Azimut Flybridge 47 for Sale

Azimut Flybridge 47 Specifications

The defining number on the 47 Fly’s spec sheet is the 2,000-litre fuel capacity — unusually generous for the class, and the figure that governs realistic cruising range. At the factory-quoted 27-knot cruise with the twin Cummins QSC 8.3 package, usable range from a full tank (retaining an appropriate reserve) approaches 260–300 nautical miles, comfortably enough for a full Adriatic or Balearic weekend without fuel-dock stops. The 590-litre water capacity is less remarkable but adequate for the three-cabin occupancy the boat is specified for. At 19.5 tonnes full load on a 14.3-metre hull, the 47 sits at a similar displacement-to-length ratio as the contemporary Princess 50 and Fairline Squadron 48 — squarely in mainstream Italian flybridge territory rather than at either the lightweight sport-cruiser or heavyweight semi-displacement end.

The hull itself is a conventional V-shape planing form with approximately 14 degrees of transom deadrise — noticeably shallower than the 20-degree deep-V that Bernard Olesinski drew for the contemporary Princess flybridge range, and typical of Righini’s Mediterranean-tuned approach. Shallower deadrise delivers better flat-water efficiency and a more stable beam-on platform at anchor, at the cost of a slightly firmer ride in a head sea above Force 4. This is the hull-philosophy trade that defines the 47 Fly against its British rivals: the yacht is a Mediterranean weekender first and a Channel-crossing tool second.

Construction is VTR/GRP — the Italian composite laminate standard — with Azimut’s factory five-year anti-osmosis gelcoat warranty applied from new. All 47 Flys are now well outside that warranty window, so pre-purchase moisture-meter surveys are essential; the gelcoat formulation was good, but Mediterranean-moored examples 14+ years on will show the usual flybridge-age symptoms — isolated moisture pockets under flybridge sunpads, crazing around heavily stressed deck fittings, and the trim-tab seal issues that are a known Azimut-era characteristic rather than a model-specific defect.

Performance & Handling

At speed: Twin Cummins QSC 8.3 diesels producing a combined 1,200 mhp push the 47 Fly to a 32.5-knot top speed with a 27-knot cruise at around 2,100 RPM. The Caterpillar C9 ACERT option (575 mhp per side) produces broadly similar numbers — trip reports place top speed at around 34 knots in light conditions with the Cat package, thanks to the slightly higher torque curve. Acceleration is notably brisk: 0–20 knots is reliably achievable inside 20 seconds on either package, and the hull reaches plane cleanly without the prolonged bow-up hump common to shallower-deadrise designs of similar vintage.

Cruising economy: At 27 knots the Cummins package consumes approximately 200–220 litres per hour combined, giving a realistic range of around 250 nautical miles from the 2,000-litre tanks with a 10-percent reserve. A 22-knot economy cruise drops consumption to roughly 140–160 litres per hour, extending range beyond 320 nautical miles — genuine Adriatic or Aeolian island-hopper territory rather than a day-trip platform.

Shaft-drive handling: Unlike the IPS-pod successor 48 Fly and the current Volvo-standard Azimut Fly range, the 47 uses conventional straight-shaft propulsion with rudders, assisted by bow thruster and (optionally) stern thruster. Closed-quarters manoeuvring demands the traditional shaft-drive technique — differential throttle to rotate, thrusters to counter crosswind — which is more demanding than joystick-on-IPS docking but significantly cheaper to maintain: no pod seals, no proprietary Volvo pod service at 600 hours, and the ability to use any competent shaft yard for rudder and cutless-bearing work.

Seakeeping: The 14-degree transom deadrise produces a noticeably drier, firmer ride than Princess’s deeper-V hulls at cruise speeds above 20 knots. In the calm-to-moderate Mediterranean conditions for which the boat was specifically designed, the hull tracks cleanly and stays level through sharp turns. In short, steep Channel seas the 47 Fly pounds harder than an equivalent Princess 50 or Sealine F48 and benefits from the cruise-speed reduction that most owners naturally apply. A Seakeeper gyroscopic stabiliser is occasionally retrofitted (typically €30,000+ on a used platform of this age) and transforms the at-anchor experience; Seakeeper-fitted boats command a meaningful price premium on the brokerage market.

