Design and Construction
The Landfall 38 descended from the original C&C 38, but C&C reworked the hull with slightly fuller sections forward. Its shape remains more sleek racer than fat cruiser. A long bow overhang keeps the waterline just under 30 feet, trading some interior volume for performance. As a result, the boat is slightly smaller below than a pure cruiser of the same overall length.
The moderate fin keel has a standard draft of 4 feet 11 inches. A 5-foot 8-inch deep-draft version was also offered but found few buyers. Well aft, a free-standing balanced rudder gives the boat strong steering authority when reaching.
C&C built the hull as a one-piece balsa-cored molding. The deck and cabin-trunk top are also balsa-cored, following a construction approach long associated with the company. The hull and deck meet at an inward-facing flange, chemically bonded and through-bolted with stainless steel fasteners on 6-inch centers. The teak caprail is incorporated into this joint.
The external lead keel is bolted to an integral sump. In the bilge, the mast step bridges two deep floor timbers, keeping the spar heel clear of bilge water. Bronze seacocks serve all underwater fittings and are double-clamped to the hull.
Extra ballast, more joinerwork, and a longer deck make the Landfall about 2,000 pounds heavier than the old C&C 38, yet its performance barely suffered.
Rig and Handling
The Landfall 38 is a masthead sloop with 649 square feet of working sail. Its rig is a slightly shorter version of the original C&C 38’s. Airfoil spreaders and Navtec rod rigging keep it aerodynamically clean, while the Navtec shroud chainplates are set inboard for good upwind bite.
A 150% genoa covers nearly 580 square feet, compared with a 385-square-foot 100% foretriangle. The main halyard, reefing lines, and cunningham lead aft to the cockpit. Headsail halyards, however, terminate at winches on top of the cabin trunk, just aft of the mast. Only the mainsheet winch was self-tailing as standard.
Test sailors found the boat able to point high and track well. They also noted a soft motion in a seaway and good acceleration off the wind. One account from a gale off Cape Lookout described the hull handling steep seas without pounding—and without anyone missing a meal.
Owners report that the Landfall 38 is stiff and well balanced, and as fast as or faster than boats of similar size. Its PHRF rating of 120 falls between the Cal 39’s 114 and the Tartan 37’s 126. Most sail controls are within arm’s reach of the helm, making the boat an easy handful for a cruising couple.
Accommodations
Below, the Landfall 38 fits a three-cabin layout into 38 feet. The companionway is offset to starboard and has a stout bridgedeck. Immediately to port, the aft owner’s cabin drops away to a standard double berth. To starboard, buyers could choose either a single bunk or a full navigation station.
Forward, the V-berth is small and narrows sharply. The only genuinely usable hanging locker is a cedar-lined unit in the bow. In the saloon, straight settees run along both sides of a centerline fold-up table. The keel-stepped mast rises through the cabin in full view.
The U-shaped galley is to starboard and was factory-finished in white Mica. Two deep stainless-steel sinks face aft, while a three-burner stove and oven sit outboard. Opposite, the large head includes a separate shower stall, a feature rarely seen on 38-footers of the era.
Lighting and ventilation are exceptional for a production boat. Fluorescent and incandescent fixtures are fitted throughout, and four large dorade cowl vents serve the main cabin, galley, and head. The interior teak is varnished rather than oiled, which keeps the woodwork lighter than expected.
Known Issues
Cored decks are the main structural concern. Although the balsa-cored hulls rarely show coring problems even decades later, the decks can delaminate and need careful inspection. Practical Sailor’s survey found that signs of deck delamination are a real risk on almost all boats of this era.
Owners also commonly complain of annoying leaks. Those around the mast partners and portlights are easily fixed, but leaks at the hull-and-deck joint are much harder to eliminate. Because the flange is relatively narrow, some backing plates beneath deck hardware don’t lie flat. This can cause gelcoat cracks near the stanchion bases.
The engine compartment sits only a few feet from the owner’s berth but has no soundproofing. It also lacks a drip pan, so oil changes require care. Battery access is poor: checking the electrolyte requires a mirror, and filling the batteries requires their near-removal.
The anchor locker has neither a positive latch nor a way to secure the bitter end of the rode. The stemhead fitting also has no provision for a keeper pin. At the companionway, the sill lacks a lip, allowing water to pass beneath the drop board. The aft double berth can flood when a wave comes over the rail on starboard tack.
The water tanks vent outside the hull, risking contamination. Some polyethylene tanks were also overcooked during manufacture, leaving the water with a bad taste.
The Verdict
The Landfall 38 is a thoughtfully engineered performance cruiser that punches above its modest size. It combines a stiff, seakindly hull with a bright, well-ventilated three-cabin interior. The compromises are typical of a 1980s C&C: clever use of space alongside some maddening details in the deck joint, anchor locker, and systems access that demand a buyer’s attention.
Pros
- Stiff, well-balanced sailing, with performance approaching that of racer-cruisers
- Balsa-cored hulls notably resistant to coring problems over time
- Separate shower stall and excellent ventilation for the era
- Keel-stepped mast kept clear of bilge water by bridging floor timbers
Cons
- Deck delamination and hull-to-deck joint leaks are real risks
- Poor engine access, soundproofing, and battery access
- Anchor-locker and companionway-sill details allow water intrusion
- Small V-berth and an aft-cabin berth awkwardly exposed to weather
