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BKOffshore is opgericht in 2016 door Koenraad Van Nieuwenhove als opvolging van de 10de editie van Belgian Offshore Challenge in 2015., tevens georganiseerd door Koenraad Van Nieuwenhove

Wedstrijden, wij organiseren een belgisch kampioenschap voor motorboten en waterscooters. per seizoen organiseren wij 4 events. op ieder event worden 3 tot 4 wedstrijden georganiseerd voor zowel motorboten als voor waterscooters., contactinformatie, +32 473 43 88 99 [email protected] antoon catriestraat 141 b - 9031 gent.

Union internationale motonautique

Although it bore little similarity to our modem sport, powerboat racing can reliably trace its origins as far back as 1902 when the British formed their Marine Motoring Association.

By the following year, New York´s Columbia Yacht Club had formulated a constitution for what ultimately became the American Power Boat Association (APBA) and the French had formed their Congress of Automobile Boats. In 1903, the French ran a 62-mile circuit race on the Seine at Meulan and the 230-mile Paris to Trouville event, while the following year saw a race across the English Channel and an attempt to promote a Trans-Atlantic marathon. Gottlieb Daimler had been experimenting with single-cylinder internal combustion engines in Germany and America´s E.W. Graef developed what may well have been the first Deep-V powerboat in the same year that Britain´s newspaper magnate, Sir Alfred Harmsworth, created what has become the world´s oldest and arguably most famous powerboat racing trophy.

In 1907, a small group of motoring enthusiasts formed the Paris-based Internationale Motor Yacht Association and, after a change of name to the Association Internationale du Yachting Automobile in 1908, staged races regularly in Nice, Palermo, Monte Carlo, Algiers, Toulon and Arcachon until the outbreak of the First World War. Led by the Duke of Westminster, Lord Montagu, Baron Henri de Rothschild, Noel Robbins and others racing prospered in Europe and by 1911 the Americans had stepped in on the act by staging a race from Long Beach to Catalina Island in California.

Competing mostly in boats with vertical stem and flat bottoms which relied more on brute force and ignorance than hydrodynamic efficiency, the rich and famous took their pleasures on the water quite seriously, in an amateur sort of way.

The involvement of Sir Thomas Sopwith in England and Jack Manson and Gar Wood on the American scene brought a more professional edge to this emerging competition and the Harmsworth Trophy and Gold Cup competitions sparked the public imagination in much the same way as the Schneider Trophy international air races and the latter day Hales Trophy for the Trans-Atlantic Blue Riband. By 1917, the Americans were running ten races a year in locations from Miami to Key West, Palm Beach, Havana and New York but the vagaries and traumas of changing presidents and offices almost annually with its attendant inefficiency led to the collapse of the European AIYA in 1918, when the last known President, a Dr Busley from Berlin, disappeared and took the records of the Association with him into obscurity. It was 1922 - and largely due to the lobbying efforts of an Scott, Dr Morton Smart and John Ward, an expatriate Irishman living in Belgium - that saw the formation in Brussels of the precursor of today´s modern administration in the new Union Internationale du Yachting Automobile with Ward as its first Secretary General and the Belgian businessman Alfred Pierrard its first President.

Having been successful in re-establishing the international authority, Ward was succeeded as Secretary General in 1925 by Maurice Pauwaert who, together with the President, administered the emergent sport unchallenged for 20 years until the outbreak of the Second World War.

By 1927 it had acquired a permanent administrative base, had promulgated its first sporting rules, published its first racing calendar and after a further change of name to the now familiar Union Internationale Motonautique (UIM) was ready to welcome more nations into its fold. Among that first intake were Argentina, Belgium, France, Germany, the United Kingdom, Holland, Ireland, Monaco, Norway, Poland, Sweden and finally the United States of America, as the world basked in what was to be only a temporary peace.

