c&c 26 sailboat

C&C 26 wave

The c&c 26 wave is a 26.67ft masthead sloop designed by bob ball and built in fiberglass by c&c yachts since 1988..

The C&C 26 wave is a light sailboat which is a reasonably good performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat. The fuel capacity is originally very small. There is a very short water supply range.

C&C 26 wave for sale elsewhere on the web:

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1976 C&C 26 - Tender?

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Hi Folks, I am interested in putting in an offer on a great looking 1976 C&C 26 sailboat. However I have come across multiple references to this boat on various forums as being very tender (which has made me think twice). As there were several versions of the C&C 26 made (original, Encounter, and Wave), I was wondering if anyone knows - are they all tender, including the original version that I am considering? Or does this reputation apply only to the shallow draft C&C 26 Wave from the 1980s? Any info would be appreciated. Thanks!  

Those mid 70s C&C designs like the 26 and her larger sister 34 are often referred to as 'tender'.. but they are easily dealt with by careful sail selection and good handling. C&C 26 sailboat specifications and details on sailboatdata.com According to Sailboatdata, the 'Encounter' is a heavier version of the same hull with a shorter rig - it's a later edition perhaps issued to address the 'tender' reputation. Anyhow, well-handled I think either version is going to be a pretty nice boat. The 26 is a relatively flatter sheer/high freeboard boat for a 70s C&C, but doubtless gains some volume from that. IIRC the 26 is also one of their earlier production balsa cored hulls so that's something to check the integrity of. As ever, a thorough survey is well recommended. The 26 Wave is a very different boat, it appears to be a shoal draft version of the C&C 27 mkV http://sailboatdata.com/viewrecord.asp?class_id=4623  

Tender as compared to what? This boat has a good 10.4' beam and 2000 lb keel giving her 4.6' draft. That is not bad for a 26' boat. If it heels too much for you, reduce the sail area. No great mystery here. C&C makes quality boats that sail well.  

Kriss, these boats have very rounded sections and narrow BWL.. they are often said to be 'tender' relative the other similar vessels.. but I agree that it's a manageable thing if you know what you're doing. If there's a pathological 'heelaphobe' in the picture things might be different...  

ah now I understand it, my son's name is George, that explains why I got a C&C! Nice to see the 33 MKI appears to not be very tender. Did you do the website for the rendezvous looks great? I agree that CnC photo-album is a great resource, I just wish they would bring it into the modern age. I find it hard to find info, and the "latest articles" are from April 2010! Don't get me started on the old school mail-server, convenient for those with limited bandwidth, but next to impossible to search so the same questions get asked over and over. I think I will try to make it to the gathering, but may be by car, depending on how much time I can get off. September tends to be a busy time at work. Oh and I would not worry to much about the "tenderness" it is really a feature not a problem, just means the boat will respond quicker. As Chief to Sail says handles like a sports car, so it is kind of like saying a Corvette rides rough, of course it does.  

Tender is a interesting term for me. Some Boats need more heel to gain speed upwind than others, the ones that don't count on heel for speed (like mine) tend to carry too much sail at times. Its also interesting in some sail size discussions I have followed recently it has become clear to me a lot of people choose a big head sail over a smaller one not really understanding its mainly because you need as much as you can get downwind and a big headsail can get in the way upwind for reasons of attached flow. A smaller headsail and a chute of some kind for downwind work will help solve some of those "tender" inclinations.  

Tender relative to what? It's still got a great big lump of lead underneath. C&C are generally. light displacement with big sail area. Ideal for sailing across the N Atlantic in a storm? probably not. Ideal for short coastal cruising local club race? yes. Sails well in most conditions. Other popular boats of similar vintage and price might be heavier with smaller mast and sails. Few people will take them out in conditions where its an advantage. I had a 24 of similar vintage. it was a great little boat. The 26 would have been really nice. there's lot about so should be very reasonable price. I routinely sailed it in conditions up to small craft warnings. I think all the C&C under 32 were solid fiberglass rather than cored. If I were looking for a boat in the small size and small price range. C&C would be one of my top choices, I am a biased but happy C&C owner. on my 2nd one. Given a choice between small C&C or small Catalina I'd choose the C&C. The small 70's Catalina's are great to sail as well.  

