c&c 115 sailboatdata

C&C 115

The c&c 115 is a 37.75ft fractional sloop designed by tim jackett and built in fiberglass by c&c yachts since 2005..

The C&C 115 is a light sailboat which is a very high performer. It is stable / stiff and has a low righting capability if capsized. It is best suited as a racing boat. The fuel capacity is originally small. There is a short water supply range.

C&C 115 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data, other photos.

Modal Title

The content of your modal.

Personalize your sailboat data sheet

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sailing Totem
• Charter Resources
• Destinations
• Galley Recipes
• Living Aboard
• Sails and Rigging
• Maintenance
• Best Marine Electronics & Technology

C&C 115

• By Tim Murphy
• Updated: May 3, 2006

Rounding the corner at Gray’s Reef during last summer’s Chicago-Mackinac race, I was in the aft cabin of the C&C 115 prototype when shouts from my mates in the cockpit roused me from what was never destined to be a peaceful slumber.

“Thirteen!” cried the helmsman, his eyes on the speedo. On a boat with 33 feet of waterline, that’s a lucky number, indeed. I rolled out and dashed to the deck for the exhilarating run down the Straits of Mackinac to a podium finish.

It was one of several very happy moments aboard the model that would go on to earn accolades as Sailing World’s Overall Boat of the Year for 2006 as well as Best Racer/Cruiser.

C&C Yachts was founded in 1969 by George Cuthbertson and George Cassian in Niagara-on-the-Lake, Ontario, Canada. But a fire in 1994 all but ended C&C’s life in Ontario, and in 1998 the folks behind Tartan Yachts bought the name and several molds. From that moment on, C&C’s fate has been intertwined with that of Tim Jackett, the head designer who virtually grew up with Tartan Yachts. Like other recent models, the C&C 115 is his brainchild.

While both Tartan and C&C have historical claims to both sides of the racer/cruiser divide, since coming together under one umbrella, the two lines have been deliberately distinguished. Jackett has tailored the Tartan line toward the cruising end of the spectrum and the C&C more toward the performance end.

Secrets to C&C’s success lie in several strategic choices. The most important of these was the decision to build epoxy boats on a production scale. Epoxy is tricky to work with, but done right, it’s flat-out the best resin with which to build boats: stronger, stiffer, and more resistant to osmosis than either polyester or vinylester. Impregnated, vacuum-bagged, and post-cured in a sandwich with unidirectional E-glass and Core-cell linear-polyurethane- foam coring, these boats start with a top-notch structure. C&C offers four models (the 99, the 110, the 115, and the 121), and Jackett expects to build 40 units of the 115 this year alone.

Another strategic choice was to invest in a facility that builds carbon spars: Every C&C 115 comes standard with a carbon rig. With a tube that’s half the weight of and stiffer than an equivalent aluminum rig, the 115’s weight aloft is markedly diminished, and the boat is that much more stable. The boat’s righting moment at 1 degree is 1,200 foot-pounds.

All of this adds up to a boat with a light-ship displacement-to-weight ratio of 146 and a sail area-to-displacement ratio of 24, based on a 100-percent mainsail and foretriangle. For those who do plan to bang around the buoys, the boat’s IRC rating is 1.07; the PHRF rating is between 63 and 72. What’s it all mean? Fun, that’s what.

Accommodations are simple and elegant–nothing stripped-out here–with a double berth in each end and saloon settees that work as singles. The interior joiner work is finished with a pleasing cherry. A 28-horsepower Yanmar with saildrive quietly delivers ample power.

All in all, you’d be comfortable to take this boat anchoring, but you’d be thrilled to take it sailing.

Tim Murphy is Cruising World’s executive editor.

