c&c landfall sailboat for sale

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Edwards Yacht Sales

• 866.365.0706

1984 C&C Landfall

• Cape Coral, FL, US

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This blue water vessel is now available to new owners. Temptation Won is a highly desired C & C 43 Landfall has had two owners since new. She has been enjoyed and well cared for her since 1991 by the current owner who has no time for sailing. Canadian built fiberglass hull with a highly regarded C & C design. This center cockpit vessel is a comfortable cruising vessel which can be a live aboard for winter visitors.

Two centerline berth staterooms with two heads and additional double berth when the dining table adjusts lower. One additional captains mid-berth and the straight settee for a total of eight berths.

Upgraded Perkins 80hp diesel engine  ( 1991)with only 1436 original hours. Inverter/charger, A/C, Autopilot, GPS, Depth.  NEW BOTTOM PAINT JUNE 2016 !

Don't miss this reasonable priced blue water cruiser!

Specifications

Descriptions, basic information, dimensions & weight, tank capacities, accommodations.

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When stepping aboard you will first notice comfortable and easy to walk around deck areas. The center cockpit has seating for eight under the Bimini top. There are two access hatches,  one to the salon forward and other to the aft master stateroom in the cockpit area.

Descending down the salon ladder the galley on port and with the u shaped convertible settee . Opposite is another build in straight settee on starboard with storage above. Plenty of storage lockers and areas surround the entire salon area. The chart table is on starboard aft with a pull out round seat. 

Moving forward is the guest stateroom with a centerline double berth, hanging locker and storage areas and a private entry into the guest head. Additional storage above and below the guest berth. The forward head has a rounded cabin enclosure and features a Lectrasan toilet, vanity and shower.

Transitioning aft from the salon via the below deck companionway is the captain's berth on starboard and the engine compartment centerline. Note there is great access to the engine areas. The captains berth could be repurposed for additional storage or equipment for future owners.

Total berths can be eight including the captains berth and convertible dinette.

Upon entering the master stateroom you find again a centerline double berth with storage on both sides for the berth. The master head is forward and adjacent to the engine compartment and has a separate walk in shower compartment. This head features a marine toilet.

Overall this is a big boat with lots of room.

U Shaped Galley that is well appointed with storage needed and cooking equipment. Hillerange three burner propane gimbaled stove with oven. Pot brackets for stove included. 10# aluminum and 20# steel propane tanks. Double bowl stainless sink and double compartment Sea Frost engine driven mechanical refrigeration and Technicold holding plate.

Danforth Compass, Datamarine Corinthian depth/speed, VHF at helm and navigation station and an emergency VHF antenna. Apelco wind indicator.

Stereo system with speakers throughout.

There is a Raymarine RL70 Radar/GPS/Plotter with Florida/Bahamas chip included but not yet installed with this sale. Apelco wind indicator- analog not also not installed.

Navico Autopilot w/remote control.

Davis 15 masthead windex.

12V Main Breaker Panel at the chart table.  

Both 110 and12v electrical interior service. 50' 30amp shore power cord new. 110 amp  alternator, two 4D batteries, one 8D engine start battery and misc. courtesy lights. Freedom 2500 Inverter/Charger. Batteries are only two years old.

Edson mechanical steering with autopilot, bilge pumps both automatic and manual.

16,000 BTU reverse cycle Marine Air Conditioning.

Hot and Cold pressurized water system.

10 gal electric water heater, electric and engine heated. 

June 2016 one new 8D starting battery and two new 4D house batteries installed.

Engine driven mechanical refrigeration.

Perkins 80hp diesel engine new in 1991 and only 1436 original hours. Direct drive with velvet drive transmission. Owner has complete service records.

Engine controls are conveniently located in the cockpit adjoining the helm.

June of 2016 seacocks serviced with two new ones installed. Also forward engine mounts replaced with engine/shaft alignment. New raw water pump installed.

Standing rigging is Navtec rod in excellent condition. 5/8" solid stainless rod Hyde Streamstay roller genoa roller furling. Sail Area is 796 sf. All sails are in serviceable condition. Main sail cover is new.

