1978 C&C 30 – "Dream Catcher"
Location:
– Hampton, Virginia (Chesapeake Bay)
Specifications:
– Length - 30’
– LWL – 24’9"
– Beam - 10’0"
– Draft – 4’8"
– Ballast - 3450 lbs (lead keel, modified fin
with extended skeg)
– Displacement - 8000 lbs
– Sail Area - 459 sq. ft
- Fuel - 20 gallons
– Water – 40 gallons
– Cabin headroom - 6’0" (max.)
– Designer -
Colours:
– Hull – black
– Deck - white
– Canvas – Black
Power and Electrical:
– Yanmar 15 hp diesel engine
– 35 amp alternator
– Fixed 3-blade prop
– Water separator fuel filter, secondary fuel filter, & raw water
strainer
– 30 amp shore power converter with battery charger & regulator
– Autohelm 3000 autopilot
– 120 Garmin GPS
– Standard Horizon VHF radio
– SR Mariner speed/log/depth
– AM/FM/Cassette stereo
– 2 deep cycle 24 Series batteries – 280 amp/hr total capacity
Sails and Rigging:
– Sloop rig
– Partially battened main (North Sails) with sail cover and lazy
jacks
– 140 Genoa (North Sails) with sunstripe
– Harken genoa furling – , including forestay & masthead toggle
– 4:1 boom vang
– 4:1 main sheet with traveller
– Barient main winches and halyard winches
Accommodation and Interior:
– 3 burner pressure Karosene stove with 12V compressor
– Cold pressure water with pressure pump
– Wilcox-Crittendon marine head
– Comfortable accommodations for 6 – double V-berth, large double
salon
berth, single salon berth
– Abundant storage includes hanging locker, drawers, cupboards,
and lockers
under settee, quarter berth, and V-berth.
– 1 opening hatch (v-berth)
– Teak & holly cabin sole with extensive oiled teak below deck.
– Large dinette table.
– 2 lazzerettes for storage bins.
Exterior:
– Pedestal wheel steering.
– Double bow and stern rails with double lifelines and gates
– Slotted anodized aluminum toerail
– Anchor locker.
– Fluke (Danforth-type) anchor with 6 ft chain and 150 ft 3/8"
braid
– Bimini top.
– Bug screens
Safety and other:
– Fire extinguisher
– Deep bilge with manual bilge pump & automatic electric bilge
pump with
float switch
– Horseshoe ring
– Docklines
Price:
– $25,500
Contact s.m.dett…@larc.nasa.gov for more information.
Steve Dettman or call 804/864-7651 days.
Here is a description found on the internet.
C&C 30
Beauty, Integrity, Grace and Good Value
by John Boros
Specifications
LOA 30 ft.
LWL 24 ft. 11 in.
Beam 10 ft.
Draft 5 ft.
Disp. 8,000 lbs.
Ballast 3,450 lbs. lead
Sail area 459 sq. ft.
With over 800 built, the C&C 30 is, arguably, one of Canada’s most
successful racer/cruisers.
Production began in 1973 and ceased in 1985 — a 12-year period that
represents the longest production run of
any single design version in the history of C&C Yachts.
Although more 27s were built, in excess of 1,000, over a similar 12-year
production period, with four distinct
design phases, the 27 underwent comparatively continual change in
relation to the C&C 30, having only the one
design version.
By comparison with a more modern and also very successful sibling, the
C&C 41 underwent significantly
more changes over the course of its production run than the C&C 30.
According to Steve Kiemele, of South Shore
Yachts, "The C&C 30 didn’t need any changes, it held its appeal. This
makes it `The Classic’."
If it ain’t broke…
The C&C 30 is generally described as an all round, user-friendly boat,
forgiving, comfortable and easy to handle,
with a reputation as one of the stiffest C&C ever built. Given these
qualities, the C&C 30 is the consummate
cruiser. It is probably for this reason that it did not receive the
design scrutiny of many of its siblings; it was
ideally suited for its design requirement — cruising.
27 vs. the 30
Although nearly three years the 27s junior, the C&C 30 is often
described as its big brother, and for good
reason. Both are the product of the same design era and market demand;
both are patterned after the original
C&C 35. Outwardly, the two are nearly identical, other than, of course,
the extra length and width of the C&C 30.
The most distinguishing feature of the C&C 30 are the two dorade boxes
that appear on either side of the
mast, built into the coach roof. Their primary purpose is air
ventilation for the cabin interior; secondary
functions are stiffening the cabin top and providing flat surfaces for
the halyard winches. The second, more
subtle distinguishing feature is the distance between the two lights or
windows. A larger and smaller window
exists on either side of the cabin top of each boat and the distance
between them is greater on the C&C 30 than on
the 27. Also, the mast on the 27 mounts on top of the coach roof into an
aluminum mast step, while the mast
of the C&C 30 mounts through the coach roof and steps atop the keel.
Otherwise, the two boats are nearly identical
in appearance.
On deck
The foredeck is clean and unobstructed with the mast set well back to
produce a relatively large foretriangle,
typical of the traditional masthead sloop. The coach roof rises gently
with a low angle from the high,
cambered deck, reflecting the gracefulness of her lines. The side decks
are of generous width, sloping
continuously down from the bow, narrowing at the cockpit coamings, aft
of the primary winches. The coach
roof is relatively broad with a hatch in front of the mast and teak hand
rails on either side. Two integral
dorade boxes sit on either side of the mast sporting halyard winches and
cleats.
