c yacht review

• Yachting Monthly
• Digital edition

C-Yacht 10.50

• July 29, 2010

The prestigious Dutch brand C-Yacht has launched a new 36-footer, but does the centre cockpit format work on smaller yachts? Chris Beeson finds out

Product Overview

Overall rating:, manufacturer:, price as reviewed:.

I’m not sure the centre cockpit idea works below 40ft LOA – the compromises in headroom are too severe and a decent-sized saloon means the forward cabin is more like a padded cell. However, for the shorter sailing couple, she’s a capable cruiser, superbly built, easy to handle, enjoyable at the helm, seems to perform very respectably and is a cinch to maintain. She won’t win many beauty contests but if you prefer sailing rather than looking at boats, where’s the problem?

Yachting World

• Digital Edition

C&C 30 – blistering performance in a manageable package

• Belinda Bird
• July 31, 2015

The C&C 30 strikes a good balance between performance and handling, believes Matthew Sheahan. She’s a fast ride, but without the jitters

All photos: Ocean Images

Today, going like the clappers downwind is easy; anyone can do it. But there are two basic approaches: there is eye-watering, fixed-grin, backside-twitchingly quick, with the boat balanced on a knife edge, and there’s clocking the same numbers without the jitters.

In the latter case the boat knows where to go and encourages you to follow by gradually loading the helm as if starting a friendly arm wrestle. Push her too far and you’ll still end up on your ear, but at least you will have had plenty of warning.

Developing a balance between performance and handling has been a tough nut to crack. How do you produce slender, high-lift foils with minimal drag without creating a lifting surface that operates like the flick of a switch? Such binary hydrodynamic behaviour has taxed modern yacht designers for years, but the lessons learned aboard the big boys’ VO70s, mini maxis and TP52s, among others, have been filtering down into the smaller size ranges.

Then there’s the issue of deck layouts and control line systems. Again, the big guns have led the way with innovative details and devices to help crews change gear from the weather rail as they hike over the guardwires.

But not everything that has filtered down has been appropriate. Just as the complexity and power of a modern F1 racing car makes it impossible to pull away without stalling for anyone other than a seasoned racing driver, so not all the high technology aboard professionally run grand-prix machines works for the rest of us.

Striking the balance is the key. And that’s where the Mark Mills-designed C&C30 stands out in the new breed of 30ft raceboats.

This is a design that takes the best bits of modern high performance and wraps them up with a deck layout that will look and feel familiar to a wide range of crews, yet launch them onto a new level of performance.

Technology where it’s needed

Throughout the boat it is clear that the strategy has been to employ technology where it makes a difference while keeping things simple elsewhere. The best example is the Hall Spars carbon mast supported by 1×19 Dyform wire rigging with ordinary T-terminals on the top and open-bodied bottlescrews at the bottom.

But there are plenty of other examples, from the simple hanks on the headsails to transverse genoa tracks and control lines fitted and run above decks with rope tidy bags. Even when lines do need to go under the deck to prevent crew from standing on them at crucial times, they do so through recessed channels in the deck, which are covered by easily removable lids.

Down below there’s a similarly practical approach. Sparse though her interior is, with little headroom thanks to the flush deck, she still has basic seating and cushions with the provision for hingeing pipecots, a heads and even a small galley should you wish to take her offshore. She has no mast jack, but she has a simple rigging screw-driven adjustable mast foot to allow you to alter the mast rake.

She’s easier to keep in the groove than others of her ilk

The C&C30 also has very few openings in the deck, a rarity aboard modern raceboats, which can look like pepper pots from the inside. Despite taking several waves over the foredeck on our downhill slide and a few thumps through the chop upwind, she had less than half a bucket of water in the bilges at the end of our test sail, most of which was shipped when a wave came over the bow just before the kite drop and the foredeck hatch was open.

Look a little closer and there are some very neat ideas, among them the non-retractable, but detachable bowsprit. This can be removed when the boat is at rest by untying the bobstay that runs from the bow to the tip of the sprit and back through its centre to emerge below, where it is attached to the main bulkhead. This allows the sprit to be pulled out of its socket and stowed.

Another clever detail is the constrictor lock for the main halyard, which is operated below decks, along with the halyard itself – simple and effective.

On deck the low-friction bullseye fairleads have been set up to allow cross sheeting of the genoa sheets, and the position of the primary winches make this system easy to use from the weather rail.

Overall the deck layout has been well thought out, with everything within easy reach. One particular detail is the ability for the mainsheet trimmer to move behind the helmsman on the downwind leg without having to thread the mainsheet under the tiller – handy when the breeze is up.

Easy to get on with

The C&C30 is a boat that is very easy to get on with so long as you let her talk you through where she wants to go. Unlike the superlight, almost neutral feel of many modern machines, the helm loads up significantly, but smoothly if you stray too far outside the sail trim envelope. As always, whether sailing upwind or down, fighting the helm is a cue to talk to your trimmers, but here the feedback is that bit clearer, which helps you to stay in the groove.

She doesn’t have such aggressive chines aft as other boats of her ilk and appears to carry less rocker here too. As a result, she tends not to squat down by the stern and lift her bow when you send her downwind. To get her to accelerate and stay on the plane you still need to press her to get around 5° of heel, but the transition is much smoother than others of this type.

Upwind feedback through the helm was clear and unequivocal

This can feel a little odd at first if you are more used to the bow-up trim of other downhill flyers. It also means you have to plan the gusts a little more carefully to avoid putting the handbrake on as you bear away.

But make no mistake, she’s quick. In 16-18 knots of true breeze we were sliding along at 14-16 knots with ease. Such relatively docile handling will inspire confidence, particularly with those making the transition from heavier, conventional boats to something a little more saucy.

And therein lies what I believe is the key to the C&C30; she’s a modest, manageable and practical package that is capable of a blistering performance.

It is inevitable that she will be compared with the Farr 280, especially as both boats were launched at around the same time. Broadly speaking, they look similar and have little to separate them on the technical spec sheets. With a basic price tag of US$137,390 ex works USA, the C&C30 is slightly more expensive, but in the same ball park.