Main sail has two reefing points and the genoa is a 135.

Stainless destroyer steering wheel.

Winches are Genoa- Self tail Barient 32, Main - Self tail Barient 23, Main Haylard - Self tail Barient 23, Jib/Chute - Barient 24 and Outhall - Barient 24.

New leather spreader boots. Some chain plate work has been performed.

Helm wheel cover is new.

All fiberglass decks with a minimal teak accents and rails to maintain. Double safety lines with gates and SS stations. Other features include boarding ladder, two Bruce anchors and 200' of rode, anchor davit, bow pulpit and rails with seat, Bimini Top and full cockpit enclosure.  

Coast Guard safety package including life ring, flares, life jackets. Misc. fenders, mooring lines, older Plastimo life raft - 6 man with expired certification.

There are two large hatches one to the salon and the other to the aft stateroom, two medium hatches, fire opening ports, four ventilation dorados, cockpit cushions, teak cockpit table, wash down system, Force 10 grill. These hatches are constructed for easy acrylic panel replacement.

Included but not installed is a electric Lowrance Windlass with rode counter.

June 2016 the hull was bead blasted and two coats of Interprotect barrier and top coat applied.

The following items are also included:

Dingy Davits with some pieces missing, Spare plumbing parts, spare diesel filters, small electric cabin fans, spare faucet for rear head ( used but nice), which kit & lube, spare parts for lectrasan including both motors, spare mascerator pump for aft head, two spare Dorade vents,

New front navigation light, spare lamps for spreader lights, spare Jabsco pump for shower sumps, grizzly fittings to connect pex tubing to the polybutylene tubing.

The vessel also includes the original build file from C & C factory when originally purchased as well as the manual for the boat, lectransan, marine a/c, roller furling, documentation file etc.

Although most equipment is original this C & C has been well maintained by this current owner since 1991. She is a seasoned offshore vessel with several trips to the Bahamas.

The C & C brand is well documented as a safe and proven cruiser with better speed than most other brands of this size and generation.

Recent work includes bead blasted bottom with new barrier coat and top coat of paint.

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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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 35

C C Landfall 35 Boats for sale

1984 C&C Landfall

Northport, New York

Make C&C

Model Landfall

Category Cruiser Boats

Posted Over 1 Month

1984 C&C Landfall The 35 Landfall was designed with the cruising sailor in mind, but with good sailing capabilities in mind as well. This particular 35 has been very well maintained over his ownership with very good sails and newer bimini. The vessel is in great shape considering her age, as is her bright work. Her Awlgrip dark blue hull will turn heads in any marina.  An easily handled boat with wonderful accommodations. This very clean vessel is a must see if you are in the market for a beautiful turn-key sailing yacht! Please call our office to make an appointment to see this special and reasonably priced vessel. She is ready to sail away-

1982 C&C Landfall 35

Rochester, New York

Model Landfall 35

1982 C&C Landfall 35 Roller Furling, Yanmar Diesel, Dodger/Bimini, 4' 10" Draft, Cruising Spinnaker

35' C & C 35 Landfall

Gig Harbor, Washington

PRICE REDUCED another $5,000, come take a look! Trillian is a well maintained and equipped C&C She performs very well as C&C sailboats do. There are a number of extras like a good bosun's chair, spare steering cable, spare mast boot, mast steps, two anchors with chain and rode, rod rigging, and much more. She is a must see and will not loast long on the market. http://www.yachtworld.com/core/listing/pl_boat_full_detail.jsp?slim=broker&boat_id=2380503&ybw=&hosturl=gigharbor&&ywo=gigharbor&&units=Feet&access=Public&listing_id=980&url=&hosturl=gigharbor&&ywo=gigharbor&

Annapolis, Maryland

1982 C&C Landfall 35 Classic C&C lines with a longer shallower keel for more stability and tracking capabilities than the normal C&C's of the era. Spirit has been well kept and her most desirable feature is that the owners have just installed a new Yanmar 3YM30 that only has 175 hours on her. This 35 is going to be hard to beat for less than 40k. Fresh bottom paint and polished shaft and prop with speed cote.Owner will consider partially financing the boat

