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- Sailboat Reviews
C & C Landfall 38
We've yet to find the perfect cruiser, but much of what we'd want can be found right here..
The C&C Landfall 38 was the midsize boat in the Canadian company’s three-boat Landfall range, which also included a 35- and a 43- footer. This series was produced as a distinct line until 1987, when the Landfall name was dropped.
Unlike other C&Cs, whose interior and deck layouts are designed for racing as well as cruising, the Landfalls are geared toward cruising, with more comfort, a slightly higher degree of finish detail, and deck layout concessions to the cruising couple.
These are performance cruisers, however. Despite more wetted surface, more displacement, and a slightly smaller rig than the original C&C 38, the Landfall 38 is a fast boat, designed for cruisers who want to get there quickly, as well as in style.
The Landfall 38 is a direct descendant of the old C&C 38, the older hull design having been modified with slightly fuller sections forward, a slightly raked transom rather than an IOR reversed transom, a longer, shoaler keel, and a longer deckhouse for increased interior volume.
Nevertheless, the hull is more that of a sleek racer rather than a fat cruiser. For the additional performance that makes the boat a true performance cruiser, you trade off a hull volume that is slightly smaller than you would expect in a pure cruiser of the same waterline length. This is most notable in the ends of the boat, where the V-berth forward narrows sharply, and the hull rises so quickly aft that C&C’s normal gas bottle stowage at the end of the cockpit is eliminated.
C&C was a pioneer in composite fiberglass construction. Balsa coring became synonymous with the company name over the years.
Construction
Construction of the Landfall 38 is typical of the C&C line. Hulls are a one-piece, balsa cored molding. The deck and the top of the cabin trunk are also balsa cored. Hull and deck are through-bolted with stainless steel bolts on 6″ centers. The hull-to-deck bolts also serve as fasteners for the teak toerail, which replaces the familiar and businesslike slotted aluminum toerail used on other boats in the C&C line.
C&C used butyl tape as a compound in the hull-todeck joint. Although this is a good, resilient bedding compound, it has no real structural properties. We would rather see an adhesive rubber compound such as 3M 5200 used in the joint to provide a chemical backup to the strong mechanical fastening.
The keel is an external lead casting, bolted to an integral keel sump. The keel is a fairly low aspect ratio fin, keeping the draft of the Landfall 38 to 5′. The keel is flat on the bottom, and the boat will stand on its keel, something that can’t be said for a lot of fin keel boats.
All deck hardware is through-bolted, and is equipped with either backup plates or oversize washers. The relatively narrow hull-to-deck flange, however, means that some of the backup plates do not lie flat on the underside of the deck, as they bridge the narrow flange. This can result in uneven local stresses which can lead to gelcoat cracks in the vicinity of hardware such as lifeline stanchion bases.
The Landfall 38 uses bronze seacocks on all underwater through hull fittings. These are properly bolted to the hull, and their hoses are double clamped. The skin fittings are neither recessed flush to the hull nor faired in, however. This would be a fairly easy task for the owner.
In contrast to many boats, the mast step does not sit in the depths of the bilge where it can slowly turn to mush, taking the bottom of the mast with it.
Rather, the mast step spans two deep floor timbers in the bilge sump, keeping the heel of the mast out of the water and providing stiffness in an area which is frequently too weak in fin keel boats.
Although most construction details are excellent, there are some shortcomings surprising on a boat of this quality. The engine compartment has no soundproofing, despite the fact that the engine sits a few feet from the owner’s berth.
C&C construction is light but strong. The Landfall 38 is heavier than the old C&C 38 because of extra ballast, more interior joinerwork and molding, and a longer deck.
Handling Under Sail
Although the Landfall 38 is a cruising boat, her performance approaches or exceeds that of many production racer-cruisers. Her hull is basically an undistorted IOR shape, and the rig is a slightly shorter version of the old C&C 38 rig.
The Landfall is a full 2,000 lbs heavier than the original C&C 38. Nevertheless, there is relatively little difference in the performance of the two boats.
In typical C&C fashion, the rig is aerodynamically clean, with airfoil spreaders and Navtec rod rigging. Shroud chainplates—also Navtec—are set inboard for good upwind performance.
The large rig and big headsails of the Landfall may be intimidating to some cruising couples. The 100% foretriangle area of 385 square feet is pretty intimidating, since it means that the 150% genoa has an area of almost 580 square feet.
Because of the large foretriangle, the boat is a natural candidate for a good roller furling headsail system if it is to be cruised by a couple.
Main halyard, reefing, and cunningham lines are all led aft to the cockpit. Headsail halyards, however, lead to winches atop the cabin trunk just aft of the mast. This prevents the helmsman from assisting with headsails when the boat is sailed by a couple. This may or may not be a problem, depending on how agile the foredeck crew is. Since you can get two headsail halyards and two headsail halyard winches, a better solution might be to relocate one of the headsail winches aft, leaving the other near the mast. Then, headsail hoisting and dropping can be tailored to the particular crew’s needs.
Surprisingly, self-tailing winches were not standard on the boat, except for the mainsheet winch. On an expensive boat which has hot and cold water as standard items, we’d certainly expect to see selftailing genoa sheet winches, particularly if the boat is to be used for shorthanded sailing. Self-tailers make sail handling so much easier when cruising that they are just about the first thing we’d add to any cruising boat. And they’d be the biggest self-tailers we could fit on the winch islands.
The Landfall 38 is stiff and well-balanced under sail. Owners report that she is as fast or faster than similar boats of the same size. The Landfall 38’s PHRF rating, for example, is 120, squarely between the 114 of the Cal 39 and the 126 of the Tartan 37— two boats to which the Landfall 38 will inevitably be compared in size, type, and price.
To our way of thinking, performance cruising is what it’s all about. It’s all well and good to have a heavy, underrigged boat if you’re cruising around the world. Most people’s cruising, however, is limited to a few weeks a year, with moderate distances between ports, and schedules that have to be met. A boat that will get you there fast, safely, and in comfort is a highly desirable type of boat for this kind of cruising. From a performance viewpoint, the Landfall 38 meets those requirements.
Handling Under Power
C&C was one of the first boatbuilding firms to introduce Yanmar diesels into the US market, and they stuck with Yanmar through thick and thin. Yanmar engines have been a paragon of reliability, but they have had the reputation for vibration and noise. Vibration has at times been so bad that engine mounts have broken and shafts have refused to stay in their couplings. It is always difficult to say in an engine installation whether the engine, the design of the installation, or the person doing the installation is at fault when there are problems. One Landfall 38 owner has had three prop shafts in his boat. Now, after careful matching of the shaft flanges and careful alignment of the engine, he reports satisfaction with the installation. C&C picked up a hefty bill on that one, but they did it without hesitation.