But the best thing about this boat is that she’s another in the growing band of sporty 30-footers. All want to be tomorrow’s successful one-design, and maybe some of them will be, but in the meantime her arrival adds another model into this growing fleet of sportsboats. Everyone can go quickly downhill, it’s just how you choose to do it that is different. And now there’s even more choice.

The C&C30 takes the best of high-performance design, but with a clever, conventional-seeming deck layout

Vinylester/E Glass/foam core construction throughout. The structural grid includes carbon fibre. A 12hp Volvo inboard diesel engine is standard

A well laid-out cockpit makes the C&C30 easy to get to grips with. I felt the foot rest bars were a little too low to give good support, however

Unbolting the keel plate allows the 2.30m deep fin and bulb keel to be raised by 600mm to make it easier to trail the boat. She can also be lifted on a central point

The bowsprit can be removed easily when moored by detaching the bobstay that runs through the centre of the pole and into the boat. This also helps to prevent lines getting caught under the pole

No mast jack, but a simple rigging screw adjustment to move the mast heel forward and aft to rake the rig

Car control lines run under the deck to make crew movement easier and safer, but do so in covered recesses rather than running through the accommodation.

Specifications

LOA 9.15m/30ft 0in

Beam 3.00m/9ft 10in

Draught 2.30m/7ft 6in

Displacement 1,812kg/3,995lb

Upwind 59.51m 2 /640ft 2

Downwind 152m 2 /1643ft 2

IRC Rating 1.140

Price US$137,390 ex works, ex tax

Designed by Mark Mills

Built by C&C Yachts, Bristol,RI, USA

UK/Europe agent Checkmate Sailing www.checkmatesailing.com

This is an extract from a feature in June Yachting World

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Opinions about this C&C 30 Mk1

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Hi all, First post here although I have been regularly stalking the forums. I'm a fairly inexperienced but already highly passionate sailor looking to buy my first boat to sail/learn on. I'd be primarily day sailing with my wife (crew) and any friends/family (passengers) who want to come along for the ride on Lake Champlain in VT/NY. We have both taken a limited number of sailing classes here and are going to the BVI this winter to take an extensive week long course at the end of which we will hopefully have an "ASA104 Bareboat crusing" certification. I have found a boat here that I like and seems in decent shape. It's a 1974 C&C 30 mkI, 5foot draft version. ***EDIT: it will not let me post links, you can pull up the listing by googling: "Bruce hill yacht sales" and then sorting by price. It's a 1974 C&C 30mkI for 14,700$ I was wondering what the sailnet community though of this particular boat, the price and things to look for. I inspected the boat in person and although it needs a few things done I am by no means an experienced surveyor. Would obviously get a full professional survey before buying it. It has the original 1974 Atomic 4 gas engine!! Overall I'm looking to spend 16-18k$ on a boat, it could be 14K$ for the boat and 3k$ for upgrades/repairs or 10k$ for the boat and 7k$ in repairs/upgrades... I was wondering if any other boats through this seller seem more appropriate (Bruce Hill in VT, follow the link). I was considering the Tartan 33 for 19K$ ***EDIT: It blocked the link again, google: "Bruce hill yacht sales", sort by price. It's the 1983 Tartan 33 listed at 19,000$ but then would have zero left over to fix things... Any input is appreciated! Pete  

The C&C looks clean enough, and appears to have been looked after. Classic boat (though the listing lists it as a 'full keel', it definitely is a 70s fin & spade) with good habits. Interesting to compare the two T33s.. one at half the price. The presentations pretty much sum up the difference, but much of that is cosmetic so the low price worries me as to what we can't see in the pictures. This would be an 'eyes wide open' situation. Are there keel attachment issues? Is the engine on its last legs? etc etc It's worth mentioning that you might buy the cheaper T33 and have more that the current price of the 'nice one' into it by the time it's truly a going concern. Suck it up and pay now, and sail now.... However that depends on the true difference between the boats, the actual issues, and your ability (or lack thereof) to address them properly. I've always liked the T33, decent interior and cockpit, fractional rig, 'handsome' boat.  

There is a sticky thread on boat inspection: http://www.sailnet.com/forums/boat-review-purchase-forum/48177-boat-inspection-trip-tips.html My first reaction was, he typed an extra zero on that price for a 42 year old boat. The boat does have new sails so add a few thousand, and its clean, another grand. IMHO offer him $5k contingent on a survey. Don't fall in love with the boat.  

Skipper Jer said: There is a sticky thread on boat inspection: [...] My first reaction was, he typed an extra zero on that price for a 42 year old boat. The boat does have new sails so add a few thousand, and its clean, another grand. IMHO offer him $5k contingent on a survey. Don't fall in love with the boat. Click to expand...

Hey, That guy certainly has a bunch of clean boats listed. Personally. I like the '84 C&C 29 mark II: Bruce Hill Yacht Sales, Inc. (Shelburne, VT) Clean, well equipped, good sail inventory, etc. The Tartan looks good too - i have always like those boats and they were on my list back in 2006 when i was looking for a 33-36 boat. They are kind of dark down below but have a great reputation. Don't get hung up on the asking price. Look the boats over and then make an offer you are comfortable with. No, you are not going to get the Tartan 33 for $5K. Maybe $15K. Good luck, Barry  

Regarding the C&C - some things I notice: - Blue painted hull - will get hot, hard to keep looking good, and as a first time boat owner, you will scrape the docks more than once, and have big white scrapes showing. - Cabintop has been reinforced at the bulkheads - check carefully around that portion of cabin top for softness in the core. - Strange reinforcements at bottom of mast - maybe just a C&C thing. - I would say also it is overpriced, but at the same time, they aren't going to take $6000 for it. - None of above means "don't get it" - just stuff I notice that you would want to look at closely in person. But frankly, I like this Tartan 30 better, and it is half the price at $6900, which leaves alot of room in your budget for upgrades: Bruce Hill Yacht Sales, Inc. (Shelburne, VT) Looks to be in similar shape, and they are really sweet sailing boats, and a bit better built than C&C. Awlgrip on the topsides won't easily scrape off, and engine access on these is about as good as you can get. It also has a nice dodger, which will cost around $4000 to add to the C&C.  

