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1985 29 (ft.) C & C MK III 29

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General Information

Listing# 144645

Fort Lauderdale, FL, United States
C & C
Boat Type
Model Year
Racers and Cruisers
29 (ft.)
Engine Model
Number of Engines
Engine Type
Engine Hours

General Details

LOA: 28 ft 6 in
Beam: 9 ft 5 in
LWL: 22 ft 4 in
Displacement: 6700 lbs
Ballast: 2700 lbs

Engine 1:
Engine Brand: Yanmar
Year Built: 1984
Engine Type: Inboard
Engine/Fuel Type: Diesel
Engine(s) Total Power: 13 HP

Fresh Water Tanks: (40 Gallons)
Fuel Tanks: (30 Gallons)


2-12 volt batteries w/selector switch, 110 volt shorepower w/cord, running lights/interior lights


Vhf radio, Standard Horizon depthfinder & knotlog, compass on pedestal, AH 4000+ autopilot, am/fm/cd stereo w/cockpit speakers


Hand laid fiberglass hull, white color, white fiberglass deck with white, non-skid finish, pedestal wheel steering with brake and guard, "tee" shaped cockpit, double lifelines

Sails and Rigging

Aluminum mast & boom, all stainless standing rigging, keel stepped mast, some newer running rigging, spinnaker with pole and halyard