Careful engine and shaft alignment is a key to good engine performance, particularly in a modern boat with a short shaft and a flex-mounted diesel engine.
The 30 hp Yanmar 3HM, which replaced the 3QM in the Landfall 38, is perfectly adequate power for the boat, easily achieving hull speed. The boat handles well under power in either forward or reverse.
Engine access for service is a mixed bag. The engine is tucked well aft, under the cockpit, and drives the prop through a V-drive. The oil is checked by removing a panel in the quarterberth in the owner’s cabin. The companionway ladder and a bureau next to it remove fairly easily for access to the back of the engine, although it will probably be necessary to empty the drawers before the bureau can be lifted out. The oil filter is reached by climbing down into the starboard cockpit locker. Once again, emptying the locker may be necessary.
Since there is no engine drip pan, you must exercise great care when changing oil and oil filters to keep the bilge clean. The engine is wedged so tightly under the cockpit sole that a funnel is required— with along hose—to add either oil or engine coolant. A partial plywood bulkhead that hangs over the engine complicates this, and could easily be cut away to give slightly better access.
Battery access is poor. A mirror is required to check electrolyte levels, and filling the batteries just about requires removing them from the battery boxes.
The standard prop is a solid two bladed wheel. To reduce the considerable drag of this installation, we’d change to either a folding two bladed prop such as a Martec, or a feathering prop such as the Maxprop.
Deck Layout
Although the deck layout of the Landfall 38 is similar to that of other boats in the C&C line—performance oriented—some changes have been made to make
the boat more suited to cruising. The stern rail incorporates a fold down swimming ladder, and the bow pulpit is the walk-through type, suited to tying up bow-to at the dock. The bow pulpit also incorporates international style running lights, rather than the running lights mounted in the topsides that were a C&C trademark for years. Thank God for progress.
Unfortunately, the wiring for the running lights is relatively unprotected inside the anchor locker, and the electrical connections there are simple butt splices with no weathersealing.
The anchor locker has strong hinges, but lacks a positive latch. There is also no means of securing the bitter end of the anchor rode. Prudent owners will install an eyebolt or through-bolted padeye.
A new stainless steel stemhead fitting incorporates bow rollers for both chain and rope. There is no provision for a keeper pin in the bow roller, however, and the cheeks of the fitting do not extend high enough to guarantee that the rode will not jump out of the roller when the boat pitches at anchor.
With the shrouds set well inboard, fore and aft access is excellent. There are handrails along the cabintop, and a stainless steel guardrail over the forward dorade boxes to keep headsail sheets from fouling.
A few Landfall 38s were built with teak decks. This $10,000 option really makes the boat elegant, and is practical underfoot.
Although this is a cruising boat, there is no molded coaming for the attachment of a cockpit dodger, except a small lip around the companionway hatch. Admittedly, leading all sail controls aft along the cabin top complicates the installation of a dodger, but it can be done. Of course, the dodger can be installed even without a breakwater, but it won’t be as effective in keeping water out of the cockpit.
The cockpit is a fairly typical T-shaped C&C design. A large-diameter Edson wheel makes it possible for the helmsman to sit to weather or to leeward, but requires making the cockpit seats too short to lie on. On some C&C models, molded seats in the aft corners of the cockpit serve both to support the helmsman’s seat and as storage for propane bottles. On the Landfall 38, the cockpit has been pushed so far aft—because of the longer deckhouse—that the hull is too shallow under the aft end of the cockpit for the traditional gas lockers. A separate molded bottle locker that fits under the helmsman’s seat is installed when a gas stove is used. Unfortunately, this eliminates the normal life raft storage position. Owners who want both propane and a life raft are going to have to figure out another place to stow the life raft.
A shallow locker under the port cockpit seat is handy for small items, and there is a deep locker under the starboard seat. Changing oil filters requires climbing down into this locker, as does adjusting the stuffing box.
The forward end of the cockpit is protected by a good bridgedeck. Although the companionway is slightly off center, it is not enough to be concerned about in heavy weather. The companionway has other problems, however. Since the bulkhead slopes forward, the drop board must be left in place when it rains. Also, since the bottom of the companionway is below the top of the cockpit coamings, ORC requirements demand that it be left in place when racing offshore. Although this isn’t a racing boat, the ORC requirements make good guidelines for offshore cruising practices. Because the drop board is a single teakfaced plywood board, in either situation the companionway must be all the way closed—or left all the way open.
The companionway sill has no lip, so that water can enter the cabin under the drop board. This is a simple fix for owner or factory. The prudent owner will also install a barrel bolt to secure the drop board in place when sailing offshore.
C&C’s interior designs are among the best in the business, and the interior of the Landfall 38 is no exception. The preponderance of teak is a little overwhelming, but it is varnished, rather than oiled, making it slightly lighter than you might expect.
It takes quite a bit of ingenuity to cram a threecabin interior and huge head with separate shower stall into a 38′ boat. In the Landfall 38, this has been accomplished with a reasonable amount of success.
The forward cabin has the usual V-berth, drawers, several lockers, and a cedar-lined hanging locker. This hanging locker is the only really usable hanging space on the entire boat, despite the existence of a rudimentary hanging locker in the aft cabin.
A large hatch over the forward cabin can be used as an escape hatch; a single step is mounted on the bulkhead to make it possible to climb out the hatch. There is solid 6′ headroom in the forward cabin, and enough standing room for comfortable dressing. The V-berth, however, is too pointed at the foot for reasonable comfort for two tall people. There are reading lights over each side of the berth, and a light in the hanging locker—a welcome feature.
The main saloon begins aft of the forward cabin, with no intervening head compartment. Lighting and ventilation of the Landfall 38 is about the best we’ve seen in a production boat. Both fluorescent and incandescent fixtures are located throughout the main cabin. Remember that you should not use fluorescent lights when you are operating the Loran, as the RF noise of fluorescent lights may interfere with signal acquisition.
The main cabin, galley, and head are ventilated by four large cowl vents in dorade boxes, plus small opening hatches in head and galley. C&C gets an A+ for ventilation in this boat.
Water tanks are located under the main cabin settees, where they belong. Unfortunately, these tanks vent to the outside of the hull, risking contamination of the water supply. This is a common fault in American production boats, and one with no real justification. We’d rather risk spilling a little water in the inside of the boat by overfilling the tanks than risk salt water in our fresh water supply from water siphoning into the tanks in heavy weather through vents mounted in the topsides.
The Landfall 38 uses molded polyethylene water tanks. Occasionally, these tanks are “overcooked” during manufacture, imparting an unpleasant taste to the water that cannot be removed. We’ve seen it on more than one boat, including C&Cs.