Don't worry about the old Atomic 4 engine. If it checks out well at survey, it will probably keep running for a long time. They are quiet, durable, and easy to work on. If any of those boats have been on the market for a while, you may be able to talk them down a bunch. Buying a boat is not like buying a car, or house.  

Barquito said: Don't worry about the old Atomic 4 engine. If it checks out well at survey, it will probably keep running for a long time. They are quiet, durable, and easy to work on. ..... Click to expand...

I like the 84 MkII of the bunch. More Modern looks really clean, T cockpit.  

As sad as it makes me to say, that is NOT a $14K boat. The selling price will never come close to that. Granted the seller has every right to ask whatever he wants, and maybe he will get lucky, and maybe I will win the powerball. The 29 MKII with the Yanmar is not really a better sailing boat but a MUCH better deal (pending survey of course). If you are prepared to pay over 10K then start negotiating on this boat, but this boat IS NOT a 20K boat. If you are ready to pay anything close to the 15K for the 30 then the 29 is your boat. The C&C30MKI is a great boat and a very forgiving boat to cut your teeth on! Find a broker who will show you comparable SELLING prices for the boats you are looking at . I'm a C&C guy, but the market for these types of boats is dying. The good news is they are at the bottom of their deprication and if you get either at the correct price you can't lose much. This broker has some nice boats but some of the prices seem out of touch. YMMV... good luck and keep us posted.  

Thanks all for the amazing replies! From my research so far it seems like the C&C 30 MKI is really the superior sailing vessel. This boat looked very clean despite being 42 years old. The wood around the mast step was slightly "humid" and bowing, some of the deck hardware had to be reseated/resealed and the electrical might need some rewiring to be up to code (is there Code on the water or is that a state by state thing?) but overall it was clear someone had taken great care of this boat. I might be falling in love despite your warning SkipperJer!! The prices are fixed by the seller and the broker just acts as a go between buyer and seller (taking a cut no doubt). From when I saw the boat I think the broker was trying to tell me between the lines that he also thought the price was high but obviously he can't flat out say that. I'm just trying to figure out a decent initial offer so I don't insult the sellers. I'm thinking of offering maybe 9-10K$ pending a real survey of course. What do you guys think?  

About the mast step: This is from an Article by a gentleman named John Boros, found at CnCphotoablum dot com Problem Areas The mast step, the seat or pocket into which the mast sits, was originally made of wood up to hull no.# 651. As it sits in a damp /wet area atop the keel, it has had the tendency of weakening and, therefore, deflecting downward. Models #652 and up came with mast steps made of an aluminum casting which was resistant to this problem. The lacquer on the spars has now had many years of hard weather, not to mention the new UV phenomenon. In many cases, the lacquer is worn off and the aluminum prone to oxidation. Painting the spars is the most popular, aesthetic and cost effective resolution to this problem. Also, if a previous owner has neglected to tighten and seal deck hardware as a requirement of the regular maintenance procedure, the deck balsa core may get wet. It would be prudent for a perspective buyer to ask his surveyor to carefully inspect the deck for water damaged balsa core. When considering the purchase of one of these gems, should the need exist, these repair costs should be factored into the purchase price of the boat. Remember, to survey before you buy is always the safest and best route.  

I have a few questions for the OP, and a general forum question: 1) Why are you looking at 30-foot sailboats? Is it because that's the size that fits your sailing needs or because that's the size that fits you budget, or because of some other reason? I ask because I haven't figured out the appeal for that size boat. IMO, too big and complex for daysailing, too small for fun, comfortable overnights. 2) Why do you care about insulting the seller? Offer what you think the boat is worth to you. If that's not enough for the seller, the worst he can do is say, "No." Then you walk away and look for another boat. Now if you are just dicking around hoping to get a naive or distresed seller, then you are just wasting everybody's time and you should already be ashamed of yourself. 3) General question: Why do boats have so much salon space and so little berth space. For a daysailor or weekender, I would prefer a large cockpit and a nice fornicatorium. I don't go out on a boat to spend time sitting on an uncomfortable bench inside a fiberglass tube. I'm either outdoors or doing bedroom activities.  

I just learned a new word. Thank you.  

The 1974 C&C 30 looks decent enough to me, except for the price might be a bit high, resale on boats with Atomic 4's is not great, although they work fine. I actually think 30' is a great size for a first cruising boat, I wouldn't agree they don't have enough space for cruising, because I lived on my pevious boat, a Grampian 30- year round, before I bought my current boat. Small enough to easily single hand, big enough to spend a couple of comfortable weeks on.  

I sail a 1979 C&C 30 on Lake Champlain. It's a great layout for a couple. The wet maststep is an issue, ours is nice and dry. We paid 11500 USD for a solid boat (with yanmar diesel) that needs rigging upgrades.  

Bruce Hill Yacht Sales, Inc. (Shelburne, VT) Good looking boat. Clean, well cared for. Solid design. If it surveys well it is likely worth 9-10 grand in today's market. If you really like it, go for it, but be firm in your resolve to keep price target low. There is a glut of decent older boats on the market so you should expect a good deal. Boat is a luxury item that you can afford to be picky about.  

Well after a survey and some negotiations back and forth the boat is ours for 9,000$. Now getting some of the minor issues fixed and trying to be patient until the spring! Thanks all for the input and comic relief.  

Congratulations ! Keep us posted on the repairs/upgrades.  

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C&C 101

• By Herb McCormick
• Updated: November 1, 2013

C&C 101

The dual-purpose, 33-foot racer/cruiser from C&C, which earned top honors as Domestic Boat of the Year and Best Performance Cruiser in Cruising World’s 2013 Boat of the Year awards. (See “ 9 Top Sailboats for 2013. “)

Designed by Tom McNeill, the 101 easily has the sportiest, most contemporary appearance of this troika, and thanks to its greater length and beam (almost 11 feet), also the grandest interior volume. In form and function, McNeill said the boat is “a throwback to the heyday of C&C,” when the company made its name with an almost endless series of winning club racers that were also more-than-adequate coastal cruisers. Countless sailors found the simple formula irresistible.