At the helm
The cockpit area is generous in size, the cockpit seats are long, wide
and straight, almost reaching the
transom. Originally designed for tiller steering, wheel steering quickly
became an option and, in the later years,
was standard equipment. Again, as in the case of the 27, those boats
sporting a wheel require the helmsman to
step up on the cockpit seat in order to get to the helm.
In the cabin
The boat’s generous beam accommodates a very comfortable cabin with
standing head room. Two 6 ft. 4 in.
vee berths up front with storage shelves over either side. Just aft of
the V berths is a head and vanity to port
and a large hanging locker with shelves to starboard. A large dinette to
port and a settee berth to starboard
make up the main cabin. This area is separated from the companionway by
the galley which consists of an
icebox and counter space to port and a stove and sink to starboard. The
teak companionway steps are
removable for access to the engine compartment.
Construction
As the construction of the hull is a single moulded, uncored fibreglass
unit, repairs are much simpler and cost
effective in comparison to those hulls having a balsa core. Obviously,
the possibility of damage due to water
penetration/absorption and migration within a cored hull is nonexistent.
Later versions, however, eventually
acquired a 2 mm feret foam core in the bow, a material resistant to
water damage. The deck construction
includes a 1/2 in. balsa core for added strength and insulation with
minimum weight gain.
Rigging and spars
The mast and boom are an aluminum extrusion, also designed by C&C, hand
rubbed with 3M Scotch Brite
and coated with lacquer to prevent oxidation. The mast has a single pair
of spreaders and steps atop the keel.
All stays and shrouds are s.s. wire.
The design of the C&C 30 was kept current throughout its production run
with various subtle upgrades, 41
engineering change orders in all. Of these, the most significant
involved the rudder and boom. As an offshoot
of the 35, the original C&C 30 came with the same keel/rudder
configuration found on the Redwing 35, a swept
back, shark fin type keel with a spade rudder, angle mounted, somewhat
paralleling the keel’s angle of attack.
According to George Cuthbertson, the tank tests demonstrated that the
swept-back style was a faster shape.
Although this underwater configuration was less than ideal for windward
performance, it provided good
reaching in return, an ideal quality for a cruiser. However, the rudder
configuration proved to be hyper
sensitive and offered less than perfect directional stability.
Therefore, in 1976 the rudder was changed from spade to technically
improved, high aspect ratio. On Sept.
26, 1978, the design department ordered that the boom be raised a foot
for greater cockpit safety. The
original height was 5 ft. 6 in. above the cabin sole.
Initially, the Universal Atomic 4 gas engine came as standard equipment.
The QM15 Yanmar Diesel
eventually became an option, up to hull no. 675. The QM was superseded
by the Yanmar 2GM beginning
with no. 676; otherwise, the remaining changes were minor. For example,
the dinette table support changed
from a vee support to a post; the windows changed from the original
aluminum frame type to an integrated,
smoked plexiglass unit glued directly into the cabin structure; in an
attempt to find the ideal bushing for the
rudder post, various types were incorporated into the rudder tube over
the years; and various minute detailing
changes were made throughout the boat, especially in interior teak
detailing.
As a racer
The C&C 30 makes an excellent PHRF racer. Again, in comparison to its
little brother, the 27, the C&C 30, with its
increased displacement (approx. 8,000 lbs. verses 5,500 lbs.) and
hydrodynamic drag (5 ft. of draft verses 4
ft. 6 in.), performs relatively poorly in light winds. Although the C&C
30 carries a larger sail plan than junior (459
sq.ft. verses 343/372 sq. ft.), it is not enough to compensate for these
differences in weight and drag.
Obviously, however, the advantage of the C&C 30 ‘s extra water line
takes effect in heavy air, thus placing highest
under these conditions.
A special period of unique circumstances were responsible for the
production era which gave birth to these
beautiful boats. The North American economy was strong, unemployment low
and manufacturing costs, both
labour and material, reasonable. This set the stage for two key factors:
(1) affordability and, therefore, (2)
market demand. As a result, these boats were built on a production scale
that contributed to the excellence of
their construction and overall desirability.
Manufacturing in NOTL
All C&C 30’s were built in Niagara on the Lake, Ont. and all by the same
group of approximately 250 people. Eight
building stages were involved requiring 32 working days from start to
finish. During this peak production
phase, a boat was completed every four working days. This process was
tuned, honed to perfection by
market demand, consequently many orders were scheduled well in advance
of construction; materials,
therefore, flowed into the plant with consistency in availability and
quality; and, the skills of the production
people were also polished to perfection. This final point is perhaps the
key ingredient in the success of the
boat; the superb skills of the talented C&C craftsmen were directly
responsible for the excellence of
construction and overall quality of their boats.
Why else can the C&C 30 be considered a classic? The evolution of boat
building technology, the introduction
of fibreglass as a construction material, plays an important role in the
notion of classic as it applies here.
According to Jack Synes, of C&C International, "Fibreglass boat
construction was new in the mid sixties and
thus brought about a whole new era of design – you could shape it any
way you wanted – whatever curves
you desired". The C&C 30 represents the third and final stage of a very
short lived design string that began
with the Redwing 35 in the late sixties. As such, these boats remain
fettered with the design ideas associated
with wooden boats, not yet completely free of the past, not fully broken
with tradition. Hence, the classics —
traditional, yet modern! Strong, swift and graceful, all at good value
and low maintenance!