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Stock #44936


C&C 29MII Specs LOA 28 ft 6 in LOW 22ft 3in Beam 9ft 5in Draft 5ft 3in Displacement 6700lb Ballast 2700lb C&C Saga With the possibility of another chapter being opened in the C&C saga, it occurred to us at Canadian Yachting that the time was right for a retrospective on the company. If new owners are found, such a retrospective will help the consumer view the reborn operation within the context of the company's storied past. Should the company not be revived [which it was, ed.], we would at least better appreciate what it was the Cs in C&C had stood for. This is not an obituary. Rather, our august editors (in consultation with former C&C associates), have dared to assemble an idiosyncratic overview of the company's activities, focusing on the aspect of the operation that meant most to the average boater: the boats. C&C has built a lot of boats in a lot of different styles for a lot of different purposes. Any company that could create both Evergreen and the Landfall 43 has had the right to call itself diverse. But ultimately C&C built its reputation and success on the ubiquitous racer/cruiser, a concept it approached from any number of angles. The sheer variety of models encountered in poring through files of drawings and photos is numbing. Say "C&C 27" and you're talking about five different boats: the four versions of the original model, plus the MORC-influenced 1980s model -- not to mention the Wave 26, which was a stripped-down entry-level version of the last 27. In discussing the C&C 29, one has to be very careful to differentiate between the 1976 model and the 1982 model -- they're world's apart in quality and popularity. We did our best to date the designs, and in the case of production boats the date refers to the approximate year of introduction to the marketplace, although the design may have been built for many years after that. The C&C 27, for example, is dated 1970, although it stayed in production until 1982. We haven't tried to discuss every boat C&C ever built. Instead we've hit the highlights -- the Masterpieces -- and just to make sure you aren't left with the impression that the company has had a Midas touch, we've offered some miscues -- the Anomalies. If you happen to own one of the few models to which we've given a raspberry, we're sorry, but you can take solace in the fact that even the worst efforts by C&C would make a lot of other builders proud. Besides, we know people that love the Mega. God bless them, every one. C&C: A Whirlwind Corporate History September, 1969: The design firm of Cuthbertson & Cassian Ltd. joins forces with Belleville Marine Yard, Hinterhoeller Ltd. and Bruckmann Manufacturing to form C&C Yachts. A share issue is floated by Walwyn, Stodgell & Co. on the Toronto Stock Exchange. Ian Morch of Belleville Marine Yard becomes the first president. The duty barrier on U.S. boats is at 17.5 per cent. C&C achieves sales of $3.9 million. 1971: Ian Morch wants C&C's operations to become a homogenous whole. George Cuthbertson wants the plants to operate as individual profit centres. Morch's vision finally carries the day, but boardroom animosity is such that Monarch is compelled to step down as company president. He leaves C&C and takes with him the assets of Belleville Marine Yard, then sells most of its shares to Credit Foncier. George Hinterhoeller succeeds him as president. 1973: After repeated efforts to extricate himself from an unwanted post, George Hinterhoeller has resigned as president. George Cuthbertson agrees to take his place in what all view as a temporary stop-gap measure while they search for a corporate pro. He ends up running the company for eight years. 1975: The company scraps a plan to expand its custom facilities in Oakville, Ont., selling half of a 22-acre block of land acquired for the purpose. Instead it decides to move into international manufacturing. In July the Rhode Island Port Authority and Economic Development Corporation authorizes the sale of US$1.5 million in tax-exempt industrial development bonds to C&C, payable from receipts. C&C is also arranging a low-interest loan from the city of Kiel and the state of Schleswig-Holstein in West Germany to open a 27,000-square foot plant. February, 1976: C&C opens a three-bay 56,000-square-foot plant in Middletown, Rhode Island. By year-end, worker training is underway in Kiel. 1976: George Hinterhoeller sells his shares in C&C and goes back into boatbuilding for himself as Hinterhoeller Yachts. Designer Mark Ellis leaves C&C to supply Hinterhoeller with the lines for the Niagara and Nonsuch series. 1978:Production begins at the C&C plant in Kiel. 1979:C&C is forced to close the German factory, mainly due to a strong deutschmark that makes it more economical to build boats in Canada and ship them overseas. Since beginning the Kiel plant program, the mark has leapt from 32 to 65 cents Canadian. The company declares a $496,000 loss for the year and 350,000 new shares are issued to bring $1.1 million into the beleaguered company treasury. The death of George Cassian casts the greatest shadow. 1980: The company meets its sales objectives, which exceed $30 million, but pretax earnings fall from 35 cents per share to 29 cents after a disappointing fourth quarter directly attributed to a massive raw materials shortage at the Middletown, R.I., plant. The missing materials reduce gross profit by $485,000. Heads roll in Rhode Island as a result. January, 1981: A stellar year, with sales a record $39.7 million, a 20 per cent profit margin, and earnings of $1.24 per share. But the stock remains undervalued, trading at only $3.50 per share. A takeover bid is launched by Air Ontario Ltd., led by principle Jim Plaxton, a C&C customer. Air Ontario offers $4.50 per share (the original issue price) for 51 per cent of outstanding common shares. The board turns down the offer, and goes ahead with a plan to elevate vice-president David Gee to the president's seat as George Cuthbertson carries on as chief executive officer. Plaxton agrees to come back with an offer for all outstanding shares at $5.25, this time with a partner, Austin Airways of Timmins, Ont., to help finance the deal. January, 1982: The Plaxton group succeeds in acquiring all outstanding C&C shares, with the share purchase price having climbed to $6.00. C&C becomes a private company for the first time. David Gee is reaffirmed as president, while George Cuthbertson withdraws from the company. 1983: Having vowed to return to the race course, C&C manages its finest results since the early 1970s. Canada's Admiral's Cup team assembles an all-C&C line-up -- the 45-foot Amazing Grace V, the 41-foot Silver Shadow III, and the 39-foot Magistri -- and finishes an impressive 6th overall, an all-time high for Canada. 1985: C&C experiences its first bona fide racing disaster with the company-backed custom 44 Silver Shadow IV. The yacht performs poorly at SORC, and estimates of the total cost of the project to C&C approach $1 million. In November, the company closes its plant in Middletown, R.I., thereby bringing to an end its foray into multinational manufacturing. When the custom shop is also closed, C&C is left with a single manufacturing operation in Niagara-on-the-Lake, Ont. 1986: The year begins auspiciously with the resignation of president David Gee, who decides to join Havlik Technologies of Cambridge, Ont. -- but hangs on to his C&C 41, which he keeps in Penetanguishene, Ont. Gee is replaced as president by Bill Deluce of the Deluce family of Austin Airways. C&C is looking less like a leading yacht builder than a means to an end for the Deluce family. The financing of Plaxton's 1981 takeover bid allowed the family to gain effective control of Air Ontario. Erich Bruckmann, left without a custom shop to run, goes back into business for himself in Bronte, Ont., in the old Metro Marine facility, where he started his boatbuilding career in Canada as a foreman 30 years previous. Bruckmann is the last of the original C&C partners to leave the company. For many industry watchers, the unthinkable then happens. C&C goes on the rocks, falling into receivership. A consortium of limited partners, packaged and backed by Mutual Trust and led by Brian Rose of North South Yacht Charters, takes over. 1988: Concerned by the performance of C&C, Mutual Trust conducts an internal audit and decides to assume control of day-to-day operation. Mutual Trust vice-president Robert Steubing replaces Rose as president. Total sales are in the $15-million range. 1989: C&C launches a joint venture with Neptune Yachts of Holland. C&C begins building Neptunus motor yachts for the North American market, while Neptunus agrees to market C&C sailboats in Europe. January, 1990: Following the Toronto International Boat Show, C&C announces that it is on the auction block as Mutual Trust moves to withdraw from its financial participation. Price-Waterhouse is hired to find a new owner. Steubing pulls back from hands-on management. July, 1990: C&C hits a credit crunch. The Royal Bank refuses to increase its $4.4 million in secured financing. To keep the company afloat, Mutual Trust, which already has $2.5 million in loans extended to C&C on which no interest has been paid in some time, advances another $2.5 million backed by a note from the bank of Montreal as the search for a new owner continues. September, 1990: With no firm offer for the company having materialized, Mutual Trust and the Royal Bank call it quits and appoint Price-Waterhouse receiver-manager. Rob Ball leaves to join Concordia Custom Yachts. January, 1991: Price-Waterhouse has been unable to find new owners, although there are rumours of Hong Kong financing in the works. For the first time in its history, C&C fails to exhibit at the Toronto International Boat Show. January 1992: Assets of C&C Yachts are purchased by C&C International. Anthony Koo becomes president of the new company.
Navigational Equipment
- Autopilot - Compass - VHF
- Bow Pulpit - Emergency Steering Rudder - Engine Location - Fuel Tank - Fuel Tank Location - Steering
Electrical Systems
- AC Electric Panel - Accessory Switches - Alternator - Battery - Battery Switch - Cockpit Lighting - Gauges - Ship's Power (12v DC)
- Bath - Cabinets - Cabins - Drink Holders - Flooring - Fridge - Head - Shower
Deck Gear
- Anchor - Main Sail - Storage - Winches
- Main - Roller Furling Jib
- Boom - Mast - Roller Furling Jib - Running Rigging - Standing Rigging