Thanks largely to a vast cockpit, an open transom, a lanky double-spreader carbon rig, and a no-nonsense, 6-foot-6-inch fin keel that terminates with a big lead ballast bulb, the BOTY judges believed that the 101 leaned strongly toward the “racer” end of the versatility spectrum. The adjustable sheet leads, Harken hardware package, wide traveler, and extended bowsprit for setting downwind sails underscore that notion. The entire topside layout is clean and functional—there isn’t so much as a splinter of wood in sight—and organized for six competitive sailors to take care of serious business on the racecourse.

That said, when the finish gun sounds and the sails are furled, down below, creature comforts await. With generous 6-foot-6-inch headroom, there’s an unusual aura of spaciousness for a boat measuring less than 35 feet. The time-honored layout includes a private cabin forward (with enclosed head), long settees amidships (with clever, removable seat backs that flip around and can be locked inboard to serve as cushioned lee boards), and a pair of huge quarter berths aft situated beneath the cockpit. There’s also a serviceable galley and navigation station. All in all, the open, accessible berths would be fine for a racing crew for regatta week or small families on an extended summer cruise.

Of course, these days C&Cs are built alongside Tartans, and the composite construction details are absolutely top-notch. The epoxy-infused hull and deck employ a synthetic core in the former and balsa in the latter: The end result is a structure that’s both extremely light (displacement is a mere 8,838 pounds) and stiff. With the exception of the plywood bulkheads, solid wood is used for the cherry furniture and the teak cabin sole. With a base price of $175,000, that’s a lot of boat for the bucks.

But where it all comes together is under sail. A wheel is optional, but the standard tiller with extension is pretty ideal. When we sailed upwind on Chesapeake Bay in about 12 knots of breeze, boat speed was an impressive 8.2 knots. With the asymmetric kite set in a tad more wind, we’d expect to see plenty of double-digit figures. What more could you ask for in 33 feet? Not much.

Specifications

Tom McNeil C+C Yachts (440) 392-2628 www.c-cyachts.com

Herb McCormick is CW’s senior editor.

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Which Sailboat?

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 design is only partially flawed by the influence of racing rules at the time of its inception – she is somewhat pinched in the stern.  Fortunately for buyers today, the boat was never very popular with cruisers who had difficulty believing traditionally racing-oriented C&C could produce a good cruising sailboat.  Only 180 C&C Landfall 38s were built.

The C&C Landfall 38 covers the bases with features and design elements requisite for consideration as a cruising boat today.  Her mast is keel stepped.  By modern standards, she has a longish fin keel.  Some cruisers may eschew her spade rudder for a rudder protected by a skeg or the keel itself, but a spade rudder is at least sufficient for a class B boat.  The combination of longish fin and spade rudder is a nice compromise resulting in a boat that both tracks and tacks well, can go to weather reasonably well, and makes little leeway.  Her ballast ratio is 38.92%, which is slightly higher than most of today’s production boats.   Combined with her 12′ beam, she is relatively stiff.  She has a 5′ draft, which is only 1-2′ less than most good sailing cruising boats, making her only a little less stiff but great for the Florida Keys or Bahamas.  C&C Landfall 38’s displacement is 16,700 lbs.  Her sail area to displacement ratio is 15.93, just putting her under the figure of 16 considered for cruiser/racer boats.  Her length to displacement ratio is 271.48.  Her pinched stern will make her less ideal for running downwind than a boat with beam carried all the way aft.

The C&C Landfall 38 is an attractive boat.  She has a nice sheer line with a teak toe rail, sleek and relatively modern looking deck house (resembles a Catalina, although missing additional port lights forward), moderately raked bow, wineglass-like slightly raked transom with a small counter cut-out just above the water line, and nice hull lines with slight tumblehome.  From any angle, she appears nicely proportioned.

DOWN BELOW ON THE C&C LANDFALL 38

Fit and finish on C&C Landfall 38s is top-notch.  In addition, these boats were built when manufacturers still used solid wood instead of veneers, which goes to durability as well as overall appearance.  There is some variance in interior wood choices and other accents.  The original interior fabric choices appear to be rather conservative, resulting boats with original fabric not appearing particularly dated.

The best characteristic of the C&C Landfall 38 is her interior layout because it is unique and could be most functional to the right owner.  Forward, there is a private cabin with a good-sized v-berth, good for 1-3 children or 1-2 adults.  This cabin includes a bureau to port and a hanging locker to starboard.  Along the hull above the v-berth are the typical small shelves.

Aft of the v-berth, there is the main salon with port and starboard settees, and a drop leaf table that seats 4 very comfortably but could seat 6-7 with relative ease.  There is ample storage in cabinets above the backs of the settees, behind sliding doors.  Additionally, some C&C Landfall 38s have a storage cabinet on the bulkhead separating the v-berth from the main salon.  Hand holds run along the entire length of the cabin ceiling, port and starboard, in the main salon.

Aft of these settees, to port is a relatively large U-shaped galley with near-centerline dual sinks aft with storage beneath, cold storage to aft and port, a gimballed range and oven outboard to port, storage in cabinets with sliding doors outboard to port.  Some C&C Landfall 38s have additional storage cabinets above the sinks and additional counter space forward with storage beneath.  Others have an odd cut out in the bulkhead above the sink into the aft cabin.

Directly across from the galley to starboard is a large head with either a separate shower stall or a large linens closet.  Most C&C Landfall 38s appear to have had the separate shower stall.  There is storage behind the toilet, below the sink, and above both, all with either hatch or sliding doors.  Having the galley and the head amidships is ideal for comfortable usage.  Having so much space dedicated to the galley and the head maybe ideal for liveaboards.

Aft of the galley and head is the most unique and interesting aspect of the interior layout.  This is the captain’s cabin, separated from the galley, head, and main salon by a bulkhead and door.  To port is a double quarterberth with nice storage cabinets or shelf outboard along the hull.  To starboard is a navigation desk.  In between, slightly offset to starboard is the companionway to the cockpit.  There are storage drawers to port of the companionway ladder.  Cruising families will immediately recognize that this arrangement affords the greatest safety with children.  If mom and dad take the aft cabin in a C&C Landfall 38, they can easily watch the companionway, for both children wandering off and the unlikely intruder.

