The Landfall 35
by Kurtis Samples
Accredited Marine Surveyor
C&C Yachts manufactured the 'Landfall' series primarily for the charter industry. But in the C&C sales
brochure, it was advertised as the 'Couples Cruiser'. The C&C Landfall 35, was produced from 1981 to
1985 and was manufactured at their Rhode Island plant. From 1971-1975 they also built a 35' Sloop but
was designed as a cruiser/racer having a fin keel, small spade rudder and was manufactured in Canada.
The Landfall 35 was built with two distinctly different cabin interior arrangements. The first arrangement was the traditional layout where it had a v-berth, the Head, Port & Starboard (P&S) settees'
& a portside quarter berth.
The second arrangement was an entirely new concept, for there was no v-berth. Instead, forward of the
mast, C&C designed a large V-shaped settee with convertible dinette table. Once the table was dropped
in-place, it converted into a very large, and comfortable, sleeping berth, with the ability to lay and look
out the forward hatch to gaze at the stars.
This second arrangement is the one we are reviewing and the yacht's name is 'Sea Breeze'. But remember
the hull, deck, mast and the sailing characteristics are the same for either models.
The hull exterior is ¼" FRP, consisting of hand laid mat & roven woven saturated in resin and has 1/2" end
grain balsa coring. The coring is strategically placed amidship at the widest part of the hull, and starts at the leading edge of the keel, going aft to end at the turn of the hull forward of the rudderpost The
balsa coring starts some six inches from the turn of the hull bottom where the keel box is and extends out & up stopping at the waterline. Inside is another 14" of FRP, encapsulating the coring, making
the hull one (1") inch thick in the cored area (a properly balsa cored boat increases the hull strength by 50%).
She has a shoal draft keel, partial skeg rudder with a keel stepped mast.
While afloat one notices her pronounced bow, giving her the ability to take waves. Her grace-full sheer lines,
slight up-swept transom, moderately wide beam and a tucked in coach house. In the eyes of a navel architect,
this equates to sea keeping abilities.
The deck & cabin top is solid FRP, with encapsulated balsa or plywood coring in the high stress areas. The
forward deck has an aluminum anchor roller, 1" stainless steel (SS) safety rail with a teak step/seat, a large
rode locker with access to the bow chain plate and the hull/deck bolts. In-fact, upon further inspection all
of the hull/deck bolts are accessible and are spaced every eight inches.
The side decks are 15" wide and have a molded-in, two-inch tall toe rail w/a teak toecap. There are 5 port
& 5 starboard, 1" SS stanchions w/upper & lower lifelines. The inner & outer shrouds are 3/16" Navtec rod
rigging, attached to centrally located chain plates. There are no forward or aft inner shrouds.
The cabin top is somewhat plain with regards to aesthetics. But while under sail ranks high in serviceability
when taking care of the mainsail. For it is wide and has minimal protrusions to get under foot that could
cause one to slip. Mounted on the cabin top are two teak dorade boxes with cowlings protected by a SS
guard, a 24" x 24" smoked plexiglass hatch, mast partner, a 20" x 20" center hatch flanked by two more
dorad boxes with cowlings, a small hatch over the Head and teak handrails. In the after section of the cabin
top is a molded spray hood, also designed for a dodger. The cabin entrance is offset to port and has a sliding
smoked plexiglass hatch with a one-piece mahogany pen board.
The oval cockpit is large, measuring 64" x 104", has a 7" tall coaming with Barient #25 self tailing winches,
the traveller, Edson pedestal steering and seating for eight adults. The instruments consist of; a knot meter,
wind speed & direction indicator and a depth gauge. Mounted to the steering pedestal is a (removable) teak
cockpit table that measured; 5,5 "long by 12" wide. Mounted to the aft coaming is a 1" SS safety rail. All of
the deck hardware is through bolted. The cockpit has four hatches; the portside hatch opens-up to a very
large sail locker with access to the engine/water beater/steering. The second hatch stores a propane tank,
while the remaining two allow access (for a small person) to the exhaust hose & battery charger.
Down below the interior is so designed that two people can live-aboard comfortably. In the Aft Stateroom
to port are six drawers and two lockers with a shelf; while to starboard is the large master berth. No privacy
curtain here, for she's got a mahogany privacy door to the salon.
The master bed is 6' 6" long and 48', wide at the head. The cushions are 4" thick foam. The center cushion
& wood plate are removable which allows more walking area whilst changing. Below this wood plate is the
battery storage compartment. Our test boat had two batteries but there is room for a third one. Below the
cushions are two more hatches; one is to the stoves' alcohol tank, the other one is to the waste tank. Above
the bed is a shelf that runs the length of the compartment. There are three 12-volt lights, a 12-volt fan, a
porthole and plexiglass portlights.