Tender , yes if you have too much sail area up in larger winds...so reduce sail area C&Cs handle like sports cars with rack on pinion steering. Very responsive , sail in general closer to the wind than most brands course each model is different. Our 35 for its size is nimble and quick in light and moderate winds especially upwind. Usually the older C&C if taken care of are well made boats. There are many still in good condition and service from the 70s and 80s  

GeorgeHC said: I am interested in putting in an offer on a great looking 1976 C&C 26 sailboat. Click to expand...

That 26 was considered tender, like the 29 Mark I, I'd rather consider a 25 or 27 Mark I, slightly older designs that will sail better. An example of tender behavior, back when I seriously raced my C&c 30 Mark I (after 40 years still my favorite boat...) one race we started a long beam reach spinnaker leg alongside a 29 Mark I in a fresh breeze. Our ratings and boat speeds matched. Periodically we had gusts come across, the 29 would round up while the 30 just heeled more and kept trucking on. After a few miles the 29 was well behind. We had a good mixture of 29s and 30s in the fleet back then - the 29s clearly were not competitive with the 30.  

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C&C 26 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of C&C 26. Built by C&C Yachts and designed by C&C Design, the boat was first built in 1976. It has a hull type of Fin w/spade rudder and LOA is 7.8. Its sail area/displacement ratio 17.26. Its auxiliary power tank, manufactured by undefined, runs on undefined.

C&C 26 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about C&C 26 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the c&c 26.

C&C 26 was designed by C&C Design.

Who builds C&C 26?

C&C 26 is built by C&C Yachts.

When was C&C 26 first built?

C&C 26 was first built in 1976.

How long is C&C 26?

C&C 26 is 7.19 m in length.

What is mast height on C&C 26?

C&C 26 has a mast height of 8.92 m.

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• Sailboat Reviews

C&C 27 Boat Review

With hundreds still sailing, the 27 is an affordable option in cruiser-racer market..

This fast and handsome cruiser/racer from the 1970s is an excellent example of what made C&C Yachts such a successful company. C&C stands for George Cuthbertson & George Cassian, the design team that, in 1969, joined in partnership with Belleville Marine Yard, Hinterhoeller Ltd. and Bruckmann Manufacturing to form C&C Yachts. The company had a tumultuous history, from growing to capture an estimated 20 percent of the U.S. market during the 1970s, to suffering a devastating fire in 1994 while owned by Hong Kong businessmen Anthony Koo and Frank Chow of Wa Kwang Shipping. Along the way, they built a tremendous number of boats, not only in the racer/cruiser genre that was their mtier, but also the Landfall cruiser line, and a few oddballs such as the 1977 Mega 30 with a retractable fin keel; the Mega 30 and a handful of others simply bombed.

Most boats were built at one of several Ontario, Canada, facilities, but short periods of construction also took place in Middletown, R.I., and Kiel, Germany. In 1998, Fairport Marine, which owned Tartan Marine, purchased the C&C name and some molds and moved the remnants to Ohio. Other than the name and the emphasis on performance, however, there is no tangible connection between that more modern C&C and the giant of 25 years ago that so dominated the North American yachting scene.

The C&C 27 followed quickly on the heels of the successful C&C 35. The design dates to 1970, with the first boats coming off the line in 1971. C&C tweaked the design through four versions of the original 27-the Mark I, II, III and IV-but the hulls were very similar. The C&C 27s production ended in 1982 after nearly 1,000 had been built. From 1984 to 1987, C&C offered the Mark V, which was an MORC-influenced 27-footer with an outboard rudder; its design strayed far from the Mark I, II, III, and IV, and it should not be confused with the previous editions.