C&C 115

LOA 37′ 9″ (11.50 m.) LWL 33′ 0″ (10.06 m.) Beam 11′ 11″ (3.63 m.) Draft 6′ 8″ (2.03 m.) Sail Area (100%) 781 sq. ft. (73 sq. m.) Displacement 11,800 lb. (5,352 kg.) Water 70 gal. (265 l.) Fuel 26 gal. (98 l.) Engine 28-hp. Yanmar with saildrive Designer Tim Jackett Sailaway Price $215,000

C&C Yachts (440) 357-7223 www.c-cyachts.com

• More: 2001 - 2010 , 31 - 40 ft , c & c yachts , keelboat , monohull , racer / cruiser , Sailboat Reviews , Sailboats
• More Sailboats

Balance 442 “Lasai” Set to Debut

Sailboat Review: Tartan 455

Meet the Bali 5.8

Celebrating a Classic

Kirsten Neuschäfer Receives CCA Blue Water Medal

2024 Regata del Sol al Sol Registration Closing Soon

US Sailing Honors Bob Johnstone

Bitter End Expands Watersports Program

• Digital Edition
• Customer Service
• Privacy Policy
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

Yacht Database

• AROUND THE SAILING WORLD
• BOAT OF THE YEAR
• Email Newsletters
• Best Marine Electronics & Technology
• America’s Cup
• St. Petersburg
• Caribbean Championship
• Boating Safety

C&C 115 & Jeaneau Sun Fast 35: Which Comes First, Racer or Cruiser?