In the Salon to Port are the Head and a chart table, which has a swing-out stool. To starboard is the Galley.
The V-shaped dinette takes-up the forward section of the Salon.
The Galley has two deep SS sinks, gimbaled three-burner alcohol stove with oven, large ice box with cold
plate, cupboard, drawers, cabinet/cupboard, an overhead cabinet mounted to the aft bulkhead above the sink,
three 12 volt lights and 12 volt fan. There's plenty of storage space and still has room to mount a teak spice
Ok, onto the large V-shaped settee, and that's just what it is, large. Its length measures 66"' and can seat
seven for three squares. The table is so designed and cut to fit in the V, just remove the two support poles,
lower the table, set in the cushions and you've got one, very large & comfortable bed. Mounted below the
settees' are two 32 gallons each. plastic fresh water tanks. Above the seat backs is a 7' 9" long shelf and
mounted above this shelf are more storage bins/compartments. The forward bulkhead is cut open revealing
another large locker with shelves and a hatch to the 40-gallon fuel tank. There are four; 12-volt flourescent
lamps recessed behind the teak valance and four 12-volt aircraft type lights mounted in the overhead liner
and a 12 volt fan. Enough light to brighten-up the Salon once all have watched the sun set.
The Head compartment has one large molded liner which consists of: the shower pan with teak grate, toilet,
molded in sink w/locker to the hoses, hatch to a cloths hamper and the waste seacock, three 12 volt lights
and two sliding doors to a storage compartment. Mounted to the bulkhead is a mirror in teak trim. The shower
nozzle is a hand held that pulls-out form the faucet. Overhead is a porthole and smoked plexiglass portlights
in the side of the cabin top. I found the Head compartment, very user friendly and room enough for a large
person to maneuver in. The teak door has a lip on its bottom so no shower water will seep out and onto the
cabin sole. The one thing missing in the head was a 12-volt fan.
The cabin sole is 3/4" teak & holly. The cabin sides are covered with a vinyl and the headliner is FRP.
Remove the two hatches in the cabin sole and gaze at a deep & long bilge which will allow for more storage,
inspect the eight, 1" SS keel bolts and the single through-hull with seacock for the head & galley sink drains
yet draws water in to flush the toilet, The aluminum plate for the mast base is secured with four stainless
steel bolts into two 4" wide FRP box stringers.
There are eight internal mahogany or marine plywood bulkheads that are tabbed or bolted to the hull and the
deck. All of the marine plywood is encapsulated in epoxy and painted over with a white gel-coat, including
the water heater mounting base.
Mounted in the sides of the cabin top are two portholes and four smoked plexiglass portlights. The portlights
had vertical cracks, which allowed water to drip into the cabin.
The engine is a Yanmar 3HM, developing 27 HP @ 3400 RPM and is fresh water-cooled. It is installed
backwards; therefor the prop shaft is connected to a V-drive transmission. Checking & changing the
transmission fluid is easy, changing the oil/filter and impellers is accessible for the averaged size person. To
access the engine, remove the companion ladder and the large engine hatch.
The AC/DC panel is mounted in the bulkhead above the engine hatch and right below the entrance. I must
admit to having left the sliding hatch open as the bow blasted through some 5' waves. We were close hauled,
heeled to steady 35 degrees with spray coming over the cabin top. The panel has yet to get wet. The electrical
system is simple but very functional. To bring my boat to comply with American Boat & Yacht Councils
(ABYC) Recommended Standards, all I had to do was install GFCI outlets in the Head & Galley, rubber
grommets where the wires passed through the bulkhead and secure the masthead wires laying in the bilge.
Where ever I looked the wires were supported every 12". C&C Yachts electrical installation of 1981 meet
ABYC recommendations set forth at that time, Previous to the Landfall 35, I restored a 1971 C&C 27, its
DC. wires also meet ABYC standards and this was before ABYC became the safety leader for recreational
Ready to sail? Lets toss the dock lines, motor out and set the sails.
When backing out, set the rudder hard to starboard for the stern will pull to port. You'll want to fend-off the
port side or hold on to the starboard aft dock line. After the rudder becomes effective, backing is normal.
Maneuvering in the harbor is easy and predictable. But if you get in between the docks and need to do a turn-around, it is important that you set the boat-up so you do your backing to port. Due to the offset propeller
shaft and the prop-walk, the boat is difficult to back to starboard. While motoring out, you get a good feel
for the engines' torque. A sharp increase to the throttle, the stern will squat, the bow will raise and she'll kick
out a good wash. If you let go of the wheel though the rudder will quickly turn to port.