Fresh water plumbing is butyl tubing rather than the more commonly seen clear PVC. Butyl is far less likely to impart any taste to your water, and is highly
desirable. It is easily recognized by its battleship gray color and relative rigidity. A manifold under the sink allows switching between the three water tanks, which have a total capacity of 99 gallons. In addition, the 30 gallon holding tank could easily be replumbed as a fresh water tank, giving a very respectable water capacity properly distributed throughout the boat.
In typical C&C fashion, the galley is well laid out and well executed, with deep centerline sinks, kickspace under the counters, and a large icebox. The icebox lid is insulated (hurray!) but ungasketed (boo!), and the icebox melt water is pumped overboard (hurray!) rather than draining into the bilge.
Counter space is excellent. In an attempt to get more, a fold-down counter is fitted over the stove.
Unfortunately, it must be folded up when the stove is in use, making the locker behind the stove inaccessible. Since the boat already has good counter space, we’d eliminate the folding nuisance.
The standard stove is a large gimballed alcohol affair. Don’t even consider it. Get either the optional propane installation, or the optional CNG stove. Alcohol has no business as a cooking fuel on any boat to be used as a serious cruising boat.
The stove recess is protected by a stainless steel grabrail which gives the cook a handhold and prevents him from being thrown against the stove in a seaway. A counter with built-in bottle storage separates the galley from the main cabin.
Generally, the galley is usable at sea or at anchor, with excellent storage, usable spaces, and functional appliances. Hot and cold pressure water is standard, and a backup fresh water foot pump is provided at the galley sink.
The main cabin table is strongly mounted to both cabin sole and mast, and easily—and honestly— serves six at dinnertime. Port and starboard settees can be used for sleeping, although the backrests at the head and foot of each settee will have to be removed and stored somewhere for anyone over about 5’8″ tall.
Storage is provided outboard of each settee. The handy owner will install shelves in these lockers to better utilize the space.
Opposite the galley is a huge head complete with separate shower stall. The sink and counter are a single fiberglass molding with a large sink and a high protective lip, making this part of the head infinitely more usable than the usual tiny oval sink.
Although at first glance there appears to be a great deal of storage in the head, much of the locker space is occupied by plumbing. The only locker really suited for linens is located in the shower stall, and is equipped with a latch which must be reached through a finger hole in the locker door. Water will inevitably find its way into this locker. The locker could easily be fitted with another type of catch, and ventilation holes could be bored through to the head compartment to help prevent mildew. The separate shower stall will make those unused to boat living far more comfortable, although some might prefer the additional storage space the boat had before the separate stall appeared.
Oddly, the water closet is tucked so far under the side deck that it’s impossible to sit upright on it. While you may argue that few people sit upright on the toilet, there will be plenty of cracked crania before you get used to the required position.
Another oddity is that the head door is louvered. Admittedly, there is little privacy in the head on any boat. Since the Landfall’s head is already well-vented by a cowl vent and an opening hatch, we’d eliminate the louvered head door to restore at least a bit of privacy.
The aft cabin makes a good owner’s stateroom, with large double quarterberth to port and chart table to starboard. Unfortunately, the chart table makes a better dressing table than chart table. There is no provision for the installation of instruments such as radio or Loran in the nav area. A shallow hanging locker occupies the space outboard of the chart table where these instruments would normally be mounted. It’s a poor hanging locker, since the garments face thwartships rather than fore and aft. The only thing you can see is the last item you put in. It is unusable as a wet locker, since you’d have to drag your foul weather gear over the chart table.
For serious cruising, we’d eliminate this hanging locker, using the space to mount radios, Loran, repeaters, and provide a bookcase for our navigation books. This has the serendipitous byproduct of allowing the shallow chart table to be made deeper, which it sorely needs.
What about hanging space? Well, here goes. Make the linen locker in the shower a hanging locker by eliminating or reducing the size of the holding tank under it. Or (we can see marketing people putting guns to their heads), eliminate the separate shower stall and create more storage. So much for redesign.
In the way of modifications, however, the nice double quarterberth is going to get soaking wet the first time a big one comes over the weather rail and water pours through the companionway when the boat is on starboard tack. In the same situation on port tack, the chart table will get soaked. A set of plexiglass screens on either side of the companionway should solve that one, and should be considered if the boat is to be used offshore. For shorthanded cruising, that quarterberth is the ideal place for the off watch, provided it can be kept dry. The necessity for keeping the sacrosanct nav station and its fragile electronics—and equally fragile navigator—out of the weather should be obvious.
The basic interior layout of the Landfall 38 is excellent for the cruising couple that likes a private cabin aft, and will sometimes entertain others for extended periods of time. As with most boats, a certain amount of fine tuning of interior spaces will be necessary to get the most out of them. The boat has a fair number of complex systems: hot and cold water, electric pumps, multiple tanks. In fact, the 16 circuits provided for in the electrical panel are almost all used up before you get to things like navigation and performance electronics. Fortunately, there is space for an additional electrical panel. You’re probably going to need it.
Conclusions
With an average used price for a 1984 model at around $70,000, the Landfall 38 is not a cheap way to go cruising. The price is typical of luxury performance cruisers in its class.
General design and construction are excellent. The hull is a proven design, the rig is efficient and strong. There are a number of design details that should be improved for serious cruising, notably the companionway, cockpit protection, life raft storage, and provision for shorthanded handling under sail.
A serious cruising boat must function as well bashing to windward for days on end as it does at the dock. Above all, it must keep its crew dry and comfortable. We have yet to find the perfect cruising boat, but many of the things we’d look for are found in the Landfall 38. We wish they were all there, but the fact that they aren’t is what keeps designers and builders in business.
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C&C LANDFALL 38: Cruiser With a Racing Pedigree
The Landfall 38 is one of a series of four Landfall models designed by Rob Ball and produced by C&C Yachts in Ontario, Canada, from the late 1970s into the mid 1980s. Unlike most C&C boats, which were designed as straight racers or racer-cruisers, the Landfalls were conceived and marketed as performance cruisers. They were a bit ahead of the curve and were not as commercially successful as they should have been, as many cruising sailors at the time still favored heavier more traditional designs.
The Landfall 38 was the most successful boat in the Landfall series–about 180 were built from 1979 to 1985–and today it makes an excellent choice for both coastal and bluewater cruisers looking for an older boat that is fast, comfortable, affordable, and well built.