• By Tony Bessinger
• Updated: June 29, 2005

C&C 115, Jenneau San Fast 35

Some people make no distinction between cruiser/racer and racer/cruiser. It’s a matter of semantics to them. A dual-purpose boat is a dual-purpose boat. But we’ve always found that some such boats do have a dominant race personality and some have a more cruising nature. When we saw the C&C 115, we were confident it would live up to its racer/cruiser label and the Jeanneau Sun Fast 35, likewise, a cruiser/racer. But while reviewing the boats, we decided to dig into the details of each and see if we could confirm our first impressions. Racer/Cruiser, the C&C 115 Consider the basic specifications of the new C&C 115. The hull is made of E-glass and epoxy with CoreCell core, and reinforced with carbon fiber in high-load, high-stress areas. The vinylester and e-glass deck is cored with Baltek AL 600, and the mast is a 59’9″ carbon fiber, two-spreader design that carries a near-masthead kite and a 110-percent genoa and weighs one-half of what a comparable metal rig would. The rudder is a high-aspect ratio blade, and a lead bulb sits at the bottom of a deep keel. The transom is open and the deck layout is race-ready. While the boat comes standard with discontinuous rod rigging, jacketed PBO standing rigging is available as an option, which adds surprisingly little to the all-up price. Ten years ago, you would have paid top dollar for such a boat, you’d have had to wait six months for a custom builder to build it, you wouldn’t have been able to afford the carbon rig and you couldn’t even buy the PBO shrouds. Lucky for us, C&C is offering the 115 as a production racer/cruiser that anyone with the cash can step up and buy. It’s clear that Tim Jackett, designer and COO of builder Fairport Yachts, has spent a lot of time on raceboats observing how crews get around a racecourse. The result is a well laid-out boat that’s in line with racing ergonomics. Let’s start with the 115’s toerails, which end just aft of the shrouds, look like they actually deflect water, and seem like they’d be great toeholds during breezy takedowns. Best of all, they won’t dig into the underside of your thighs when you’re hiking. Two Lewmar hatches also grace the bow, the forward most and largest (24″ x 24″) is sized perfectly for spinnaker douses. The side decks are roomy, a result of the 11’11” beam and the fact that the chainplates and jib tracks are tucked in close to the deckhouse. The cockpit is large enough for evolutions such as spinnaker jibes with a full crew. The main trimmer and driver positions are as well placed as anything you’ll see on a custom offshore racer. The C&C 115’s halyards, spinnaker pole controls, and reefing lines all lead from double-stacked organizers at the mast back to Spinlock jammers arranged on either side of the companionway. The companionway is snug enough to keep you safe when big seas are running and large enough to fit a pitman and his octopus act. The Harken winches also seemed to be placed perfectly for every maneuver that you’d see on a racecourse. We sailed the 115 on an atypical Annapolis day; it was blowing 16- to 22-knots, and there was a decent-sized chop on the brown waters of the Chesapeake thanks to some heavy rains the week before. Backing out from a tight raft-up on the Eastport side of the Severn we had an early indication of how well the 115 backs down and how maneuverable the boat is under power, even in awkward situations. We set a full main and a heavy No. 1, both built by Doyle, and started reaching past the Spider buoy to get a clear runway for some upwind sailing. The 37-foot 115 handled extremely well in the big puffs that might’ve spun out many other boats. The rudder is balanced, and while it kept us from cavitating, and allowed us to turn down even without mainsheet ease, we heard some groans and felt some stiffness from bearings that felt as if they weren’t up to the task. Jackett explained the problems: This was the prototype 115 and a custom stainless steel sleeve that was supposed to fit over the carbon rudderpost came from the manufacturer looking more oval than round, plus the bearings they’d used are slated for an upgrade in the production series. Despite these issues, once we were able to get in a groove, the boat steered like a dream with only slight corrections by the helmsman. We averaged between 7.5 to 8 knots upwind, depending upon the wind strength. Once the symmetric spinnaker went up, we started to fly. We saw speeds of up to 10.2 knots and never felt on the edge. In fact, when we had to steer deep to settle a wrap, it was easy to sail max deep and not feel as if we were going to clean everyone out with an accidental jibe. There were only three of us aboard for the test sail, but Jackett thinks a crew of eight will be the call for race days. The 115 we sailed is Hull No. 1, a prototype of the production model, especially as far as the interior is concerned. The interior was part mock-up, made of like-sized C&C interiors, so it was hard to get a feel for how roomy the interior is going to be. We’re told that the 115’s interior is based on what owners of the C&C 110, a seven-year-old model, and the three-year-old C&C 99 told C&C they wanted in future designs. Suggestions included a larger galley, a nav station that faces forward, and an aft berth placed across the boat rather than fore-and-aft. We saw 110-volt electrical sockets everywhere, grab handles, and a high level of