Interior Layout & Accommodation

Carlo Galeazzi’s interior for the 47 Fly established the contemporary-Italian style template that Azimut would then refine across the subsequent 48, 50, and 53 Fly models. Standard finish is bleached oak joinery with cream leather upholstery, brushed stainless hardware, and the knife-cut hull windows Righini used to make the lower-deck cabins feel significantly larger than their gross floor area. Headroom in the guest spaces is a genuine 1.93 m (6 ft 4 in), preserving the volume sensation that distinguishes Azimut’s Avigliana-built Fly range from lower-ceilinged competitors in the 45–50 ft class.

The master suite is positioned amidships in the widest section of the hull, a full-beam layout that delivers genuine walk-around floor space on both sides of the island double berth. Oversized hull windows — the wave-shaped Righini panels that became the visual signature of the range — flood the cabin with natural light. The en-suite head includes a separate shower stall, and the storage provision runs to a full hanging wardrobe plus under-berth drawers. For a 14.3-metre hull this is a measurably larger master cabin than the Princess or Fairline equivalents of the period.

The VIP cabin forward carries an offset double berth with hatch-mounted skylight and its own en-suite head with separate shower. The twin guest cabin to starboard offers two single berths that convert with an infill cushion to a double — a flexible fourth-berth arrangement most 47-foot rivals do not provide. An optional aft crew cabin is accessed via a separate hatch from the cockpit with its own compact head; Power & Motoryacht’s 2007 review memorably described it as “little more than a coffin with extra headroom,” and most used 47s are configured without it — the space typically repurposed as a lazarette or, where fitted, occupied by the Seakeeper installation.

The main-deck saloon follows the single-level open-plan template that Azimut pioneered in the class: galley to port on entry, dinette opposite, helm station forward to starboard. The signature rotating dinette table (pedestal-adjustable in height, with a 90-degree rotating top that unfolds to double its surface area) is a Galeazzi touch reviewers consistently called out at launch. The flybridge is the 47’s defining outdoor space — fibreglass-moulded with a dramatic sculpted profile Righini used to mask the boat’s actual height. A U-shaped dinette with teak table seats six, the port-side helm console repeats the main-deck instrumentation, and a forward sunpad converts to additional guest seating. A fixed hard-top was a popular factory option and now features on roughly two-thirds of used examples; unoptioned boats have a canvas bimini that significantly limits all-weather use.

47 Fly Ownership: What to Expect

The 47 Fly sits in the Mediterranean second-owner bracket, where the steepest depreciation curve has been absorbed by prior owners and used prices have stabilised in a predictable band. Annual running costs for a 14.3-metre Italian flybridge in seasonal Mediterranean service typically break down as follows:

• Used pricing: Current brokerage listings for the Azimut 47 Fly typically range from approximately €190,000 (earlier 2007–2008 hulls with Caterpillar C9 engines and higher hours) to €320,000+ (late 2010–2011 examples with Cummins QSC 8.3s, Seakeeper, hardtop and low hours). 2008–2009 boats in the middle of the production run occupy the bulk of the market. Asking-price reductions of 8–12 percent from list are typical, reflecting the extended 300+-day average time on market for a boat of this age and class.
• Berthing and insurance: A 15-metre Mediterranean berth commands €10,000–€28,000 per year depending on marina (the Côte d’Azur, Italian Riviera and Balearics at the top end; Croatia and Turkey substantially cheaper). Hull insurance runs approximately 1.5–2.0% of insured value, reflecting the age of the platform — on a €250,000 hull, roughly €3,750–€5,000 per year for Mediterranean-only use.
• Engine and running-gear servicing: Both Cummins QSC 8.3 and Caterpillar C9 ACERT are widely-supported commercial marine diesels — a meaningful ownership advantage over IPS-pod alternatives. Annual service across both engines and gearboxes runs €3,500–€5,500; 2,000-hour major services are €12,000+. Haul-out, antifouling, shaft packing, cutless-bearing and rudder-tube work typically adds a further €4,500–€8,000 per year.
• Fuel and all-in total: At the 27-knot cruise, a four-hour day consumes approximately 850 litres — a meaningful per-trip cost at current Mediterranean diesel prices. All-in annual running costs for a seasonally-used owner-operator 47 Fly typically land between €35,000 and €75,000 depending on usage intensity, berth location, and whether the boat is professionally managed.