C&C was a dominant player in the 1970s racing scene, yet managed to resist many of the design extremes inspired by the IOR rating system . The Landfall 38’s hull form, for example, is directly derived from an earlier C&C 38 racer-cruiser, and though very much a creature of the IOR–with a raked bow and fine entry, beamy midship section, and somewhat pinched stern–it is not extreme. Compared to the earlier 38, the Landfall has a longer shoal-draft keel and a much shallower spade rudder (draft is 5’ versus 6’1”), plus a nearly vertical transom (as opposed to an IOR-style reverse transom).
The Landfall is heavier and has slightly less sail area, but is said to sail nearly as well as its racing sister. The Landfall’s tall double-spreader rig (supported by rod rigging, no less) and narrow sheeting angles make it quite closewinded, even with its shoal keel. The boat also balances easily, has a light helm and a relatively smooth motion in a seaway, and is stiff in a breeze. It is generally fast and easily driven, as evidenced by the fact that the seemingly undersized standard 30 hp Yanmar diesel reportedly has no problem pushing the boat up to hull speed.
The Landfall also has a longer, fuller cabinhouse than its racing predecessor. The extra space inside is put to good use, and the accommodations are unique and well thought out. Most Landfall 38s feature a large athwartship aft cabin set off by a full bulkhead and door just forward of the companionway. In some cases there is an undersized double quarterberth to port and a single berth to starboard; in others the portside double is larger and there is a small nav station to starboard.
The space forward of the aft bulkhead, in the widest part of the boat, is dedicated to the head and galley, both of which are uncommonly spacious for a boat this size. The galley to port, laid out in either a U- or L-shape, has two deep centerline sinks and scads of storage space; the head to starboard on some boats even includes a separate shower stall. Forward of the galley and head is the saloon, with a fixed centerline drop-leaf table between the straight settees (a few boats have a fold-down bulkhead table instead), followed by a separate forward stateroom with a V-berth whose foot, alas, is a bit narrow for two large adults to share.
One significant drawback to the ambitious floor plan is that engine space has been short-changed to accommodate it. The engine is mounted backwards deep under the cockpit with a V-drive and is difficult, though not impossible, to get to. Access forward (to the back of the engine) is via a bureau assembly under the companionway that realistically can only be displaced after its drawers have first been emptied. Access aft (to the front of the engine) is via a small panel alongside the port quarterberth or through the starboard cockpit locker, which also must be emptied before the engine can be reached.
Unfortunately, funnels and hoses are normally needed to add fluids to the engine. The bottom line is that routine maintenance may seem too troublesome for some lazy owners to bother with. If buying one of these boats you should check the engine carefully; if you own one, you need to stay motivated about taking care of it. The engine space also lacks sound insulation, so the quarterberth (or berths) can be noisy when motoring.
Structurally the Landfall 38 is well put together and is certainly strong enough for offshore work. As on most C&Cs, the deck and most of the fiberglass hull are cored with balsa. This saves weight and stiffens the laminate, but the core is vulnerable to moisture intrusion over time. C&C pioneered balsa-sandwich construction in the mid-1960s and by the late ‘70s was very adept at it, and there have been few reports of major delamination problems on Landfall 38s. Evidently, however, fasteners for deck hardware may penetrate the core in some areas; prospective buyers should therefore make sure there is no significant core saturation on boats they are interested in. A new owner would be wise at some point to remount and rebed all hardware, making sure to seal off any exposed core with epoxy.
The deck joint, on an inward flange, is through-bolted and sealed with butyl tape, which is not adhesive and reportedly may leak eventually. The Landfall 38 rarely buries its rail while sailing so this should not be a huge problem. More bothersome are leaks around stanchion bases caused by uneven loads on backing plates that can’t seat flush on the narrow deck flange. To cure these it is necessary to build up a flush surface under the plate with some fairing compound and remount and rebed the bases. The ballast is external lead bolted to a strong keel stub. The mast is keel-stepped, and though the mast step is well designed to prevent mast-heel corrosion, the partners are prone to leak.
Other complaints about the Landfall 38 are relatively minor. Both the on-deck anchor locker and the anchor roller on the stem are a bit undersized (the former is impossible to cure, while the latter is not); the non-skid surface on deck is not very aggressive and eventually needs to be renewed; plus there is a fair bit of teak on deck that takes some work to keep up. Otherwise the fit and finish on the boat is very good and generally superior to that found on most production boats built around the same time. The Landfall 38 was an expensive boat to buy new in its day, but prices on the brokerage market are reasonable and the boat now represents an excellent value. With some patience and effort it is not too hard to find one in good condition.
Specifications
LOA: 37’7”
LWL: 29’7”
Beam: 12’0”
Draft: 5’0”
Ballast: 6,500 lbs.
Displacement: 15,000 lbs.
Sail area (100% foretriangle): 649 sq.ft.
Fuel: 30 gal.
Water: 103 gal.
D/L ratio: 259
SA/D ratio: 17.04
Comfort ratio: 26.28
Capsize screening: 1.94
Nominal hull speed: 7.9 knots
Typical asking prices: $45K – 70K
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Honest review! I have one of these great boats and find it very easy to single-hand when our family of four cruises out of the Merrimac River in Massachusetts. Cruising grounds have been Rhode Island up through Cape Small in Maine. We planned to go further but a job transfer to Europe (August 2011) has me selling my 1981 Landfall38 at $35K. It is on a mooring in Amesbury MA, soon to be put on the hard for the next several years unless her next owner takes it before 8/2/11. While the engine room is a draw back during maintenence, I find the layout more than makes up for it while cruising. this is a great 30 year old boat which get us out cruising afforadably. She has been well maintained and avoids the leaking problems noted here. Call Doug at 978-388-3724.
Is she still for sale. Thanks
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C&c 38 landfall review: racer is real cruiser.
In 1969, C&C officially formed. The four principles: Hinterhoeller Ltd., Belleville Marine Yard Ltd., Cuthbertson & Cassian, and Bruckmann. Ian Morch of Belleville was president. Cuthbertson ran design, Hinterhoeller production, and Bruckmann commissioning. After in fighting in 1973, Cuthbertson became president. Robbie Ball headed the design studio. Cuthbertson ran C&C and produced fast, sleek racers and racer/cruisers. C&C became an industry leader and the pride of Canada boating. Victory after victory with boats like Red Jacket increased the brand’s fame. But Cuthbertson had an awakening in 1977. These racers are fickle and not for the masses. He realized the big market was in cruisers. He decided to start the Landfall series. In 1979, Cassian would have a hard attack and die. Then, a corporate take over of C&C took place. Finally by 1986, C&C was in receivership. During this period, they built the 38 C&C Landfall. What a era and what a boat.
