When you feel like “flying” at 40 knots from wave to wave having to face a 5 Bf wind on the port bow with the bow maintaining the correct attitude and the hull achieving remarkably soft ride without requiring any special handling from the skipper, then it is very natural the adrenaline’s values go on red.
Taking into consideration that the specific boat’s set-up was for a different use than pleasure - with the sport master lower units of the Long engines installed in a very high mounting height and their propellers’ features not helping in tough weather conditions-, it became clear that we were not able to handle such a wavy sea and inevitably the hull of the NC 100S was completely on its own to manage these conditions relying exclusively on its design.
Having a bow entrance angle of 58 degrees and a transom-deadrise of 24 degrees, the hull of the Skipper NC 100S shows its aggressive orientation and prepares us for impressive soft rides making it really competitive.
One of Skipper’s “deep -V” hull characteristics is the 4 vented steps, the overall length of which occupies 4.5 meters of the total waterline.
The first step lies underneath the position of the console; it is stretched for 95cm and is situated 2.5 cm higher than the front section of the hull.
The aft step which is the longest one stretching for 1.57 meter is located 4.5cm higher than the third step and is the one that stabilizes the boat at the very high speeds.
The second major characteristic of the hull is the considerably tall chine which in the area of the first step is as high as 55cm shaping an augmented hull size and providing huge internal storage spaces. Having a width of 7cm and being steeply negatively inclined, it deflects the water lower providing an increased surface for the lift and stability of the boat at lower speeds.
Three spray rails start from the bow section of the hull having very limited width and eventually only the two higher ones end up in the transom keeping neutral inclination all along their length while the width reaches up to 9cm.
Taking a closer look at the Skipper NC 100S’s hull we will notice that besides the small pad at the transom, several adjustments have been made in order to improve stability and direct the water towards strategic areas.
On the deck
What really impresses is definitely the huge bow sundeck which is covered by two separate cushions that allow a comfortable passageway among them for the crew movement.
Stretching 2.25 meters in length and 1.90 meter in beam, the bow sundeck is by far the largest we have ever seen in the 10 meter RIB category.
The storage compartment that lies underneath the bow sundeck can be very easily converted to a comfortable berth for two adults with spacious side storage areas.
Regarding the most distinctive features of the deck its worth mentioning its enlarged beam which in front of the console is 1.90 meters while behind, at the four seated bench it stretches up to 1.97 meters.
The gunnels’ height in the area of the four seated bench is 67cm while moving towards the bow this gradually increases until it reaches its maximum value at 80cm in the area around the console, offering an increased sense of safety to the passengers especially at bad weather conditions.
The central placed console allows the easy passage from both of its sides leaving wide passageways the narrowest point of which being up to 36cm.
Opening the console’s hatch on which a built-in seating exists we discover one more large interior space. Here we can host a marine head and a small compound on which the sink lies on.
In the back side of this interior space there are big hatches in order to facilitate the access to the electrical installation of the instruments, the controls and the steering system.
Taking our place in the helm seat we can see the big dashboard for the instrumentation which is able to host any kind and size of electronic equipment we choose.
In this particular boat four bucket seats were placed, designed by Alexandros Stavroulakis offering the possibility to adjust the driving position and the suspension resistance regarding the occupants’ body weight.
In the aft section the prominent feature is the well designed four seated bench which is equipped with fine quality of upholstery and right behind it the stern sundeck lies on having a clear 2 meter beam. Both the four seated bench and the sundeck are parts of the same setup which can be lifted with an electro hydraulic mechanism to uncover the largest storage space of the boat.
This huge compartment can take a king size double berth and so to be converted to a really spacious cabin ideal for those wishing to have the overnight facility on board and disliking to erect tents every night.
At the sea
Two Long Veradoes Racing 400R were mounted on the Skipper NC 100S’s transom with sport master lower units with a pair of Bravo I FS 26" propellers. With the two propeller shafts to be located almost at the hull’s level it became obvious that the specific boat had a clearly racing orientation.
As it has already been mentioned earlier in the text, the strong wind that was prevailing in 22/4 at Lavrio-Makronissos strait was by no means in favor of this boat configuration.
As we have already pointed out many times in various articles in this web site, a very important precondition in order to face this kind of weather with confidence, with any type of Rib, is to set the engine(s) low and to have it (them) matched with the proper propeller(s).
So, I had some reservations because I was very aware that with this engine setup on the Skipper NC 100S and in such sea conditions I would be unable to experience the actual abilities of the hull since it would have been impossible to stretch it to its limits.
I turned the bow at north and kept the engines working persistently at 2.600 rpm. We were travelling on plane at 9 knots for some time, against the strong wind and towards the big waves. With 4 persons on board and 300 liters of fuel, this attitude of the hull to be on plane in such a speed of just 9 knots was certainly something unexpected for this boat configuration.
Personally, I consider achieving the lowest possible planning speed more important than reaching any top speed since this seems to be more useful particularly when travelling in the Aegean sea.
Pushing the throttle a little bit forward we ended up traveling at 30 knots without even noticing it. The immense torque reserves of the engines were not properly realized and this was attributed to the particular installation of the boat with these specific propellers.
I pushed the throttle even more and I felt the hull responding immediately and staying higher in the water despites the boat’s heavy weight giving the impression of an excellent handling behavior, a very important characteristic at any condition.
With our speed exceeding the 40 knots the ride quality remained at very high levels with the hull maintaining the ideal trim angle even when the propellers were losing their grip.
The impact in the water was remarkably smooth with the absence of vibrations and jolts and without the need for any corrective handling action by the skipper.
Just few minutes were enough to appreciate the hull’s abilities in bad weather conditions which was facing the waves without any specific assist from the helmsman neither any help from the propellers’ blades. It is certain that with the engines’ lower units deeper into the water and with different propellers we would be able to push the controls further and to drive the hull to its limits, which as it became clear, were exceeding our own ones.
We turned our bow to the south passing the Sounio Cape where the wind subsided significantly and we completed our test by taking the performance data.
At 4.500 rpm the speed reached the 45 knots with the engines consuming 92 liters per hour. These are excellent data which could be significantly improved further meaning that the consumption could have fallen below the 2 liters per mile taking into consideration the high levels of slippage that the Bravo I FS show due to their shape characteristics.
At 7.000 rpm we touched the 70 knots pushing the propellers to their limits as they clearly showed that their pitch was short and the slippage very high.
Having the Skipper NC 100S in our disposal for a whole day and covering almost 70 nautical miles, most of them in bad weather conditions, we can say beyond any doubt that its high speed hull, the fast cruising speeds, the low consumption rates, its excellent behavior in the windy sea and the low planing speeds that the hull achieves, ensure the safe and comfortable ride to any destination.
All the above, combined with the excellent construction quality, the huge storage compartments which can easily be converted to “secret” cabins hosting 4 adults, constitute a complete proposal to those wishing to travel to any destination worry-free and seeking the comfortable living and the overnight on board.
You can see our measurements, with the pair of 26" Bravo I FS propellers in:
Testing a pair of 26" Bravo I FS on a Skipper NC 100S with twin Verado 400R
Daratso Neas Kydonias
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