fit and finish, especially for a prototype. The price of a C&C 115 ready to sail, with $35, 435 worth of race options, such as Raymarine ST60 instruments, a Horizon VHF with a remote access microphone/speaker in the cockpit, PBO shrouds, carbon spinnaker pole, two Harken winches for spinnaker handling, and high-tech race sails, is $204, 935. We feel that the 115 will be a player on any racecourse and with all these goodies, deserves the label racer/cruiser. But when you see a 115 this summer or at a boat show this fall, you may decide it’s got the interior volume and comfort to be a great cruise platform too. It all depends on whether owners can tear themselves away from the smell of gunpowder. www.c-cyachts.com Cruiser/Racer, the Jeanneau Sun Fast 35 The Sun Fast 35’s hull form was originally introduced as the Sun Odyssey 35, an out-and-out cruiser as comfortable as the day is long, and extremely popular, with well over 300 boats sold since it’s introduction in 2002. Marc Lombard, a French designer who’s had success in the Open 60 class designed the 35, which means that even in Sun Odyssey configuration, it’s got raceboat DNA. In the past, Jeanneau has been successful in taking popular Sun Odyssey models, such as their 37-footer, and turbo-charging them with taller rigs and deeper keels, as well as racing hardware, so when they saw how popular the 35 was, they decided to do the same with it. The Sun Fast 35 uses the same hull, deck, and interior layout as the Sun Odyssey 35, and offers the same large, comfortable interior. Upgrades include a two-foot taller [52′ 8″], keel-stepped aluminum mast on which the wire standing rigging is replaced with discontinuous Dyform rod. The draft has been increased to 7 feet from 6, and the rudder has been lengthened as well. The traveler has been relocated from the cabin top to the cockpit, and an instrument cluster now resides just forward of the sliding hatch over the companionway. The hull construction is old school, but updated technologically and eminently reliable. Jeanneau builds hulls with a resin-injection process, which uses fiberglass and polyester resin, and layers high-stress areas with layers of Kevlar cloth. For stiffness, a structural grid of laminated hardwood is bonded to the hull. The deck is injected with Jeanneau’s proprietary injection system, which the company claims to make light, but strong decks. The Sun Fast weighs slightly more than the Sun Odyssey version, thanks in part to its keel bulb. On deck, Jeanneau has done a lot of things right, especially as far as racing gear is concerned: all the halyards lead back to banks of Spinlock XTS jammers on either side of the companionway, and all the deck gear and winches are Harken. An available option package features a two-groove headstay, a second spinnaker halyard, and a carbon spinnaker pole. The 35 we sailed came with some of its race crew for our test sail, and they showed us how well the deck layout works during maneuvers. The toerail, which runs from bow to stern and will make cruisers feel safe, won’t be popular on a long beat among hiking crews, but the side decks were roomy. A large hatch on the forward part of the deckhouse is plenty big enough for spinnaker takedowns. The cockpit, because of the length of the deckhouse, the traveler, and the optional steering wheel, was crowded during crew-intensive maneuvers such as jibing, so we feel that the tiller, which comes standard, might be a better choice. We used a 155-percent overlapping genoa in the 8-knot breeze and accelerated nicely out of tacks. The steering was light and responsive, a credit to the deeper rudder and keel. When the symmetric spinnaker went up, we were making 6.8 to 7 knots of boatspeed. The interior of the Sun Fast 35 is a space that belies the boat’s exterior dimensions, thanks in part to the large deckhouse. The head is huge, there’s lots of room in each of the two cabins [a three-cabin, two-head layout is an option], and handholds abound. The electrical panel is a cinch to get at, with only four machine screws (which thread into metal sleeves, a nice touch we’d like to see more of) holding it in place. The nav station is to port, with a sliding table, which has the navigator facing aft, sitting on the aft edge of the settee. The roomy L-shaped galley is to starboard and has plenty of counter space. The floorboard’s edges were sealed, an example of close attention to details by the builder. The 27 HP Yanmar is under the cockpit and is accessed by lifting the companionway stairs or removing two side panels in the aft cabins. The engine lives in it’s own fiberglass compartment, which keeps any oil or diesel from escaping to the rest of the bilge. The stainless steel propeller shaft carries a kelp cutter just forward of a folding, two-blade prop. In our engine test, the boat backed down in a well-mannered way. We saw 6.7 knots on the speedo at 2,800 rpm in forward and engine noise was only moderate. So is the Sun Fast 35 a cruiser/racer? For some, the cruiser surely comes first due to the boat’s proven accommodations and interior systems, but with its long waterline, deep appendages, and medium-tech construction, the 35 rates well in IRC and is likely to surprise with its speed. At a price of $180,596, loaded with performance sails, carbon spinnaker pole, Tuff Luff, and instruments, this boat could well be a chameleon, capable of putting either personality-race or cruise-first. www.jeanneauamerica.com