First Impressions When hauled out for survey, an owner told me, “She is a pretty boat don’t you think? Oh of course, she’s mine, but I think she has pretty lines.” The 38 landfall has a spoon bow, sharp fast lines and windows on her cabin trunk. Aft is a slight overhand stern with flat transom. Compared to their racers, she has a more cruiserly transom. The easiest way to mark a Landfall 38 or any Landfall is the teak trim. C&C made racers with stainless perforated toe rails. But, the Landfall series including the 38 have a teak trim.
Construction and What to Look For With the design in 1979, the Hinterhoeller yard stuck to the same innovative techniques that set C&C apart. The build is where C&C made up the speed. Known for their balsa cored hulls, the 38 Landfall is made the same way. She has a fully cored hull and deck. They have rod rigging to go even faster. One note surveyors look for is any wetness in the balsa cored hull and deck. While the surveyor found wet spots in the deck on an older 38 I saw. While tapping the hull, he whispered, “The C&C used balsa below the waterline.” Henry Mustin, a the author of Surveying Fiberglass Sailboats writes “if that sounds like a condemnation of balsa below the water, it probably is!” about the worthlessness of a wet balsa hull.
On Deck and Down Below She has cozy aft cockpit and nice easy to walkthough decks. The captain seat aft is one of those with a curved upward combings added in to make you sit up higher. Following the same lines, C&C enlarged the accommodations. Gone were the saloon berths and instead more ample settees and storage. Forward is the main V-berth. Aft is the saloon with a keel stepped mast, galley portside and head starboard. All the way aft is a double berth portside. Starboard on some is a half berth. Others have a nav station. Many convert the half berth to a nav station.
Engine and Underway With their heritage of racing, these cruisers were fast. “She’ll out sail any comparably sized boat,” as one owner touts.
Conclusion In 1980 after launching the 38, one C&C owners so enthralled with the brand launched a hostile takeover. Cuthbertson and others left soon after. The new president continued making the Landfall 38 until 1985. At that point, the company went under. C&C as known was gone. In the years since, C&C has reformed a couple times. Most recently Tartan Yachts and Tim Jackett control the rights to C&C. They continue to leverage the famous heritage of fast racer/cruisers. The 38 Landfall, now in 2009 30 years on, stand up well. They are great fast cruisers for reasonable prices. One note surveyors look for is any wetness in the balsa cored hull and deck. These C&C boats are great made and continue out race most other designs.
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Buying a 40 year old C&C 38
- Thread starter rma
- Start date Jun 13, 2019
- Forums for All Owners
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the op asked about how to close. i think he got his answer. as to if this would make a good cruiser. great choice if you trust these guys for advice. https://www.practical-sailor.com/reviews/boatreview/C_C_Landfall_38-1156-1.html
Kings Gambit
jon hansen said: the op asked about how to close. i think he got his answer. as to if this would make a good cruiser. great choice if you trust these guys for advice. https://www.practical-sailor.com/reviews/boatreview/C_C_Landfall_38-1156-1.html Click to expand
rma said: How should I go about the closing process? Should I just hand the marina a check for the full offer price with the "contingent upon survey" statement? Do I need to draw up some kind of contract for the contingency? Any advice or anecdote from similar experience would be very helpful. Click to expand
SBO Weather and Forecasting Forum Jim & John
I like some of your points @FastOlson but not all of them. Sure we like our own boats, at least some do. But the OP asked opinion. Is a 40 year old C&C38 a good boat for an "very adventurous and handy" plus "New to sailing. Hoping to cruise in the next 3 years" couple to buy for cruising in the Caribbean. As KG has suggested, maybe if it is in the Caribbean already and has been outfitted by an owner for that purpose. But that is not the case with the suggested offer price of $8K on a boat owned by the Marina Yard due to abandonment with a questionable ATOMIC4 gas inboard and a 20kg Rocna anchor in Connecticut. There are a lot of unforeseen hurdles in front of this person that he/she does not even know to ask about. I hope we would find ways to encourage their idea for adventure, yet sprinkle a few of the landmines to avoid.
FastOlson said: Posting too often: sign of a (mostly) armchair sailor. Click to expand
i feel for you dave
The OP gave us a plan to achieve a goal (cruise the Caribbean). Buying the C&C was one potential step in that plan. Advice was effectively asked on the whole plan; otherwise why would we get the whole plan? Nothing wrong with the goal. It’s just that the plan may need revision. That’s all.
Kings Gambit said: The OP gave us a plan to achieve a goal (cruise the Caribbean). Buying the C&C was one potential step in that plan. Advice was effectively asked on the whole plan; otherwise why would we get the whole plan? Nothing wrong with the goal. It’s just that the plan may need revision. That’s all. Click to expand
FastOlson said: Right on. Did not some general once state that "no battle plan survives contact with the enemy" or something perceptive like that? Click to expand
And the Germans in WW2 said it was pointless to study captured American war plans because we never followed them anyway.
Did not stop them from gathering them when they could.
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C&C 38 vs CS 36 Merlin
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Same year model. 1988. How do they compare?
Anyone? I know I can look up the performance differences, but was wondering about thngs such as build quality, durability, any inherent issues, etc.
I've sailed the C&C 38 of that vintage.. solid feeling, brawny boat but it has some pretty extreme IOR influence in the hull shapes. To my uneducated eye the CS 36 Merlin seems a more clean-lined shape, not as tailored to any rule. I know two CS Merlin owners - both very happy with their boats though one is reluctantly up for sale. T'were it me shopping I'd probably favour the CS - unless there's a big money difference.
Actually the CS is $10k cheaper, but 800 miles away. :/
Is it a C&C 38 or a C&C 38 Landfall...the boats aren't the same thing. For one, the galley is to starboard on the C&C 38, and to port on the Landfall. I've sailed on a C&C 38 a fair bit, and happen to like the boat a lot. Handles fairly well, maneuvers well under power and sail, etc. Draft is an issue with it, since it draws 6' or so, but not a deal killer, depending on where you're going to be sailing. The CS boats generally had very good build quality. I don't know the Merlin though... so can't comment on her specifically.
sailingdog said: Is it a C&C 38 or a C&C 38 Landfall...the boats aren't the same thing. For one, the galley is to starboard on the C&C 38, and to port on the Landfall. I've sailed on a C&C 38 a fair bit, and happen to like the boat a lot. Handles fairly well, maneuvers well under power and sail, etc. Draft is an issue with it, since it draws 6' or so, but not a deal killer, depending on where you're going to be sailing. The CS boats generally had very good build quality. I don't know the Merlin though... so can't comment on her specifically. Click to expand...
I may be biased (I own a 88 Merlin and have had it since 1988). Great boat. Go for the Merlin.