The engine-choice ownership story: The single largest ownership variable on a used 47 Fly is whether the boat carries the Cummins or Caterpillar engine package. Both are excellent, but the service ecosystems differ: Cummins marine support is strongest in North America and Northern Europe; Caterpillar’s dealer network is particularly strong across the Mediterranean and Caribbean. For Med cruisers the Cat boats carry a small ownership-convenience premium; for US-based buyers Cummins is equivalent or better supported.

How to Buy an Azimut Flybridge 47: What to Inspect

Model-year differentiation: Production ran from 2007 to 2011, so the youngest hulls are now approximately 14 years old. Early 2007–2008 examples frequently carry the Caterpillar C9 ACERT; 2009–2011 boats are more commonly fitted with the Cummins QSC 8.3. Reviewers’ comments on the first 47 off the production line (a notably slow helm response) suggest steering and rudder geometry was refined during the production cycle — worth confirming via a representative sea trial.

Azimut-Specific Inspection Points

• Electrical installation variation: Azimut subcontracts interior and electrical installation at Avigliana, and experienced delivery captains managing multiple Azimuts consistently report hull-to-hull variation in wiring layouts and circuit nomenclature. Verify that accurate, up-to-date wiring diagrams accompany the boat and systematically test every circuit during survey.
• Gelcoat and hydraulics: The factory five-year osmosis warranty is long expired on every 47 Fly; moisture-meter readings out of the water are non-negotiable, and isolated blistering under flybridge sunpads is a known Mediterranean-moored pattern. Trim-tab failures, steering hydraulic oil-cooler failures (with salt-water intrusion), and swim-platform power loss are recurring Azimut-era items — exercise every hydraulic system through its full range during sea trial and inspect hydraulic fluid for emulsification.
• Shaft-drive running gear: On a 14+ year old shaft-drive boat, stern-tube packing, cutless-bearing wear and shaft alignment should be explicitly inspected at pre-purchase haul-out — routine remedial work adds €3,000–€6,000 if required.
• Windshield reflection: The steeply raked Righini windshield creates reflection issues that can impede main-helm visibility in bright conditions. This is a known Azimut flybridge characteristic across the era, not a defect — sea-trial in representative light.
• Teak decking and parts lead times: Flybridge and side teak was factory-optional; seam caulking typically reaches end of life around year 12–15, and a full teak re-deck is a €25,000–€40,000 expense. Bespoke Azimut items (custom glazing, hydraulic cylinders, interior fittings) route through Italy with 3–8-week lead times; Cummins and Caterpillar engine parts are globally supported with next-day availability.

Equipment, Resale & Survey Scope

The factory-option and retrofitted items that materially support resale are a fixed hardtop (transforms year-round usability), Seakeeper gyrostabiliser (rarely fitted, a €30,000+ retrofit), modern Garmin or Raymarine multifunction at both helms, teak decking in serviceable condition, a working watermaker, and a recent-generation Onan or Kohler generator. A late-production 2011 Cummins boat with hardtop, Seakeeper and teak in good order trades at roughly 30 percent above a comparable-age Caterpillar boat without these items.