The 27 is a good example of what made C&C successful-contemporary good looks with sharp, crisp lines that still hold appeal today. The sheerline is handsome. Below the waterline, the swept-back appendages are dated, but thats of little significance to most owners. In the Mark I version, the partially balanced spade rudder is angled aft, with a good portion of it protruding behind the transom. In one of his reviews for Sailing magazine, designer Robert Perry described the C&C 27s rudder as a scimitar shape that was long in the chord and shallow. In 1974, when the Mark IV was born, the rudder was redesigned with a constant chord length and much greater depth and less sweep angle.

The keel, too, was redesigned in 1974, though most were swept aft like an inverted sharks fin. The Mark IIIs keel was given 2 inches more depth and the maximum thickness was moved forward to delay stalling. Hydrodynamic considerations aside, the worst that can be said of the 27s keel is that it takes extra care in blocking when the boat is hauled and set down on jack stands. Without a flat run on the bottom of the keel, the boat wants to rock forward.

Through its evolution, the C&C 27 not only gained draft, but it gained length overall as well: Both marks I and II were 27 feet, 4 inches long (21 feet at waterline), while marks III and IV were 27 feet, 10.5 inches from stem to stern (22 feet, 11 inches at waterline). The bow overhang is attractive, but more than what is found on most boats nowadays. Remember that waterline length directly affects speed.

All editions have a 9-foot, 2-inch beam, but displacement changed over the years-from 5,180 pounds to 5,500 pounds and then 5,800 pounds. And with the Mark III, the design shed about 400 pounds of ballast.

The later models rigs were masthead sloops with a mainsail luff length (P) of 28 feet, 6 inches and a foot length (E) of 10 feet, 6 inches; this gives an aspect ratio of .36. Rig height on the Mark I was 33 feet, and the Mark II had a 35-foot-tall rig.

Depending on which waterline dimension you use, the displacement/length ratio (D/L) ranges from 211 to 237. The sail/area displacement ratio (SA/D) is between 17.3 and 19.4. With moderate displacement and a generous sail plan, the C&C 27 is swift. PHRF ratings for the Mark I average around 200 seconds per mile, dropping to about 195 for the Mark II and 180 for the Mark III.

According to the C&C 27 owners association, C&C Yachts used only the Mark I and Mark II designations-the first for the original hull-form and the latter for a stretched and subtly reshaped development from the original. However, C&C 27 sailors added the other designations to distinguish between the different models, particularly for racing ratings.

About half of the C&C 27 owners use the boat strictly for cruising, while the other half also enjoy some club racing aboard the boat. Racing fleets are larger in Canada than the U.S., but they can be found in significant numbers on the West Coast and in the Great Lakes as well. There is a rather active owners association, and the groups website (see Resources) offers technical information, manuals, links to vendors for C&C 27 parts, as well as a forum for owners Q&A.

For more on the differences between the various models, see the accompanying The Evolution of the C&C 27 Cruiser-racer .

Construction

C&C Yachts was a pioneer in balsa sandwich construction, but the early C&C 27s had solid-glass hulls. Decks were balsa-cored. An old brochure says the marine-ply bulkheads are taped and bonded to hull and deck, though photos show a headliner, which seems to make deck tabbing not possible. The same brochure says fiberglass is hand-laid-up, using alternate layers of mat and cloth; no mention is made of woven roving, which is commonly used to add thickness quickly.

During this period, C&C used a molded fiberglass pan that incorporated the cabin sole and berth foundations, but did not extend higher. The berth/settee backs, and galley and head cabinetry are plywood, and access to parts of the hull is generally good.

Ballast is an external lead casting through-bolted to reinforced hull sections.

In our survey of C&C 27 owners, one owner said that the cabin sole needs supporting timbers underneath. One trick that C&C used in lieu of floors was to lay in thick bands of fiberglass athwartship (about 6 inches wide). These started on one side of the hull, crossed the bilge, and went up the other side.

A C&C trademark was the L-shaped aluminum toerail with slots for attaching snatch blocks. Of equal benefit was the ability to use carriage bolts for the hull-deck joint, which could be installed by one person rather than two. Other builders quickly copied this feature.