Both C&C, at the time, and CS were high quality builders with decent construction techniques and materials. If it is a C&C 38 Mk III, I believe it's got rod rigging, unless it was replaced, and is probably overdue for new standing rigging. Rod rigging can be tricky to inspect and can fail without much warning, unlike wire rigging. Both should be pretty good boats and fairly comparable in many ways. The C&C is going to be a bit faster, as it is a larger boat with a greater SA/D IIRC. It will also have a bit more room. I like the C&C 38 Mk III a lot as monohulls go... How are the two boats equipped? How are the prices??
sailingdog said: Both C&C, at the time, and CS were high quality builders with decent construction techniques and materials. If it is a C&C 38 Mk III, I believe it's got rod rigging, unless it was replaced, and is probably overdue for new standing rigging. Rod rigging can be tricky to inspect and can fail without much warning, unlike wire rigging. Both should be pretty good boats and fairly comparable in many ways. The C&C is going to be a bit faster, as it is a larger boat with a greater SA/D IIRC. It will also have a bit more room. I like the C&C 38 Mk III a lot as monohulls go... How are the two boats equipped? How are the prices?? Click to expand...
The C&C 38 has a balsa bottom (beware) and build quality was highly erratic. Unless its already been done you will have to rip out the entire AC system and start again. The CS are by far the best built of the Canadian boats but the Merlin has a significant flaw, the liner can separate from the hull around the mast step. The first sign of this shift is in the cut outs under the seat at the starboard settee. If you see fractures in the liner running from the corners of these cut outs go look at another boat. CS almost always t'd the propane locker drain into a scupper line which is unsafe. The Merlin will likely also have solid core copper AC conductors.
I am a little biased as I have owned our C&C35 MKIII for 20 years and have found very few boats in its size range which are crossovers (racer/ cruisers) that can out sail it. It also Is comfortable for cruising and has superior joinery and is well thought out as Saildog has described. The issue of the basa cored hull is really non issue, and btw not all C&C are cored. If it is one of the cored hull, check on its integrity. These cored hulls were made with sandwiched with very thick laminate and have very little problems over the years with water. Top decks is another story. The end grain basla core is what gave it strength and lightness and why the C&C 35 MKIII or C&C 38 MK III will be a turn faster than the CS Merlin in all points of sail Hence the 117 to 126 phrf ratings. The C&C jib tracks are further in closer to the coach roof therefore its pointing ability is better when close hauled than the CS. Another consideration is if the model has a k/c like mine does. If so it has more flexibility in where you can cruise it as well. As far as the CS being the "best" Canadian Boat built, I would beg to differ with that analysis. I certainly do not put them above the C&C of that era. Both are good boats. There is a reason there are so many of these C&C still around...had the core been a problem that would not be the case. As in buying any boat a good inspection and survey is the most important determining factor. I would go for a balsa cored DRY C&C before and boat not similarly cared for. Both are good boats. Get the one which was best taken care of and do not be scared off by the general brush strokes painted of the C&C cored boats by the one poster on here. Dave
My "general brush strokes" are based on 100 surveys of C&C's and 93 surveys of CS's. All C&C's over 33' have balsa cored bottoms according to George Cuthbertson and confimed in every survey of these boats that I have done.
You may well be right for the 36s, the 38s the 41s etc. I am not sure of any of them but the MK 1 and Mk II 35s had solid glass hulls and cored decks. No ifs ands or butts about it. The 35 MK III is a much different boat and had a cored hull.
Gary M said: You may well be right for the 36s, the 38s the 41s etc. I am not sure of any of them but the MK 1 and Mk II 35s had solid glass hulls and cored decks. No ifs ands or butts about it. The 35 MK III is a much different boat and had a cored hull. Click to expand...
Again my point is that just because they are balsa cored does not make them inferior or suspect as you keep implying. There are plenty of DRY C&C boats and they are superior or equal to a DRY CS was the point I was making. Thats why your comment about the balsa cored hull was superfluous. I do not challenege your ability to survey or that they are cored, just if it is a sound hul....it is a sound hull...makes no difference cored or not. Again I DO challenge you statement that the CS is the best Canadian Boat. I beleive they are equal with the C&C being a faster boat in general. Facts seem to prove that.
chef2sail said: Again I DO challenge you statement that the CS is the best Canadian Boat. I beleive they are equal with the C&C being a faster boat in general. Facts seem to prove that. Click to expand...
Ha Maine...I was wondering how long it would take for you to weigh in with your perfect boat. I am humbled by your anaylsis and years of experience. I have only have 30 years of sailing. Having sailed with others on their boats across the Atlantic a few times when younger and some cruising like the 1500 and races to Bermuda and Newport over the years, I realize my qualifications to judge boats may not quite be up to yours or Boatpokers. I have only owned 3 boats, A 27 Tartan....28 Islander.... and my current boat of over 15 years our C&C 35 MKIII. Forgive me for voicing obviously biased opinion. Your finidings about the CS were spot on. I must have gotten the only good dry C&C made. Funny I moisture tested 4 other C&C;s before I bought this one and none of them had moisture problems at all. And Boatpoker you are dead wrong...not all have basla cored hulls. I wanted a small racer/ cruiser which was not slow...and was well made. The other boats I had narrrowed it down to before I bought my current vessel..a 36 CS....a 34 Sabre....and a 37 Tartan all had issues. The worst of which was the CS, which you aptly described as having so many small attentions to detail, the PO had destroyed it by putting enough homemade Rube Goldberg contraptions on it that it looked like a Mr Magoo Christmas tree. It really goes to the main(e) point that I was making that it all depends on the vessel you are looking at. Sure you can quibble about boats when they are new about the difference in build quality between an A and a B+ which all four of these boats IMHO were. And some of that build quality translates through the years to longeveity of the boat, but when buying a 20-30 year old boat it all depends on how the boat was taken care of. The CS I looked at certainly did not look like yours under the sole. It was a wreck. As many have posted on here before you need to get a good surveyor...and a thorough survey. I narrowed our choice 15 years ago to these four boats and bought the one in the best condition I could find. I was partial and narrowed it to these four boats as the designers as well as builders had good reputations and built quality boats which fit the needs I had. No boat is perfect..and 15 years ago a turn of speed was important as I was heavily into racing, and the C&C 35 MKIII was very competitive (and still is) yet comfortable for a 3 week coastal trip. Our boat has traveled to New England 15 times from the Chesapeake as well as been to Bermuda and Florida. She has stood up well to the test of time...and really we have constantly improved her with upgrades and new systems as older ones got outdated or wore out. All these should be considered in additon when buying an older used boat, but only after the basic integrity of the boats hull...and engine. Whomever gets our boat when we sell her will get a well maintained upgraded boat. (BTW its hard to think about parting with her,,even though we will go larger she has been part of the family for so long) We are currently undergoing the same analysis as we are looking for our final boat as retirement is comming in 5 years and we want to cruise to the Bahamas regularly. Speed is no longer the driving force it was 15 years ago, but I dont want a total barge either. We have narrowed our short list down to late 80s early 90s 45.5 Baltic, 44 Hylas, Tayana 42 and 43 Hans Christian Christina. We have looked at some already, but are looking for one which is in as good a condition as the C&C we bought 15 years ago. That is really the deternmining factor, once you narrow it down to 3 or 4 designs. Dave
chef2sail said: And some of that build quality translates through the years to longeveity of the boat, but when buying a 20-30 year old boat it all depends on how the boat was taken care of. The CS I looked at certainly did not look like yours under the sole. It was a wreck. As many have posted on here before you need to get a good surveyor...and a thorough survey. Click to expand...