Boat speed under power. Knot meter Garman 48 GPS
1000 RPM 3.90 3.80
2000 RPM 6.37 6.30
2500 RPM 7.04 7.00
The Yanmar owners handbook states a maximum of 3400 RPM, we were only able to obtain 2500 RPM at
full throttle. This could be attributed to the loss of power in the V-drive and the boats 15000-pound weight.
The sails on our test boat were original. The main has 1/4 partial batten with two reef points. Mounted to
the roller furling is a 135% jenoa. It was a February day, the winds were 20-25 kts'. with gusts' to 30 kts, the
temperature was 420 F and there were five foot swells with rolling white caps spaced at twenty foot intervals.
A great day for sailing. We pointed her into the wind, engine steady at 1000 RPM and hoisted the main.
Killed the engine, fell-off about 20 degrees to starboard and let the jenoa roll-on out. She took off quick and
we could feel her accelerate,
Close hauled she will sail to within 50 degrees of true wind, but at 60 to 70 degrees is her best point of sail,
she heeled gracefully, found her groove, maintained 7.02 kts and rode the waves with little to no pounding.
With her high bow she'll split through and roil the waves aside with ease. When the gust came she dipped
her teak toecap for few seconds, kissed 37-40 degrees of heel, shook-off the gust and then returned to the
original 30 degrees. She did not want to round up, the weather helm was minimal and there were no
The fuel & water tanks full, three knowledgeable sailors for crew, I gave the wheel to Ken, and went below.
Caution descending for there are no handholds at the companion ladder. But the bulkheads are within arms
Heeled to 30 degrees and a constant motion associated with riding the waves & swells, I found ample
handholds down below and rounded corners. She felt solid under foot while walking and there was an overall
feeling of security. While standing at the galley, I could secure & support myself with case by placing my
hand on the cabin top below the portlight and thus egress through the cabin. As on any boat with a
conventional interior layout, when traversing the cabin passing by the settee/dinette area and heeled to 30
degrees, can become dangerously difficult even with overhead handholds, even more so when she executes
a forced round-up. With this particular interior layout it would not be a problem. The times she did heel to
43 degrees, with the water lapping the toe cap, the steering was stiff (as expected) but she did not shudder;
she did not fight the helmsman with wanting to round-up. She did, though, heel-over and sail as the
I watched the hull to deck joint in specific areas that are typically more prone to flexing as she hit the waves
and rode over them, but I did not see the deck flex or did I see the cabin twist as I stood at the galley
Sitting at the dinette, watching & feeling the motion, she was consistent. No feeling of getting blown over,
as the gust would hit and no sensation that she was struggling to round-up. Standing at the stove and I
percolated some Starbucks coffee for the crew. While on a port tack one can stay at the galley and cook, but
on a starboard tack it's advised to strap on a harness. All of the galley cabinets are readily accessible, so food
preparation will be relatively easily while underway.
Tacking is easy with two onboard. Tacking while single-handed is made easier by the placement of the sheet
winches and traveller just forward of the wheel. Tighten-up the main sheet to bring in the boom, grab the
pulling jib sheet, turn the wheel, release the taught jib sheet and then start pulling in. Watch the genoa as the
wind blows her across the outer shrouds and mast. Remember that if you pull and try to force the jib through,
the sheet knots can get temporarily hung-up on one of the shrouds.
Once the clew has cleared the shroud, pull the sheet in, place 2 wraps on the winch and snug it in the self-tailer. Then turn the wheel close to centers, release the main as needed and start trimming the winch. In this
position you can winch in the jib sheet and control the wheel. Slick enough.
I've sailed on boats where the traveller & main sheet are on the cabin top. Its difficult enough tacking when
your in 30 kt winds pounding through the seas, three people sifting in the cockpit and you have to pass by
them. Invariably you step on a foot or two to reach the mainsheet.
Her fastest run for the trial was 8.50 kts on the beam. Impressive for a 19-year-old boat with semi-worn out
sails and a fuzzy bottom (or is that fuzzy math?). As we loosened the sails for a beam, the heel was lessened
and she slowly though made 8.50 kts. When the boom is let-out for a beam or down wind, the proximity of
the main sheet resting on the winch creates a problem when trimming. And if going on deck to adjust the
boom vang it is best to traverse the deck opposite of the extended main sheet.
Down wind we set the sails for a wing-on. The genoa flew-out easy enough, but letting out the main you will
probably have to push the boom to the desired location. With the wind blowing 20 kts and the waves pushing
she settled into a predictable motion that was easy to steer too. Her speed was not as good as other 35' sloops,
but she did surpass her designed hull speed.