• More: Sailboats
• More Sailboats

Nautor Swan Has A New Pocket Rocket

Pogo Launches its Latest Coastal Rocket

A Deeper Dive Into the Storm 18

2024 Boat of the Year Best Recreational Racer: Z24

Brauer Sails into Hearts, Minds and History

Anticipation and Temptation

America’s Offshore Couple

Jobson All-Star Juniors 2024: The Fast Generation

• Digital Edition
• Customer Service
• Privacy Policy
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

• Forum Listing
• Marketplace
• Advanced Search
• About The Boat
• Boat Review Forum
• SailNet is a forum community dedicated to Sailing enthusiasts. Come join the discussion about sailing, modifications, classifieds, troubleshooting, repairs, reviews, maintenance, and more!

Thoughts on the C&C 115?

• Add to quote

A friend and sailing buddy of mine owns a Catalina 400 which he races and cruises with his family of 4 in the PNW. He is looking for something similar, but easier to single-hand and handle, hopefully lighter weight to reduce costs and is more racing oriented. He still wants to preserve the ability to cruise in relative comfort compared to the Catalina 400. The boat will also be doing the Vic Maui (with me aboard!) in 2 years. He's favoring the C&C 115. Half the weight of his current boat, which should reduce maintenance costs. Similar accommodations below. Much more racing oriented. He believes it will be better for single handing, and while you can reach the traveller easily from the wheel, it looks difficult to get around the big wheel to get to the sheets. Thoughts? This kind of boat is not really my area of expertise. Any other boats he should be considering? C&C115 of yachtworld Another C&C 115 on yachtworld MedSailor  

Hello, I own a C&C 110 (the predecessor to the 115), race against a 115, and a friend just bought a 121, so I am prejudiced towards C&C. The 115 is a very fast boat that can comfortably cruise. I don't know if it will be any cheaper to maintain than a Catalina 400. I don't believe there is a relationship between displacement and maintenance costs. I think that most 40' boats, comparably equipped, will cost about the same to maintain. Or course, if one boat has teak decks, lots of varnished wood, and is a ketch or cutter rig, that will cost more to maintain than a simple sloop with no wood. But assuming similar type boats, maintenance should be about the same. The C&C is much faster than the Catalina: C&C 115 PHRF ratings around 66-70, catalina 400 ratings are around 110). The C&C comes with a retractable bow sprit, so flying an asym spinnaker is easy. The 115 is smaller than the C400, I think the C&C 121 would be a better boat to compare. That said, if you're not spending weeks at a time aboard, the 115 should be big enough for 4 people to cruise comfortably. Good luck, Barry  

Thanks Barry! I really appreciate your comments. Any known issues with this boat or other C&Cs that we need to know about?  

THere is ONE 115 in the area that is not equal from the mast side to side. Not sure which one it is tho. THere were some issues in the early to late 0X range, and into the early 1X. One can probably still find some of the issues with the C&C and Tartan boats of this era. With that, I know of two with these boats. Overall they like them. I have raced on one, that a couple has cruised locally themselves with out issues. I personally did not notice any issues getting around the wheel per say, nor did it get in the way of the main, jib or spin sheets. There is one in Everett that is raced a lot! I can look it up if one wants to get a hold of that owner. If you look at one, make sure the mast is centered, otherwise that one will not race really well, probably cruise ok.....but one tack will be better than the other tack! Marty  

Marty if you could put me in touch with the Everett owner I would be grateful!  

There were some serious issues with the epoxy hulls on several C&C and Tartan boats that received a lot of press about 5 years ago. This article in the BoatUS magazine is a good summary that presents both sides of the problems. http://my.boatus.com/consumer/pdf/2010-12-ItsTheSolutionThatCounts.pdf  

A friend just bought a 7 year old 115 - (no bowsprit, btw, so that may have been an option) Decent layout, nice finish (Cherry) below for a 'race boat'..Pretty good cockpit and I'm sure it would sail circles around the C400. From a cruising standpoint, what struck me is the mainsheet arrangement (double ended leading to the aftmost cockpit winches) - traveller is reachable, sort of, but the winches are not really accessible from behind the wheel. That said, when sailing upwind I'd expect the helmsman would be straddling the wheel on the side deck so that will help.. but the headsail winches are a long way forward. Autohelm will be helpful, getting around the wheel will be a challenge for the less agile. Below the galley sink is far too big.. a water waster. They've already started using a plastic tub for doing dishes to save water. VERY good looking boat, as are most C&Cs,(to my eye) many seem to be dark coloured hulls which adds to the appeal, esp with the mutliple boot stripes, she looks to be doing 6 knots sitting at the dock!  

I've raced on one a few times, nice boat, sails very well, we were reaching back to the finish line doing 8+ kts the whole way. Big wheel, actually, massive wheel, feels great when you're stood behind it. There was one for sale locally, if only I'd had $200k burning a hole in my pocket. The CnC list is a good place to ask about any problems, there are a few 115 owners on there that post quite regularly.  

PaulinVictoria said: ......There was one for sale locally, if only I'd had $200k burning a hole in my pocket. ... Click to expand...

Yep, that's the one, nice looking boat with the dark hull.  

My friend was bummed when that one sold. The rest of the ones for sale are way out of town...  