Maine Sail said: All that being said the C&C is a great high quality boat, as is the Merlin, so I would base any assessment on current condition & maintenance. Click to expand...
chef2sail said: We are currently undergoing the same analysis as we are looking for our final boat as retirement is comming in 5 years and we want to cruise to the Bahamas regularly. Speed is no longer the driving force it was 15 years ago, but I dont want a total barge either. We have narrowed our short list down to late 80s early 90s 45.5 Baltic, 44 Hylas, Tayana 42 and 43 Hans Christian Christina. We have looked at some already, but are looking for one which is in as good a condition as the C&C we bought 15 years ago. That is really the deternmining factor, once you narrow it down to 3 or 4 designs. Dave Click to expand...
chef2sail said: We have narrowed our short list down to late 80s early 90s 45.5 Baltic, 44 Hylas, Tayana 42 and 43 Hans Christian Christina. Click to expand...
Electrophysics CT33...
We own and use an Electrophysics GRP 33 Marine Moisture meter. We probably will not use it on the bottom of the boat during a standard pre-purchase survey (unless it is a dry-stored boat). They are useful to assess moisture intrusion into cored decks, or in wood cored transoms or stringers. Most people, including many surveyors, do not understand the workings of moisture meters or the constraints necessary to achieve a reliable reading on a boats hull. Moisture meters for use on fiberglass hulls are essentially radio transmitters/receivers. The measurement actually being made is dielectric constant or AC conductivity, which is affected by type and thickness of bottom paint, trapped water in the paint, thickness of gel coat, thickness of laminate, resin/glass ratio, as well as absorbed water. The "Code of Practice for the Measurement and Analysis of the Wetness of FRP Hulls"* specifies the methods necessary. These include: The hull surface must carefully cleaned. A large number of random 4" x 4" areas of the hull must have paint or other coating removed down to the gel coat. The vessel should be out of the water at least 24 hours. Minimum number of measurements must be = approx. one per sq. meter (3.3 feet) or 50-100 on the average 35-40 foot boat. * International Institute of Marine Surveyors (1998) Witherby & Co., London, 17p. Click to expand...
good luck
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Toward perfecting the racer-cruiser.
I've said it's tough to design an effective racer-cruiser today; I did not say it was impossible. As evidence that it is very possible, I offer the new C&C 38.
In this case it is hard to tell which came first, the hull or the interior. The designer can draw the ultimate hull for an overall length and rated length, then put whatever interior he can in it, or the designer can draw the interior dictated by the marketing division, the wrap a hull around it. It is usually pretty easy to tell which came first, but not with this design. We have here a hull closely oriented to IOR measured points, while encompassing an interior that is pure cruise and schmooze. The newest C&C is an honest effort to give you a boat that can win in your local races on corrected time without giving up any creature comforts.
Considering the skill of the C&C designer headed by Rob Ball, the result should do the job. Start with the draft. The 38 draws a whooping 7 feet 6 inches. Nothing helps like a deep keel. But if you can't cruise in your area with that much draft, you have the option of choosing a center board model or the new wing keel model. This boat is not a lightweight. The D/L ratio is 223 and this puts it toward the heavy end for a racing boat and the medium-light end of the cruising boats.
The general shape is very angular and hard in order to take advantage of the IOR. The waterline beam is quite narrow but the midships shoulders at the "B" point should make the boat harden up very quickly. The entry is very fine with a half angle of 21 degrees, which in itself is not extremely fine, but this angle is carried into the topsides and swells to a mere 23 degrees at the sheer. The bow shows an interesting shaved stem. The beam has been carried aft to a broad and flared transom. Note the long ventral find forward of the rudder. This find runs almost to the trailing edge of the keel filet, which is also drawn out. The bottom is flat from station .5 all the way to the transom.
Below we find all the necessary components and few tricks or novel areas. It is, in fact, basic layout A just smoothed and refined. This is fine. Basic A is hard to beat. Note the bulkheads angle like the Baltic series. To appreciate a C&C interior it is not enough to study the drawing; you must study the individual molded interior components to see the refinement. The detailing of this interior is as "turbo" as an interior from France, while keeping the layout consistent with what we have learned works best for a variety of uses. There are pilotberths port and starboard in the main cabin, with the option of eliminating the port pilot berth and substituting a row of lockers.
The sail plan shows three spreaders and no babystay. The sail area to displacement ratio is 19.44 using the "half loaded" displacement. Once again the combination of hull shape and deck shapes is extremely well orchestrated by the C&C group.
It's easier to draw more attention to a design by stretching out a clipper bow or "?wicked old witch's cabin in the woods" styling techniques. You can always find design excitement at the radical ends of the design spectrum. If you tread the delicate middle area that C&C does it is harder, but if you study the market carefully, you will find that the C&C approach covers a very wide and appreciative band of sailors.
| LOA | 37.55' |
| LWL | 31' |
| Beam | 12.8' |
| Draft | 7.6' |
| Displacement | 14275 lbs. |
| Ballast | 6246 lbs. |
| Sail Area | 729 sq. ft. |
"Bob Perry's design reviews are available in book form. Five volumes of his work, going back over twenty years, have been assembled. Information on ordering these books is available from Sailing Magazine , www.sailingonline.com or by e-mail at [email protected]."
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Tag: C&C Landfall 38 Review
C&c landfall 38 review.
Today, the C&C Landfall 38 is a fantastic 38 foot cruiser, if you can get over it's wood cored hull. The C&C Landfall 38 is a masthead sloop designed by Robert Bell of C&C Yachts, built from 1979 to 1985. The Landfall 38 was designed for the cruising market and not for racing, which means that its... Continue Reading →
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The C&C Landfall 38 was the midsize boat in the Canadian company's three-boat Landfall range, which also included a 35- and a 43- footer. This series was produced as a distinct line until 1987, when the Landfall name was dropped. Unlike other C&Cs, whose interior and deck layouts are designed for racing as well as cruising, the Landfalls are ...