For weekending and coastal cruising, there is a lot to like in the light, rigid C&C 27, but many C&Cs have weak spots that would need to be addressed for offshore work: bulkheads not tabbed to the deck (which may result in the deck lifting as the boat and rig work); thin laminates in the outboard edges of the sidedecks where stanchion bases are bolted; absence of backing plates on pulpits; and thin portlight lenses that should be replaced or fitted with storm shutters.

And, as with any older boat, prospective buyers should check for bulkhead rot where the chainplates attach (water runs down the plate and through the deck, which is difficult to seal) and for delamination of the decks, especially around hardware, whose bedding may have disappeared years ago. Rebedding deck fittings is a boring job, but a very important one because the balsa core is at risk. It is made easier-and less boring-if you have a helper (one of you on deck, the other below). You don’t have to do everything the first year; start with the worst fittings and do them in groups, at least a few each year.

Twenty-seven feet is in many respects a magic number for a sailboat. At this length, it is possible to have standing headroom without distorting the boats proportions beyond all good taste, and to have an inboard engine, with its obvious advantages and status. Headroom around the 27 is between 5 feet, 10 inches and 6 feet, 2 inches.

The accommodation plan is plain vanilla, tried and true: 6-foot-plus V-berth forward, head and hanging locker, dinette with opposing settee, and aft galley. Without a quarterberth, the 27s cockpit seat lockers provide valuable and generous stowage for lines, fenders, barbecue and cleaning supplies, and all the other stuff that goes with sailing.

Testers liked that there is a bridgedeck, which we think is a sensible choice as it a) helps keep water out of the cabin in the event the boat is pooped; b) provides additional seating in the cockpit; and c) offers additional space in the galley.

A lot of C&Cs were not particularly well ventilated, and the 27 is no exception. The big windows in the main saloon are fixed. Most air will enter from the forward hatch, which on a small boat in northern latitudes may be adequate, but hardly ideal for southern sailing. A dorade vent over the head was an option.

Performance

The C&C 27 was one of the companys most popular designs, and much of this was due to its smart handling and good turn of speed. Not surprisingly, owners generally rate its upwind and off-the-wind performance as above average.

Several owners we surveyed said that light air is the Mark Is Achilles heel and that a large genoa of more than 150 percent is necessary to stay competitive. In 1974, the rig was lengthened 3 feet and sail area increased from 348 to 372 square feet.

The boat handles easily. Turns 360 degrees within its own length, said one owner of a 1973 model.

Extremely well balanced, wrote another owner.

The only negative comment made by owners concerned increasing weather helm as the wind builds; they advised reefing early. The owner of a 1971 model explained, The Mark III has a high-aspect rudder; the original rudder gives the boat extremely bad weather helm.

Points very high, wrote the owner of hull No. 146. Shes easily controlled off the wind. If sail is reduced intelligently, shes a dream to drive. Rock solid at about 18 degrees.

Early models featured mainsheet sheeting at the end of the boom, but in 1974, the standard setup was changed to mid-boom sheeting with the traveler on the bridgedeck.

The 27s auxiliary power ranged from an Atomic 4 gasoline engine to a two-cylinder Yanmar diesel. Most owners have reported that their boats back up beautifully. Best backing boat Ive seen, said the owner of a 1977 model. Comments on engine accessibility also ran the gamut, ranging from easy to ridiculous-which may say more about the size of the respondents than anything else.

With prices ranging from $10,000 to $20,000 (some with a trailer), the C&C 27 represents a fair value-standing headroom for most, berths for four (owners say the dinette is a bit narrow for a double when converted), and an inboard engine. The Yanmars of the late models are preferred over the old Atomic 4, but many of the boats on the market today have been re-powered.

Potential buyers should pay particular attention to the pulpit and stanchion bases and the surrounding fiberglass for signs of cracks; and check the deck core and the interior support structure that handles mast compression for signs of rot.

Boats built after 1974 (Mark III) seem to sail better thanks to the incorporated refinements-new rudder, deeper keel, taller rig, added shrouds, etc.