VENTILATION ON THE C&C LANDFALL 38

For ventilation, the C&C Landfall 38 has one large opening hatch above the v-berth, one medium opening hatch above the main salon, one small opening hatch and dorade vent above the galley, and one small opening hatch and dorade vent in the head.  The smoked port lights in the main salon do not open.  Some boats for sale today have an additional 2 dorade vents installed forward.

ON THE C&C LANDFALL 38 DECK

The cockpit on the C&C Landfall 38 is smaller than ideal for what is likely to be used as a class B boat today (Class B being used for coastal cruising or island hopping but not far offshore).  It has a standard T shaped layout with wheel steering and relatively easy maneuvering around the wheel.  The helmsman will be comfortable when heeled due to the humped seat behind the wheel.  Others in the cockpit may not have as much comfort because the other cockpit seats forward of the wheel are not long enough for lounging.  There is a lazarette beneath the starboard seats.

On some C&C Landfall 38s, all sheets are led aft to pairs of winches on each side of the cockpit seats within easy reach of the helmsman making for easy single handing.  On other boats, some winches are installed aft of the mast on the cabin top, making sailing with two or more preferable.  The original C&C drawings for the Landfall 38 show two winches installed on each the side of the cockpit and four winches installed aft of the mast.  If some boats have this configuration, it would offer the greatest flexibility for single handing and sailing with plenty of crew, enabling crew to spread out with some working outside the cockpit.  It appears that there was some variance in the design of the cockpit coamings so that on some C&C Landfall 38s there is only room for one winch on each side, while others could support two.  On all boats, two halyard winches rest on the cabin top to port of the starboard set companionway, and are easily accessible at the front of the cockpit, which is not far from the helmsman due to the small cockpit.

The side decks on the C&C Landfall 38 are large, but the shrouds are set almost athwartships in the middle of them, which while not necessarily problematic, is less than ideal considering that moving the shrouds slightly inboard would make for an unobstructed walkway.  There are ample hand holds along nearly the entire edge of the cabin house and a few more on the top of the cabin house amidships.

The stern rail is split with a swing down swim ladder, which is easy to use due to the nearly flat transom and the presence of a small aft deck behind the cockpit.  This configuration will also make boarding the C&C Landfall 38 when moored aft-to much easier than on most boats of this era, as guests and crew can walk around the wheel from outside the cockpit, rather than being blocked by it, before moving forward.

Lifelines are not short and are supported by reasonably stout stanchions.  Forward of the mast is a stainless steel grab rail.  At the bow, there is a substantial pulpit and large anchor locker with windlass.

C&C LANDFALL 38 AUXILIARY POWER

The C&C Landfall 38 was powered by various Yanmar 30 hp diesel engines, which are reportedly sufficient for driving this hull.  The engine is located beneath the cockpit.  Engine access is behind the companionway steps and from the aft quarter berth, with no access from above in the cockpit.  While this results in little room above the engine, there is little risk in water leaking from the cockpit onto the engine.  Due to the placement of the engine beneath the aft cockpit, a v-drive gear is necessary.

CONSIDERATIONS WHEN PURCHASING A C&C LANDFALL 38 

A significant design characteristic affecting the longevity of C&C Landfall 38s is the balsa cored hull.  The hull of the Landfall 38, along with most C&C boats, was entirely cored with wood, even below the waterline.  The wood coring is even continued around the through-hull fittings, unlike some other boats in which solid fiberglass is used around through-hulls to prevent leaks form destroying the wood core.  Coring with balsa allowed C&C to achieve a stiffer hull with less weight.  Achieving the same hull stiffness with fiberglass alone would have made for a much heavier boat.  For performance, lightness is ideal, for longevity, balsa coring is a major caveat.  Any leaks at through hulls or through the deck to hull joint could cause the structural wood core to rot, making the hull weak and likely to fail.  However, other reviewers, including those cited below, indicate that there have been few problems with the cores on these boats.  A thorough inspection of moisture in and delimitation of the hull should be a part of any survey before purchase.

For C&C Landfall 38s, naval architect Jack Horner advises that the smoked port lights in the main salon, deck hardware fittings, and the deck to hull joint can present persistent leaking problems.  Others indicate leaking around the mast passing through the cabin top, which of course is common for keel-stepped masts.

Prices for C&C Landfall 38s on the used market currently range from $30k to $70k.

ADDITIONAL RESOURCES

BoatWorks Magazine C&C Landfall 38 Used-Boat Test by John Kretschmer

Jordan Yachts C&C Landfall 38 Review by Richard Jordan

Specifications from sailboat data.com

C&C Landfall 38 Boats for Sale on YachtWorld.com

VIDEO TOUR OF THE C&C LANDFALL 38 INTERIOR

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Plugable 15.6-inch USB-C Portable Display review: Easy on the eyes (and arms)

Expert's Rating

• Full HD (1920×1080 at 60Hz) IPS display
• Lightweight  
• Integrated folding travel cover and stand
• 85W pass-through charging
• 2x downstream 10Gbps USB-C ports
• Not 4K if you need it

Our Verdict

This 15.6-inch Full HD IPS display doubles most laptops’ screen space and is simple to setup and connect, and then disconnect and lightweight enough to carry away when you’re done.

Best Prices Today: Plugable 15.6-inch USB-C Portable Display

A second screen makes your MacBook more useful and turns a laptop into a real alternative to a desktop computer. Adding one or more external displays to your MacBook is easy and recommended for a home office or indeed an old-fashioned real office setup. But you can’t—or at least shouldn’t—lug a 32-inch monitor around to meetings or the local coffee shop.

Having a second screen alongside your MacBook’s built-in display gives you more space for viewing open windows at the same time—for instance, for supporting documents or apps while you’re on a video call or giving a presentation. Or if you want to watch a movie in more visual comfort than a 13-inch laptop offers, a larger second screen gives you more display flexibility.

A properly portable display is a more realistic solution if you want the convenience of a laptop but more screen real estate to match your multi-app and window needs. We’ve reviewed several of these portable displays, and this latest 15.6-inch full HD portable monitor is the most straightforward we’ve tested. It works with MacBook, iPad, and iPhone. Note that it will only mirror what is on the iPhone’s screen, while it can extend the display of a Mac or iPad.