Astoria, New York

1984 C&C Landfall The 35 Landfall was designed with the cruising sailor in mind, but with good sailing capabilities in mind as well. This particular 35 has been very well maintained over his ownership with very good sails and newer bimini. The vessel is in great shape considering her age, as is her bright work. Her Awlgrip dark blue hull will turn heads in any marina.  An easily handled boat with wonderful accommodations. This very, very clean vessel is a must see if you are in the market for a beautiful turn-key sailing yacht! Please call our office to make an appointment to see this special and reasonably priced vessel. She is ready to sail away-

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C & c landfall 43 1983 boats for sale & yachts, c & c boats review and specs.

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CARPE DIEM is a shoal draft C&C Landfall 43 sloop built in Rhode Island with all of C&C’s strong, quality construction and design know-how. CARPE DIEM is a proven center cockpit cruiser that delivers safety and strong performance under both power and sail. Her modest draft (5’6″) expands her cruising area over other yachts of similar size. Two cabins, each with a head and shower, provide ample sleeping accommodations while a spacious salon and an interior paneled in top-quality teak create an elegant and comfortable space. 7 Lewmar hatches and 13 opening ports provide good ventilation even in the tropics. Price Reduced! Make Offer!  

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• C&C Landfall 35 for Sale **2020 New C&C Landfall Sailboats

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1984 43' C & C 43 Landfall

• Description

Seller's Description

C & C Landfall 43 1984

Pro Furl Roller Furling- Lazy Jacks and Stack Pak

Mermaid Marine AC/Heat, Diesel

Sky blue hull & matching full canvas. Excellent condition inside and out. This is a great family cruising boat with lots of interior accommodation and great sailing performance as well. This boat can take you anywhere and is ready to go.

ACCOMMODATIONS:

Full galley to port of companionway with Hillerange 3 burner stove and microwave Navigation desk with seat to starboard U shaped dining area with table to port in main salon converts into double berth Full length settee to starboard V berth is forward with hanging lockers to port and head with shower to starboard Pass through to aft cabin is starboard of companionway with workbench convertible to single pilot’s berth with drawers and access to engine compartment Large aft owner’s compartment with head and separate shower compartment, hanging lockers and drawers Heads replaced in 2006 Cushions redone in 2010 Multiple smoke and carbon dioxide detectors SeaFrost Refrigeration driven both by engine and 12v system 2006 16500 BTU Mermaid Marine Air Conditioning/Heat

Equipment: Center cockpit has fairly new full canvas and Isinglass enclosure connected with bimini and dodger Cockpit cushions New grill on stern rail

Top sides are beautifully finished in Sky Blue Awlgrip (2005) with light blue canvas Bottom done in 2016 10 opening port holes and 7 Lexan hatches with covers Fixed stern ladder Outside hot/cold shower

ELECTRONICS:

12v system for navigation, cabin lights, refrigeration and instruments 110v AC connection with interior outlets throughout Mermaid Marine 16500 BTU Air Conditioning/Heat 2011 16 mile Fumo Radar VHF Raymarine ST60 wind/speed/depth 2011 New 4 x 4D Gel Cell House plus 1 x Group 31 Starter Batteries 2019 Raritan 6 gal water heater 2011 12v Ideal windlass with foot switch 26 in flat screen TV 2008 6 speaker CD/AM/FM/MP3 Player 90 amp engine alternator with regulator and 130 amp Freedom 35 inverter/charger

SAILS/RIGGING:

Rod Rigging Main, new 140 genoa and spinnaker in good condition Pro Furl Roller furling (2007), lazy jacks and stack pack Running rigging in good condition Garland Ridge Boom Vang 2010

1995 Westerbeke 70 HP (upgrade from standard 58 HP) Transmission rebuilt in 2011 3 blade Campbell Sailor Prop 2011 1.5 in SS prop shaft with PSS dripless bearing 2004

Rig and Sails

Auxilary power, accomodations, calculations.

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 √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

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

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

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

Displacement / Length Ratio

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

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

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 Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

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)

Available as sloop or ketch.

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