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 √LWLA more accurate formula devised by Dave Gerr in The Propeller Handbook replaces the Speed/Length ratio constant of 1.34 with a calculation based on the Displacement/Length ratio.
Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio.311
Hull Speed = Max Speed/Length ratio x √LWL
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
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
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
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 Beam1.33)
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)
First called the REDWING 35 and built by Hinterhoeller Ltd. a development of the INVADER 35. It was renamed the C&C 35 when Hinterhoeller was merged with C&C Yachts.
In 1973 a re-designed model was introduced, later designated the C&C 35-2. (or Mk II). In all, 351 C&C 35s were built. Production for the C&C 35-2 ended in 1975.
Differences between the 2 versions:
The nearly one foot increase in length of the Mk II is a result of raising the sheer several inches. In addition, the scimitar-shaped rudder of the MkI was replaced with a more conventional, partially balanced spade. The after sections of the MkII were reshaped to reflect the then-current IOR design trends, sail area was increased by a little over 50 square feet and an additional 620 pounds of ballast were added.
The deck and cabin house of the MkII were also modified eliminating the integral spray rail on the cabin top that was a prominent feature on the MkI. The cockpit was changed to a “T” configuration, and a bridge deck added for the mainsheet. The interior was spruced up to make it a little more yacht-like in appearance and, last but not least, all these changes resulted in a 30 % increase in displacement to 13,800 pounds, and draft increased from 5’ 3” to 5’ 6”.
Construction of the 35 is a solid glass hull with balsa cored deck.
The interior is similar between the MKI and MKII models. The galley and navigation station are flip-flopped on the two models with the MKI having a starboard side galley aft and a port side quarter berth/navigation station combination. Both models have a fiberglass cabin sole and minimal bilge area.
The Universal Atomic 4 gas engine was the standard auxiliary power for both models. Some of the later MkII models were offered with Westerbeke diesel engines.
From 1983 to 1987 C&C built another 35 model, referred to here as the C&C 35 MKIII, which is an entirely different design.
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