Plugable 15.6-inch USB-C Portable Display: Portability

We’ve long been fans of Plugable’s docking stations and hubs and other clever accessories, and the company has now released its first screen, the Plugable 15.6-inch USB-C Portable Display—or USBC-PDMON to its friends.

Weighing just 1.85lb (840g) with its cover/stand or 1.35lb (615g) without, it is barely noticeable alongside your laptop in your backpack or briefcase—although you’ll need to remember to pack a USB-C cable (one is included in the box), and maybe a charger if using the screen for an extended period.

It measures 14.2 x 8.5 x 0.4 inches (3.6 x 2.2 x 1.1cm).

On the back of the display is a detachable PU vinyl cover that can protect the screen in transit or storage and doubles up as a foldable stand that is easy to setup. This looks and works like an iPad protective cover and feels durable.

Plugable 15.6-inch USB-C Portable Display: Setup

While some portable displays rely on old-style mini-HDMI connections, the USBC-PDMON connects via USB-C—including the MacBook’s Thunderbolt and USB4—to laptops, tablets, phones, or computers that support USB-C DisplayPort Alt Mode. It will work with any Mac released since 2016.

There’s no need to download software drivers, and the connection is plug and play.

Dominik Tomaszewski / Foundry

Plugable 15.6-inch USB-C Portable Display: Specs

The Plugable Portable Display is a 15.6-inch anti-glare IPS LCD panel with a 16:9 ratio. It supports a full HD 1920-x-1080p resolution at a healthy 60Hz refresh rate. 

It boasts a 178-degree viewing angle (89-degree vertical + 89-degree horizontal) and can display 16.7 million colors. The brightness range is up to an impressive 300 nits luminance. This is brighter than the popular ViewSonic VA1655 (also 15.6 inches), which maxes at 250 nits.

Some portable monitors, such as the 2,560-x-1,600p LG Gram +view , have higher resolutions that give a crisper experience, but at a price—that display costs 1.5x as much. There are 4K portable displays, such as the 3,840×2,160p UPerfect True 4K , that, again, will set you back significantly more.

We found the Plugable Portable Display to be fine for web browsing and productivity apps, and it’s acceptable for streaming, too—but maybe not for creative applications. There’s no Portrait Mode, so it’s maybe not for coders or readers of long documents.

Plugable 15.6-inch USB-C Portable Display: Power

The display itself can draw power from the connected laptop or you can connect a charger or power bank to one of the display’s USB-C ports, which keeps the MacBook charged at up to 85W. Connect another device to the display’s third USB-C port and the passthrough can deliver power to that, too.

Some portable displays include a built-in battery so you can use them longer on the go, but this adds considerable weight to the monitor. Staying light and giving you flexibility to draw power from the laptop or connect to a charger via the USB-C port offers you flexibility.

The Plugable Portable Display ships with a 10Gbps USB 3.2 Gen 2 Type-C cable, but no charger. See our comparison reviews of the best Mac laptop chargers for options.

Plugable 15.6-inch USB-C Portable Display: Ports and controls

Along the display’s right side are three USB-C port and three control buttons. The top buttons control brightness up and down, and quick color mode setting.

The USB-C ports are upstream to the host computer, PD 3.0 power delivery to the screen and passthrough power to the laptop if required, and a downstream USB-C to connect other devices. With Plugable being a market leader in docks and hubs we’d trust this display hub to work with just about any compatible device.

Plugable 15.6-inch USB-C Portable Display: Price

The Plugable 15.6-inch USB-C Portable Display is available in the U.S. and Canada for $199.95 / CA$275.95. You can buy cheaper portable monitors but you’ll probably sacrifice features and specs such as screen resolution and brightness.

There are alternatives that we have tested such as the dual 14-inch Limink Al Alloy Portable Triple Monitor and magnetic 14-inch Mobile Pixels DUEX Max , which both physically attach to the MacBook. The Plugable Portable Display stands aside and is therefore more versatile.

Of course, you can add much larger displays—see our roundup of the best monitors for Mac —but few will be as portable.

Plugable 15.6-inch USB-C Portable Display: Verdict

Even the 16-inch MacBook Pro’s own screen is often not enough to include all the windows you need visible at the same time. This 15.6-inch Full HD IPS display doubles most laptops’ screen space and is simple to set up and connect, and is lightweight enough to carry away when you’re done.

Author: Simon Jary , Contributor

Simon has over 30 years of expert experience testing and reviewing ever-smaller and more powerful tech accessories, from USB-C and Thunderbolt docks to chargers, batteries, hubs and adapters. A former Editor of Macworld, he has contributed to PCWorld, Tech Advisor and TimeOut, as well as national newspapers such as The Times, Independent and Telegraph.

Recent stories by Simon Jary:

• Best laptop power banks for MacBook
• The best USB-C charger for your MacBook Pro or Air
• Plugable USB-C Dual 4K Display Docking Station (UD-6950PDH) review

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C&C 115

The nimble c&c 115 offers good value for the racing sailor..

Ever since they started molding fiberglass production boats, its been possible to win a race in one. Think of Burgoo , a Pearson 39-footer that won the 1964 Newport-Bermuda Race. Then there was Psyche , leader of the Cal-40 revolution (the Bill Lapworth phenoms not only won overall, but took six of the top seven places in the 1965 Transpac). A bit more recently, J/41 Smiles came “off the shelf” to win the old Southern Ocean Racing Conference (SORC) in 1985. However, over the more than four decades of the fiberglass era, winning big with a stock sailboat has remained the exception rather than the rule. Enter the C&C 115.

The marriage between “hot” racing designers and mainstream builders is hardly new, and some companies today (J/Boats and X-Yachts for example) have done well by developing lines of race boats in which cruising capabilities are almost vestigial. However, the old chestnut, “only one in 10 boats sold ever sees a starting line” seems as valid now as ever. Rating rules have come and gone, one-design has become the new Grand Prix, and the “racers look” is in vogue throughout anchorages and marinas everywhere, but the vast majority of todays new boats, even those styled as racer/cruisers, are not destined to compete.

