Just a general comment on C&Cs: Aside from the known issues with balsa core in the decks and the general tendency to not do as well downwind as upwind, one of the virtues of C&Cs designs over a long period and over most of their model range from 25 foot-41 foot is that if you've driven one, you will have a pretty good handle on how they all can be driven. I've driven now the C&C 27 (various marks), the 29, the 30, the 33, (and I own a Viking 33, a C&C design), the 35, the 38 and the 41. While naturally not identical in sailing characteristics, they share a commonality that makes it relatively simple for a C&C fancier to move up or down the model range without expecting nasty surprises.
A notable constant is the hull forms and the ballast ratio, at least in the cruiser-racers (I haven't sailed a Landfall): C&Cs will power up going to windward and will heel strongly...and then stop and accelerate further as the increased LWL comes into play. This "stiffness" (and the tendency to go over to 20-22 degrees in a gust), is called variously "the slot", "the track" or "getting into the groove" and C&C owners can predict the conditions needed to achieve it.
It makes crewing on vintage C&Cs throughout various PHRF classes relatively straightforward, because they tend to be driven in a predictable way.
(Hughes were good boats, by the way, also, particularly the 31 and the 38, but just as an aside, I was able to outrace a Hughes 38 with a roller
furler in 18-20 knots of wind in my Viking 33 with hank-ons precisely due to getting into that "slot" I mentioned and the fact I could point a good deal higher. Of course, living and cruising on a Viking 33 is like camping in the basement of a brown plaid-appointed trailer, but I digress...)
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