history do not always cost less than recently launched ones. Often, the previous owners are engaged in the modernization of the vessel, installing expensive additional equipment on it or customizing the yacht - in this case, the price for it increases significantly. And sailing yachts often participate in regattas, where they can take prizes and eventually acquire a name - this also leads to a rise in the cost of the vessel.

Note that the cost of a yacht in Russia will be significantly different depending on the length of the vessel. You can always check the final cost of the vessel with a yacht broker, and since this market is very lively, the price can change even during the time during which you pick up a yacht.

You can find out the price of the selected vessel and its technical parameters in our catalog, and you can leave a request for purchase directly on the website, online. To choose a yacht for purchase , you can use the help of our broker for the sale of yachts - our specialists are in collaboration with their colleagues around the world to be able to cover the entire market. Ask our manager your questions to get detailed information on the yacht you are interested in.

We wish you success in conducting transactions on the yacht market!

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