Bucking that reality is Tim Jackett, in-house designer and CEO at Novis Marine (C&Cs parent company). His designs for Tartan have been performance-oriented, but he welcomes the chance to draw on his lifetime of racing to make the 115 a boat that can and will be raced to the max. Fairport has committed to techniques (machine-monitored wet-out, vacuum bagging, computer-controlled curing, etc.) and materials (epoxy resins and carbon fiber spars among them) in both lines that are born of the custom shops and the top-level quest for strength-to-weight supremacy. The boat, so far, has been warmly received. In the first year, the 115 has sold 45 boats.

On deck, aloft, and below the water, the 115 shows an uncompromising focus on whats fast. Unlike some more Spartan competitors, the boat carries a fully functional cruising interior, but its hard to imagine this will keep the 115 out of the winners circle.

Modern racing boats are more similar than different in hull form. The 115s maximum beam of 11 feet, 11 inches puts it in the middle of other similar boats (see “In Context”). On the other hand, the waterline length (33 feet) gives it a theoretical top-end speed that exceeds all but the largest (the 40-foot J/120) likely competitors. “She is sort of long and lean,” says Jackett. “Her entry is considerably finer than other boats in this class. Her mid-sections are more veed than rounded. That helps with sea-keeping, especially in punching through the sort of short chop that we get on the Great Lakes.” Jackett increased the boats overhang aft “to have less boat in the water and help minimize wetted surface for light air.”

While hardly a radical departure from the raceboat norm, the 115 incorporates its designers best solutions (with computer-aided design, Jackett often tries over 100 iterations) into a conservative, all-around design that takes maximum advantage of how it is built.

The 115s carbon fiber (blade and post) rudder is balanced, elliptical, high aspect, and located as far aft as possible to provide the maximum steering leverage. Retaining control in broaching conditions and maneuvering crisply even at low speeds were the objectives. Our test sail, along with reports from regattas, confirm that those goals were met. The bulbed, 4,200-pound lead keel has a very low center of gravity (achieved in part by attaching the lead casting a foot below the canoe body to a glass keel stub). In addition, the boats generous (39 percent) ballast/displacement ratio, pound-saving carbon spar, overall beam, and pronounced turn in the bilges make it noticeably stiff. It takes 1,200 pounds to incline the boat one degree, a creditable righting moment of 10 percent of displacement. Jackett gave the keel a slightly-raked planform with the idea of minimizing drag (and maximizing acceleration out of a tack).

The 115s mainsail is considerably larger than the fractional (15/16) 108 percent overlapping jib. Despite his worries that in smooth water and light air, boats with big genoas would run away from his design, Jackett has found the sailplan works well: “In worst-case conditions, the boat holds her own, but the majority of the time, she has plenty of power and benefits from this being controllable rather than having to reef or make sail changes.”

Small spinnakers have been an Achilles heel for fractionally rigged racers. Jackett thus gave his design an oversized chute.

The boats deck layout, spars, and hardware are all designed for racing efficiency. An oversized cockpit not only provides room for all of the posteriors and elbows involved in takedowns and spinnaker jibes. It also gives the main trimmer a well-chosen spot forward of the helm where he can work with efficient Harken “gross/fine” sheet controls tools. The helmsman enjoys excellent visibility plus a wrap-around seat and 60-inch wheel. Rail riders should appreciate a radiused rail that takes some of the pain out of hiking. (A full-length toe-rail is optional.) Two hatches, the forward-most sized right to accept a doused spinnaker, break up the foredeck.

The tapered carbon spar promotes better airflow over the main. “Puffs and chop do not affect headstay tension and max energy from the puffs is transmitted to forward motion,” Jackett reports. Barber-haul adjustments that permit varied sheeting angles are a big part of making the most of the boats tall jib. The full racing package includes six winches, any of which can accept spinnaker controls.

Like the C&Cs of bygone days, the 115 looks proportional and balanced. “Slash” portlights offer an aggressive touch, and the open, big-wheeled cockpit is racy, but neither the stem nor stern angle calls attention to itself. What you notice are an effortless transition from house to deck, a pleasingly nimble treatment of the boats hindquarters, and just the suggestion of a hollow between midsection and entry. Belying the comfortable arrangements below decks, the 115 presents a relatively low-freeboard profile. More classic than “in your face,” the 115s appearance seems an expression of its no-nonsense speed potential.

Accommodations

The seeming contradiction between livable interiors and boats that sail fast has long been a fact of waterfront life. However, saving weight by means of composites, innovative structure, and intense computer analysis has helped “built for comfort” and “built for speed” become almost reconciled. Its hard to find compromise and/or sacrifice when you look below aboard the 115. Both fore and aft staterooms are large and private, but both berths will take some getting used to: The taper is severe in the forecabin and clearance over the aft berth is slight enough to make for knee-knocking. Though there is an opening portlight overhead, ventilation aft will not be sufficient. Stowage outboard of the berth seems hardly adequate, but the hanging locker is commodious.

The head/shower-stall compartment is big and nicely designed. Stowage throughout is generous. The galley is well-sited and its L-shaped island affords a good mix of counter space and security for working underway. You would need to modify the interior (grab rails, lee cloths, gimballed table, etc.) to race the 115 offshore, but that sort of racing is not the boats prime mission. For living aboard between day races (or two-couple cruising), the 115s six-berth capability seems right and the saloon seems big enough. The nav station, however, is a bit removed from the cockpit to be ideal for day racing while it is too small to work well as a cruisers nerve center/office.

Taste and tradition are served well throughout the interior. Solid cherry furniture, locker fronts, doors, and fiddles, cherry-veneered bulkheads, and a teak-and-holly sole add warmth. We would have preferred it to be oiled rather than varnished to minimize slipping.

Performance We tested the boat in Coconut Grove, Fla., just south of Miami. Powering out of the channel from Dinner Key Marina to Biscayne Bay, the 28-hp Yanmar diesel saildrive was acceptably smooth and quiet. Once in open water, we were able to put the 115 through a full range of power iterations. At 2,800 rpm, its speed was above 6.7 knots. Maxed out, the boat touched 7.9. Powering created just minimal torque on the helm, The gap between the prop and the rudder, however, gave the boat more forward impetus than wed bargained for when we tried to use the prop wash to kick the stern around and turn her in her own length. Access to three sides of the engine (sited beneath the companionway steps) is straightforward. Even reaching the after side of the powerhead is relatively easy.