A proper pre-purchase survey should include a full out-of-water hull and structural inspection with moisture-meter mapping; an engine assessment by a factory-authorised Cummins or Caterpillar specialist (oil sample analysis, compression check, turbo inspection across both engines and gearboxes); a sea trial covering full-throttle runs, close-quarters manoeuvring and helm response; and a systems check with every circuit, hydraulic function and HVAC mode exercised under load. Budget €3,000–€5,000; the subcontracted electrical installation makes an Italian-yacht-experienced electrical surveyor particularly worthwhile.

Azimut Flybridge 47 vs Competitors

Comparing the 47 Fly against its rivals requires a careful handle on generational context: the 47 was a 2007–2011 shaft-drive boat, whereas its closest current-market competitors from Princess, Fairline and Prestige are newer IPS-pod designs from the 2017–2024 production cycle. The spec-sheet comparisons below use current-build competitor numbers, because that is the alternative a used-47 buyer is actually cross-shopping against on the brokerage market.

Azimut 47 Fly vs Princess F50

The current Princess F50 is a meaningfully larger, newer, more powerful boat: 15.65 m LOA against the Azimut’s 14.9 m, 22,900 kg displacement against 19,500 kg, twin Volvo IPS800 pods at 2 × 600 HP against the Azimut’s shaft-driven Cummins QSC 8.3 at 2 × 600 mhp (comparable total power, entirely different drive concept). Base UK list puts the F50 at approximately £987,000 ex-VAT — roughly four to five times the price of a late-model 47 Fly on the used market. Buyers choosing between them are really choosing between a new-boat warranty and a mature, well-understood used-boat proposition at one-fifth the capital outlay.

Azimut 47 Fly vs Fairline Squadron 50

The Fairline Squadron 50 — built at Fairline’s Oundle, Northamptonshire facility, not Plymouth — is 15.64 m LOA, approximately 19,100 kg dry, and runs Volvo IPS650 D6 pods as standard (2 × 480 HP) with an IPS700 D8 option (2 × 550 HP). Base UK list is roughly £853,000 ex-VAT. The current Squadron exterior is drawn by Alberto Mancini — the same designer Azimut has engaged for several of its own current models. Used 47 Flys trade at roughly 25–35 percent of a new Squadron 50’s base ex-VAT price.

Azimut 47 Fly vs Prestige 460

The French Prestige 460 — built by Jeanneau at the Beneteau Group’s La Rochelle facility — is the nearest size-class rival currently in production, at 14.29 m LOA, approximately 11,330 kg light displacement, twin Volvo IPS600 pods standard (2 × 435 HP) with an IPS650 option (2 × 480 HP). New-build list is approximately €690,000. Designed by Garroni and engineered by JP Concepts, it represents the mainstream French IPS-pod take on the 46–47-ft flybridge brief: lighter than the Azimut, less fuel tankage (1,200 litres against 2,000), but the modern pod drive that the Azimut — designed three years before IPS moved into this class — does not offer. At a €250,000–€350,000 spend, the choice is genuinely balanced: used 47 Fly with shaft-drive simplicity and Italian flair, or a 2018–2021 used Prestige 460 with IPS docking and newer systems throughout.

Azimut 47 Fly vs Azimut 48 Fly (in-family successor)

The in-family comparison is the one most 47-Fly buyers ultimately wrestle with. The Azimut 48 Fly (2010–2013) is the direct successor — same Righini/Galeazzi design team, same Avigliana production line, same Cummins QSC 8.3 600-mhp engine package. The 48 is 0.6 m longer on deck, sits on a modestly refined hull with slightly more forward deadrise, and offers a subtly different three-cabin layout with better under-flybridge saloon headroom. Used 48 Flys trade at approximately 20–30 percent premium over comparable-hours 47 Flys. For a buyer with budget flexibility, the 48 Fly is the more up-to-date platform; the 47 Fly is the value play.

For a full interactive side-by-side depreciation and pricing comparison between the Azimut Flybridge 47 and its rivals, visit the Hulls.io Market Intelligence tool, where you can overlay listing trends, time-on-market patterns, and value-retention data across the flybridge segment.