Of the many owner comments weve heard about the boat, one in particular rings particularly true: Simple systems, easy to maintain. That means owners wont spend an arm and a leg trying to keep the C&C 27 afloat, and that has a great deal of appeal for us.

• The Evolution of the C&C 27 Cruiser-Racer

• C&C 27 Owners
• C&C Photo Album

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• Sailboat Guide

1978 C&C 26 sailboat

• Description

Seller's Description

very good condition, newer upgrade 15 hp Yanmar diesel like new only 250 hours total time. Very good sails, main, 100% and 150% genoa, storm sail, jib furler, new fuel tank, new pump in toilet, presureized fresh water, stove, ice box. very good cushions. Includes $3000 paid for slip for this season

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)

From BlueWaterBoats.org :

The Southern Cross 31 is a no nonsense double-ender designed by Tom Gillmer, a professor of naval architecture at the US Naval Academy. The design takes influence from shapes dating back to Colin Archer’s work nearly a century earlier, and the hull in many respects is similar the straight transomed Allied Seawind 30, an earlier Gillmer creation notable for being the first fiberglass boat to circumnavigate the globe. (The Allied Seawind 30 was successful enough to be updated to the Allied Seawind II)

She’s a full keeled sailboat with an outboard rudder and tiller combo, a configuration often praised for its simplicity and the cockpit is quite small, suitable for ocean passages. The cutter rig with bowsprit has 447 sq. ft. of canvas, plenty for its displacement, but being a heavy displacement boat performance is hampered in light airs. Looking on the bright side, the weight gains dividends with a comfortable motion while underway.

Two interior layouts were offered, one with a stand up navigation station over a large locker and one with quarter-berth. The overall construction quality was of a good standard, suitably strong for offshore work. The hulls were built in fiberglass with the topsides cored in Airex foam, while the deck and cabin house was cored in balsa.

In total 130 boats were built between 1976 and 1987, of which a number were sold as hull and deck kits. A slightly larger and similar Gillmer design is the Aries 32 (around 20 of these were built).

Links, References and Further Reading

» Southern Cross Owners Association » Twenty Small Sailboats to Take You Anywhere by John Vigor , (Ch19, p117-123) an in depth look at the Southern Cross 31. ISBN:978-0939837328 » Ryder Yachts

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How Fast Cruising C&C 26 Sailboat Best Compact Racer Cruiser

C&C 26 for Sale. Asking $3500

Year: 1978 Price: $3500

Make: C&C Model: 26

LOA: 25.5 Beam: 10.4

LWL: 23.5 Draft: 4.6

Ballast: 2040 Lbs Displacement: 5400 Lbs

Rig and Sails:

This boat is a Sloop with a Mast-head Rig, and 332 sq. feet of sail area. She has 2 Sails, Including Main Sail, Genoa.

She has a Fin-keel. The Hull is Spray Painted, and is in In minor need of cosmetic work condition.

1 Yanmar 1gm Diesel Engine, 10 horse power with Hours.

Rollerfurling, Back-stay Tentioner, Wheel-helm.

If you have been searching for a boat that can handle big seas, while keeping up with the fastest racers, in a compact Cruiser, than the C&C 26 might be the right boat for you. She was designed by the famous naval architect Duo, Cumbertson and Cassian. The C&C 26 was an early venture into the world of small cruising sailboat design. But her efficient displacement soon had her on the racing circuit. She is built of Solid Glass laminate, sandwiching a balsa wood core for rigidity. Inside, You have sleeping room for five and head room for a 6 foot tall person. There's a full galley to cook all your meals. She's powered by a 1 cylinder Yanmar diesel engine, because it's the perfect fit for a boat her size. These are only some of the reasons that the C&C 26 is one of the best sailing boats designed. If you need a boat that will accentuate all the best aspects of sailing, than the C&C 26 is perfect for you.

Contact Fred for arrangements and info: 3479273350

Or email for more details: [email protected]

Photo Gallery: C&C 26

This listing Originated at Barronsmarine.com/boats-for-sale/ .

For questions on listings Call: (347) 927-3350  Email:  [email protected]

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