We liked the ease with which the main (riding “no-friction,” low-profile slugs in its luff groove) went up. The small jib was a snap to deploy. One of the keys to success on the race course is sailhandling efficiency, but you don’t have to be racing to appreciate sails that are easy to set and handle.

The sparkling morning produced an 8- to 10-knot norther that made us feel more laid-back than fired-up. Still, we took the helm and felt at once a positive, nimble response that moved us to see what the boat could do. Sailing up the breeze in relatively smooth water, the boat kept its pace to less than 30 degrees apparent wind angle. Shooting into the breeze we were amazed at how far the boat carried. (“head-reaching” is a rough test of clean lines underwater.) The 115 seemed to glide farther faster than most of the modern hulls PS has tested.

It was easy to tack through 80 degrees, and it took very little time to accelerate back into a 6-knot-plus groove out of each turn. Spinning the boat was effortless, but the helm was positive enough to let us know when we were over-steering and killing way unnecessarily. Off the wind, we were surprised at the pace (6.7 knots and better) achieved in relatively light air without a big genny. The boat is slippery, and the main is big. Even sailing as low as 150 degrees apparent without a chute, it was surprisingly fast.

Weve had the thought before, but it occurred to us that a boat thats set up to sail fast is a boat thats fun to sail. Far from being overbred or finicky, the 115 is predictable, rewarding, and responsive. To fall back on the oldest of clichs, we found the boats “sports car handling” one of the most attractive things about Jacketts new racer.

Reports from the race-course have all been good: Victories in the Chicago NOOD, Northstar Sail Club Fall Series, and Charleston Race Week signal that the boat goes well in differing conditions. Says Jackett, “Shes at her best in a breeze, but has been able to run away from people downwind in light air. We had a five-boat start at Annapolis NOOD this spring. I think we hit our targets with this one.”

Conclusions

A production boat that delivers “custom” performance, design intensity, and quality is an achievement. At $200,000, the C&C 115 is not cheap for a 37-footer, but combining genuine speed with workable comfort is no mean feat. It comes much closer than most. Given the extremely competitive numbers and initial track record against all comers, this boat appears a racer to be reckoned with. In our estimation, the boat is a remarkable value.

Contact – C&C yachts, 440/354-3111, www.c-cyachts.com/ .

• Hits and Misses
• Critic’s Corner
• C&C 115 In Context
• Construction Details

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Electric Candela hydrofoil boat sets world record by crossing Baltic Sea

• September 16, 2024
• 11 comments
• 2 minute read
• Joshua S. Hill

An all-electric hydrofoiling boat from Swedish company Candela has set two new world records by travelling between Stockholm and the Finnish autonomous region of Åland, marking the first time an electric boat has crossed the Baltic Sea.

Candela, which has developed a range of electric hydrofoil boats and ships, wanted to demonstrate that “that zero-emission sea travel is not only possible today, but that foiling electric ships and boats are so much cheaper to operate than fossil-fuelled vessels.”

The record-breaking journey was undertaken in the Candela C-8, a €330,000 ($A544,500) leisure craft, equipped with a battery from technology partner Polestar.

The journey covered 150 nautical miles from the port of Frihamn in Stockholm, Sweden, to Mariehamn, the capital and largest town of the Åland Islands, an autonomous region of Finland, with a charging stop in Kapellskär.

While charging along the trip was made mostly with existing charging infrastructure, a 40kW Kempower Movable Charger was needed in Kapellskär.

Leaving from Frihamn at 6am, the Candela C-8 made it to Mariehamn by lunchtime, and returned to Frihamn the same day.

YouTube : https://www.youtube.com/watch?v=6hFoRF_Q0CA

“The disadvantage of electric boats has been their short range, due to traditional boat hulls consuming so much energy,” said Gustav Hasselskog , the company’s CEO and founder.

“With our hydrofoil technology, we combine high speed and range, but you get so many other benefits. Flying over the Åland Sea in total silence and without slamming was absolutely magical.”

A gasoline-powered chase boat of similar size accompanied the Candela C-8 on the journey and had to be refuelled for a cost of €750, or around $A1,230. For comparison, the Candela C-8 consumed 213 kWh of electricity, at a cost of about €40-50 (around $A66-83).

“We actually had range anxiety, but not for the Candela,” said Gustav Hasselskog.

“The irony is that the photographer’s gasoline-powered chase boat had to refuel six times during the trip, while we only charged three times.

“We’re talking about 95% lower operating costs,” concluded Hasselskog. “This is a revolution that makes waterborne transöport competitive with land transport in terms of costs, which we will now demonstrate in public transport in Stockholm.”

Joshua S. Hill is a Melbourne-based journalist who has been writing about climate change, clean technology, and electric vehicles for over 15 years. He has been reporting on electric vehicles and clean technologies for Renew Economy and The Driven since 2012. His preferred mode of transport is his feet.

We are definitely in an age of disruption, as much as the bashers, critics and cynics like to deny it. Amazing, 1/25th the cost of their ICE partner boat! And quieter, cleaner and calmer too boot!

Google informs me a litre of diesel is € 1.668, so that trip would have used ~450 litres of diesel, or 4,500 kWh. That’s shockingly inefficient.

Unless the ICE partner boat was a similar sized hydrofoil design, it’s comparing apples and oranges. Candela’s own website reckons hydrofoils are up to 80% more efficient than conventional hulled boats, which translates to about 50 litres of fuel.

Please stick to the script. We’re not here to point out inconsistencies. We’re here to deride the people who don’t agree with us. Otherwise, what’s the point of social media?

The point of the voyage WAS demonstrating the efficiency of their hydrofoil design. They used the electric motor to drive home the point.

I’m all for cheaper and cleaner water transöport!

I’ve got a well maintained canoe you could be interested in.

Get back to us when it can cross an ocean. Anyone can cross a sea. Proof of concept can be done with rubber bands, icypole sticks and plastic straws.

Why would a 30 ft leisure craft need to cross the Atlantic? There are currently no 30 ft leisure craft, ICE or otherwise, that can cross the Atlantic.

So it’s not intended to be for mass transport, more of a rich wanker mover? Ok, fine. Plenty of them on here.

Hey JTR that chip on your shoulder just keeps getting bigger.

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