The C&C will be WAY more fun to sail. I can't imagine how it would be cheaper to maintain though on average. A nice C&C is cheaper to maintain than a wrecked Catalina and vice versa, but there is no routine maintenace task I can see that will be very different from one to the other.  

• ?            
• 173.8K members

Top Contributors this Month

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

C&C Yachts

C&C Yachts was formed in 1969, when Canadian boat builders Belleville Marine Yard, Hinterhoeller Ltd. and Bruckmann Manufacturing joined forces with the design firm of Cuthbertson & Cassian Ltd. New capital was raised through a stock offering on the Toronto Stock Exchange. Although Ian Morch of Belleville Marine Yard was the first president, he resigned in 1971 taking the Belleville assets with him. George Hinterhoeller was then named president. Later, in an interview, Hinterhoeller states that he accepted this postition reluctantly. He resigned in 1973, and was replaced by Geroge Cuthbertson who continued in that role until 1981. C&C Yachts quickly established a reputation as a builder of high quality sailing yachts that were also successful on the race course. From it’s inception, as its first models were displayed at various boat shows in the US and Canada, the company sold as many boats as it could produce. In addition, a steep duty imposed by the Canadian government had also made them relatively affordable in the Canadian market. After weighing different options for expansion, the company decided to open a new plant in Rhode Island.(1976) In doing so, it benefited from very favorable financial terms offered by the Rhode Island Port Authority and Economic Development Corporation. In addition, plans were made to open another plant in Keil, Germany. This was also due to an offer of special, low interest loans. Throughout the late 1970’s and early 1980’s, C&C continued to develop and build new models, all of which were well received. Their revamped racing program brought the brand additional renown. But also during this time, a long, slow financial decline had begun. In 1976, George Hinterhoeller sold out and went back to boat building on his own. A plant at Kiel Germany closed in a few short years after incurring enormous losses. This and other factors were caused, in part, by a dramatic downward slide in the value of the American and Canadian dollar. An added factor was the gradual loss of the original personnel. The death of George Cassian in 1979, one of the driving forces of the company was a major loss. Geroge Cuthberson left the company in 1982. Finally, after the plant in Rhode Island closed, the last of the original partners, Eric Bruckman, head of the C&C custom shop, also moved on. By 1985, C&C yachts was left with a single plant at Niagara-on-the-Lake, Ont. From this time on, a long series of changes of ownership and various financial manipulations were to take place. By 1990, no new ownership, or source of financing could be found and the company went into receivership. For the first time in its history, C&C failed to exhibit at the Toronto International Boat Show. In 1992, there was a temporary reprieve. C&C was sold to Hong Kong based shipping magnates, Anthony Koo and Frank Chow. The name was changed to C&C Yachts International. By 1994, the factory was operating to capacity building a new 51, the the Tripp designed IMS 45 as well as the SR range of sport boats, designed by Glenn Henderson and originally built in Florida. But then, in the same year, a fire broke out in the factory, completely destroying most of the tooling and the boats currently under construction. Insurance only provided a small portion of the losses. In 1996, the factory closed, and the land, tooling and trademark were sold. Just a year later, a joint venture was been formed with another defunct builder, Tartan Marine, to build a new line of C&C yachts. These new models included the C&C 99, 110, and 115 which were well received and sold relatively well. In September 2013, US Watercraft announced that it had bought the rights to the C&C brand from Tartan. US Watercraft entered receivership in July 2017 and ceased all operations by the summer of 2018.

Associations

• C&C 110 Facebook page
• C&C Corvette Owners Association
• Shark Class - International
• Half Ton Class
• IOR 3/4 ton
• C&C 27 Association
• C&C Design
• C & C Design Team
• George Hinterhoeller
• Glenn Henderson
• Peter Barrett
• Philip Rhodes
• Robert Ball
• Robert Evelyn
• Robert Perry
• Tim Jackett
• William H. Tripp, III

89 sailboats built by C&C Yachts

Rhodes 22 continental.

C&C 30-1 (1-506)

C&c 27 mk ii.