The wind calmed to 2 kts, this gave-us the opportunity to roll-in the genoa and fly a beautiful. multi-colored
spinnaker. The knot meter registered 2.2 as the hull gracefully glided through the water.
After our sail, the crew commented on how pleased and surprised they were with how well she sailed, Ken
commented on how she would make a great bluewater boat, with some improvements and the necessary
safety gear. At this, the entire crew agreed. Ken suggested installing a new roller furling assembly that would
take the demands of ocean sailing. Don suggested installing an inner forestay so one could hank-on a storm
jib. Annie suggested a dodger and bimini. I suggested we stop at The Point Restaurant, get some warm lunch
and hot coffee with Baileys Irish Cream. All were in agreement.
In closing the C&C Landfall 35 was a pleasure to sail. She was easy to handle; predictable and forgiving yet
had that solid feel of an Island Packet or Valiant. One thing I did observe during the close haul, was a slight
side ways slip, which is directly related to the shoal keel. I say this as a professional marine surveyor and as
an experienced cruiser & racer. I have surveyed & conducted sea trials on over 400 sailboats, from the Albin
to the Valiant and 28 other manufactures in between.
During the two years I have owned 'Sea Breeze' I documented the following wind & hull speeds during close
hauled with full canvas the 135 genoa & the main. Wind: 5 kts, hull speed: 2.55 kts. Wind 10 kts, hull speed
6.35, heel 20o Wind 20kts, hull speed 6.75 kts, heel 35o. Wind 25 kts, hull speed 8.03 kts. heel 35o. Wind 30
kts, hull speed 7.02 kts, heel 43o I have never reefed the main, but have reduced the genoa to 100 & 90%.
The heel & speed were reduced and she would not sail very well to apparent wind. The sea trials were
conducted on beautiful Lake Texoma.
C&C Landfall 35 specifications.
Length (LOA): 34' 11"
Length @ Waterline (LWL): 26'9"
Displacement: 13,000 lbs.
Ballast: 5,500 lbs.
Mast Height (from waterline): 46.0.
Boom Length: 13'0"
Sail Area(135 genoa): 545 sq.ft.
Fuel Capacity: 40 gallons
Fresh Water Capacity: 64 gallons
Waste Capacity: 22 gallons
Cruising Range @ 2000 RPM: 200 miles
The original sales brochure lists the displacement as 13,000. When 'Sea Breeze' was hauled out, the travel
lift weight gauges gave a total weight of 15,000; this was with full fuel & water.
With the proper safety equipment and installing a. new roller furling, the C&C Landfall 35 will make a great
bluewater cruiser that I would gladly cross the Atlantic in.
How much will it cost to buy one?
I have seen the C&C Landfall 35 listed in the Yacht Brokerage section from $35,000 to $49,500.
NADA valuation: $39,035 to $54,930
BUC valuation: $37,600 to $41,800
When buying any boat it is strongly advisable to hire a marine surveyor and have them conduct a thorough
Condition & Value Inspection. If possible, during the bottom inspection, have a through-hull removed to
inspect the balsa coring. This is worth the extra $100.00 it will cost you to quell any concerns. When
qualifying the surveyors one of the most important questions you can ask is how long is your survey? It can
take 6-7 hours to inspect the average 35' boat, this includes. haul-out and sea trials. It is highly recommended
that you) the prospective new owner attend the inspection and question what you don't know or don't
The running rigging is led to the cockpit for easy single handling. Sails well., feels safe and is very stable
in heavy winds, Easy access to the mechanical equipment and especially the hull to deck bolts. Large user
friendly live-aboard interior with 6'3" headroom. Shoal draft, great for Island hopping.
Parts for all older C&C Yachts are still available. Contact Robert at South Shore Yachts, 905-468-4340. The
bearing kit for the roller furling is available from Rig Rite, 401-739-1140.
Good, relatively solid, hull construction.
When on a beam or downwind the mainsheet got in the way of trimming the jib sheet winch. While close
hauled there was a noticeable sideways slip (this is common on partial shoal drafts as compared to full keel
Age & stress cracks in the long sections of plexiglass portlights in the cabin top.
The starboard side., last aft bulkhead where it is tabbed to the hull) does not have a drain hole thus allowing
standing water. Over time the bulkhead started to deteriorate. Although this will happen on almost any older
The engine instrument panel is located in the forward section of the cockpit, down low. A breaking sea that
fills the cockpit will flood the instruments allowing saltwater incursion. I would also add 2-additional aft
Comparable boats worth looking at:
Bristol 35.5 or the 38.8
Pacific Seacraft Crealock 34
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