The 38 draws a whooping 7 feet 6 inches. Nothing helps like a deep keel. But if you can't cruise in your area with that much draft, you have the option of choosing a center board model or the new wing keel model. This boat is not a lightweight. The D/L ratio is 223 and this puts it toward the heavy end for a racing boat and the medium-light end ...
Today, the C&C Landfall 38 is a fantastic 38 foot cruiser, if you can get over it's wood cored hull. The C&C Landfall 38 is a masthead sloop designed by Robert Bell of C&C Yachts, built from 1979 to 1985. The Landfall 38 was designed for the cruising market and not for racing, which means that its design is only partially flawed by the ...
It takes into consideration "reported" sail area, displacement and length at waterline. The higher the number the faster speed prediction for the boat. A cat with a number 0.6 is likely to sail 6kts in 10kts wind, a cat with a number of 0.7 is likely to sail at 7kts in 10kts wind. KSP = (Lwl*SA÷D)^0.5*0.5
The Landfall 38's decks are well laid out and uncluttered. Side decks are wide, and rigging shrouds are well inboard to allow easy passage fore and aft. There is an anchor well on the foredeck that will need a good latching method retrofitted if a prior owner has not already done so. The cockpit is T-shaped with a large diameter wheel.
Used sailboat review of the C&C Landfall 38. The Landfall 38 is one of a series of four Landfall models designed by Rob Ball and produced by C&C Yachts in Ontario, Canada, from the late 1970s into the mid 1980s. Unlike most C&C boats, which were designed as straight racers or racer-cruisers, the Landfalls were conceived and marketed as performance cruisers.
With. 80 | BOATWORKS FALL 2006. asking prices ranging from below $50,000 to just over $70,000, the Landfall 38 is solid value on the used-boat market. George Cuthbertson and George Cassian began building and selling boats under the C&C name in the mid-1960s. Their timing was perfect—at least for a while.
C&C Landfall 38 is a 37′ 6″ / 11.5 m monohull sailboat designed by Robert Ball and C&C Design and built by C&C Yachts between 1979 and 1985. Great choice! Your favorites are temporarily saved for this session. ... The LANDFALL 38 shares the same hull design as the C&C 38-2 but with a shallower keel, shorter rig and entirely different ...
The LANDFALL 38 shares the same hull design as the C&C 38-2 but with a shallower keel, shorter rig and entirely different interior. Built at C&C's Rhode Island (USA) plant. Sailboat Forum. View All Topics: ... A sail area/displacement ratio below 16 would be considered under powered; 16 to 20 would indicate reasonably good performance;
The 38 landfall has a spoon bow, sharp fast lines and windows on her cabin trunk. Aft is a slight overhand stern with flat transom. Compared to their racers, she has a more cruiserly transom. The easiest way to mark a Landfall 38 or any Landfall is the teak trim. C&C made racers with stainless perforated toe rails.
But the OP asked opinion. Is a 40 year old C&C38 a good boat for an "very adventurous and handy" plus "New to sailing. Hoping to cruise in the next 3 years" couple to buy for cruising in the Caribbean. As KG has suggested, maybe if it is in the Caribbean already and has been outfitted by an owner for that purpose.
The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for C&C 38 Mk III is about 246 kg/cm, alternatively 1382 lbs/inch. Meaning: if you load 246 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1382 lbs cargo on the boat it will sink 1 inch.
The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for C&C 38 Mk II is about 221 kg/cm, alternatively 1238 lbs/inch. Meaning: if you load 221 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1238 lbs cargo on the boat it will sink 1 inch.
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! ... I've sailed the C&C 38 of that vintage.. solid feeling, brawny boat but it has some pretty extreme IOR influence in the hull shapes. ...
The 38 draws a whooping 7 feet 6 inches. Nothing helps like a deep keel. But if you can't cruise in your area with that much draft, you have the option of choosing a center board model or the new wing keel model. This boat is not a lightweight. The D/L ratio is 223 and this puts it toward the heavy end for a racing boat and the medium-light end ...
Registered User. Join Date: Dec 2014. Location: Portland, Maine. Boat: 1970 hinckley 38 / 1975 john alden boothbay challenger 58. Posts: 286. Re: talk to me about the C&C landfall 38. yep balsa core, the C&C boats have a reputation for good quality and I am of course planning on having a survey conducted. 21-12-2014, 08:31.
C&C 38-2 is a 37′ 6″ / 11.5 m monohull sailboat designed by Robert Ball and C&C Design and built by C&C Yachts starting in 1975. Great choice! Your favorites are temporarily saved for this session. ... Most of changes made on the C&C 38-2 over the earlier model involved IOR optimization. Suggest Improvements Source: sailboatdata.com / CC BY ...
C&C Landfall 38 Review Today, the C&C Landfall 38 is a fantastic 38 foot cruiser, if you can get over it's wood cored hull. The C&C Landfall 38 is a masthead sloop designed by Robert Bell of C&C Yachts, built from 1979 to 1985.
Boat: C&C 38 Infinity. Posts: 1. I've owned an early C&C 38 for 4 years on SF bay and have found the boat to be my ideal cruiser. I haven't experienced difficulties downwind in large following seas that I expected from reading the forums about C&C's The boat loves heavy air and feels like it is on rails yet moves right along in light air.
The boat has a PHRF racing average handicap of 14 with a high of 123 and low of 102. It has a hull speed of 7.26 kn (13.45 km/h). [1] [5] C&C 38-2 This model was introduced in 1975, with 98 examples built. It was a development of the 38-1, optimized by C&C Chief of Design Robert W. Ball [6] for International Offshore Rule racing. It has a ...
Specifications and Review of C&C 38 based on the boat's specifications and artificial intelligense. ... The SA/D for C&C 38 with ISO 8666 reference sail is 17.2, with a 135% genua the SA/D is 20.8. Low High 50% 0 50 100. The SA/D ratio indicates that it is faster than 50% of all similar sailboat designs in light wind.
Find more information and images about the boat and contact the seller or search more boats for sale on YachtWorld. ... Launched in July 2021 as hull N 9 of Leonardo Yachts' Eagle 38 series, ... Reviews. 4.9. Based on 374 reviews. Vann, South Carolina ...
C&C 38-3 is a 37′ 6″ / 11.5 m monohull sailboat designed by C&C Design and built by C&C Yachts starting in 1985. Great choice! Your favorites are temporarily saved for this session.
The boat has had some updates over the past year including new electronics and new Helm chairs in 2024. ... 2024 Viking 38 Billfish. Request price. Mullica Hill, New Jersey. 2023 Invincible 33 Open Fisherman. ... Reviews. 4.9. Based on 374 reviews. Vann, South Carolina ...