C&C 33-2

C&C Landfall 38

C&C Corvette 31

C&C 27 MK I

C&C Mega 30 OD

C&C 38-2

C&C Frigate 36

C&c redline 41 mkii.

C&C 110

Mega 30 (c&c) fk.

C&C 37/40 R

C&C Landfall 48

C&C 43-1

C&C 3/4 Ton

C&C Landfall 39

C&c 1/2 ton.

Northeast 39

C&c redline 41 mki.

C&C 131

C&c 121.

C&C 101

C&C Landfall 43

C&c 27 mk iv.

C&C 36-1

C&C 51 Custom

C&C 34/36

C&C Landfall 35

C&c 41 limited ed.

C&C 26 Wave

C&C 35-2

C&c 41 gp.

C&C 34+R

C&C 42 Custom

C&C 40 Crusader

C&C Redline 25

C&c 37-2.

C&C 34+DK

Northeast 39-2, c&c 48 custom.

C&C 25 MKII

C&C 37/40 XL

C&C 36R

C&C Invader 36

Redline 41 (2014)

C&C 44 Custom

C&C 40-2 AC

C&C 34+WK

C&C 27 MK III

C&C 27 MK V

C&C 115

C&C 30-2

C&C 40-2

Landfall 43 (c&c) ketch.

C&C 35-1(Redwing 35)

C&C 38-3

C&C 29-2

C&c 43-2.

C&C Landfall 42

C&C 35-3

C&C 37/40+

C&c 40-1, c&c 38-1, c&c 26 encounter.

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

AVSIM Library System Version 2.00 -- 2004-May-01 © 2001-2024 AVSIM Online All Rights Reserved

OceanWaveSail Free Searchable Sailboats Database

Compare sailboats.

• Sailboat Calculators
• Bluewater Sailboats
• Catamarans and Multihulls
• Sailing Liveaboard
• Sailboats Galley
• How Much it Costs
• Sailing Destinations
• Meteorology Terms
• Sailing and Nautical Terms
• Parts of a Sailboat
• Great Explorers
• People of the Seas

Sailboats data search of over 10000 sailing boats, with filters to pin down those of interest to you and lots of details.

C&C 115 built by C&C Yachts and designed by Tim Jackett. Her first hull was built in 2005 with an overall lengh of 11.51 m or 37.75 ft long

C&C 115 Sailboat Specifications​

Performance, subscribe to our newsletter, don’t miss new updates on your email.

© OceanWave Sail. All Rights Reserved 2022

Terms & Conditions – Privacy Policy – Cookie Policy

About Us – Privacy Policy

• New account

Forgot your password?

Lost your password? Please enter your email address. You will receive mail with link to set new password.

Back to login

Privacy Overview

• ALL MOSCOW TOURS
• Getting Russian Visa
• Top 10 Reasons To Go
• Things To Do In Moscow
• Sheremetyevo Airport
• Domodedovo Airport
• Vnukovo Airport
• Airports Transfer
• Layover in Moscow
• Best Moscow Hotels
• Best Moscow Hostels
• Art in Moscow
• Moscow Theatres
• Moscow Parks
• Free Attractions
• Walking Routes
• Sports in Moscow
• Shopping in Moscow
• The Moscow Metro
• Moscow Public Transport
• Taxi in Moscow
• Driving in Moscow
• Moscow Maps & Traffic
• Facts about Moscow – City Factsheet
• Expat Communities
• Groceries in Moscow
• Healthcare in Moscow
• Blogs about Moscow
• Flat Rentals

Sheremetyevo Moscow Airport

Migration card forms are usually available aboard the aircraft. It has two halves, each requesting identical information. Fill in both halves and then present your card at the passport control.

For a better window view choose right side of the plane if you’re flying from Europe, America, Africa or Middle East. Choose left side if you’re flying from Asia or Australia.

General Information

Sheremetyevo is Russian home to SkyTeam alliance: Aeroflot, Air France, KLM, Alitalia, Delta and other members. Airport has two group of terminals, situated on opposite sides of the landing strip. Terminals D, E, F are the major ones. They connected to each other and Aeroexpress Rail Terminal by pedestrian galleries. Terminal A is for business aviation. Terminals B and C have no direct connection to Aeroexpress Rail Terminal. Free underground shuttle operate between terminals B and C (shuttle station called «Sheremetyevo 1») and terminals D, E, F («Sheremetyevo 2»). Shuttle departs every 5-7 minutes and the journey itself takes about 5 minutes also.

Reaching Moscow

Sheremetyevo is located 29 km north-west of central Moscow. To reach the city centre it is better to avoid traffic and use red Aeroexpress trains. Signs will lead you to the rail terminal. Trains leave every 30 minutes from 5:00 to 0:30. Journey to Belorussky Train Station takes 50 minutes. There are also several intermediate stops before Belorussky. After Belorussky the train will proceed to Odintsovo with another several stops in the city and suburbs. Standard class ticket price starts from 500 rubles (€5.02), business class is 1500 rubles (€15.06).

Eating in Sheremetyevo

• Kroshka-Kartoshka  (Baked potatoes with sauces. Terminals F, D and Aeroexpress Terminal)
• Teremok (Russian pancakes, Terminal D, 1-st floor)
• Burger King  (Terminal F, Aeroexpress Terminal and Terminal E after customs)
• McDonald’s (Terminal D, 1-st floor)
• Starbucks  (Aeroexpress Terminal and Terminal E)
• Zu Cafe  (Asian food. Terminal D after customs)
• Paul  (Terminal D after customs)
• Friday’s  (Terminal F)
• Coffeemania  (Premium coffee & restaurant. Terminal D before and after customs, Terminals B and E after customs)
• Altitude (Bar with a view of the airfield. Opened from 16:00, entrance from Aeroexpress Terminal to Radisson Blu Hotel)
• VkusVill (Healthy food supermarket. Aeroexpress Terminal)
• Globus Gourmet  (Premium supermarket. Terminals D and E, 1-st floor)
• Aeropit Service (Home cuisine dining room. Terminal F, 4-th floor)

Buying local sim-card in Sheremetyevo

In Moscow free Wi-Fi is a standard for most venues. 15Gb 3G/LTE data plan costs about 600 rubles (€6.02) per month. Buy a sim-card at Euroset (Terminals C, D, E, F and Rail Terminal, black on yellow logo), MegaFon (Terminal D and Rail Terminal, green logo), Beeline (Rail Terminal, yellow and black logo), MTS (Rail Terminal, red egg logo) or Svyaznoy (Rail Terminal, multi-color logo). Micro-SIM and Nano-SIM are available.

Hanging out

Museum of airport history is located at Terminal F and opened Mon-Thu 9:00-18:00, Fri 9:00-16:00. Sat-Sun – day off.

Venues and attractions around Belorusskiy Train Station

PLAN YOUR TRIP WITH US

Happy to help you with everything, from general plan of your visit to plane tickets or hotel stay. We may also support your Russian Visa request with a letter of invitation if you need so.

SEE OUR TOURS

We host around 60 tours every month in English, Russian, German, Italian, Spanish, Arabic and other languages. All of our tours =>

SAVE THIS LINK

If you only started to think about visiting Moscow, just save our site in your browser’s bookmarks or follow us on Facebook and Instagram to be in touch.

Our Private Tours in Moscow

Gastronomic moscow private tour, «day two» moscow private tour, layover in moscow tailor-made private tour, whole day in moscow private tour, all-in-one moscow essential private tour, moscow metro & stalin skyscrapers private tour, moscow art & design private tour, soviet moscow historical & heritage private tour, tour guide jobs →.

Every year we host more and more private tours in English, Russian and other languages for travelers from all over the world. They need best service, amazing stories and deep history knowledge. If you want to become our guide, please write us.

Contact Info

+7 495 166-72-69

[email protected]

119019 Moscow, Russia, Filippovskiy per. 7, 1

Mon - Sun 10.00 - 18.00