Inevitably the Second World War brought an end to all marine sporting endeavours, though it was coincidentally responsible for much of the technical development which gave the modern sport its direction, particularly in the areas of hull and engine design. However, in 1946, the UIM emerged unscathed from the hostilities to meet a world of change. With its administrative base relocated from Brussels to Ghent, Freddy Buysse elected to the President´s chair and first with Maurice Pauwaert and latterly with Henri Thomas as Secretary General, the UIM powered through its most formative decades and towards a body which is recognisable today.

The formation of a Technical Committee and the sanctioning of the American Power Boat Association to represent the nation with the biggest potential for competitive growth began a progressive programme of sporting, technical administration and safety development which continues to this day.

Overseeing this have been successive Presidents from Italy (Vittore Catella), France, (Claude Bouilloux Lafont), Italy again (Francesco Cosentino), Belgium (Paul Lamberts) Germany (Ralf Frohling), the USA (Charles Strang) and once more Italy in the shape of current President Dr Raffaele Chiulli, who was elected to office in 2007.

Thomas retired as Secretary General in 1972 to be succeeded by the urbane Belgian, José Mawet, under whose guidance the administrative office moved from Brussels to the Principality of Monaco. In late 1992 Régine Vandekerckhove became only the fifth person to hold this office before being followed by Andrea Dini of Italy and the present incumbent, the highly experienced Swiss Thomas Kurth.

As for the sport’s administration today, the hub of the Union – the clearing house for all contacts with and from its member nations (a total now risen from twelve in 1927 to 60 in 2017) and distribution centre for all relevant documentation - is its registered office within Monaco´s Stade Louis II sporting complex in Font Vieille. This small suite of offices is staffed by the UIM´s permanent full-time Secretary General and five administrative assistants.Every other office, function and activity within this international governing body is contributed on a voluntary basis by the individuals concerned and for the most part, expenses by the national authorities from which these individuals come, though some choose to fund their own activities to the wider benefit of all.

The ultimate authority in the sport is vested in the UIM´s General Assembly which is made up of one delegate from each sanctioned national authority and which meets annually in the autumn of the year to ratify the minutes of the previous year´s Annual General Meeting and examine the reports of the General Secretary and Treasurer.

Responsible to the General Assembly for the management of the UIM is the Executive Committee, made up currently of the President and a minimum of five members, which meets as often as necessary to ensure the smooth running of the Union. In practice however, as many as 12 Administrators, Commission Heads and other officers are seconded to the Committee. It is this body which appoints the permanent Secretary General, a non-voting, ex officio member of all Committees and Commissions who heads up the Union´s administrative and personnel department.

If the General Assembly is the supreme authority and the Executive Committee is the power base of the UIM, it is the Commissions which make the sport work. It is the elected representatives of these Commissions from Offshore (COMINOFF), Medical and Safety (COMINSAFE), Sports (COMINSPORT), Formula, Technical (COMINTECH), Aquabike and Pleasure Navigation who formulate, regulate and police the rules of competition. At any one time, it is possible to have more than 100 enthusiastic individuals voluntarily giving their time to the task of making powerboat racing sport safer and more effective.

It is within the last three decades that the UIM has grown most and part of the onus for this must fall on the proliferation of racing driven jointly by the Union and its various independent promoters. Most notably this has seen racing extend its horizons to encompass China, Cuba, Abu Dhabi, Dubai, Brazil, Greece, Hungary, Qatar, Kuwait, Malaysia, Malta, Russia, South Africa, Switzerland, Thailand and Ukraine with a growth that is likely to continue.

In the face of geographical growth, financial pressure and the quest for media exposure, the UIM has the taxing task of presiding over a sport whose roots are firmly bedded in amateurism but which by its very nature is being progressively enveloped by professionalism at all levels. As it sets out for the next millennium and its own centenary the UIM is committed to protect its past but equally to develop its future, improving the efficiency of its operation and of communicating to a wider audience the many and varied ways in which powerboat racing and its participants benefit from the efforts of a lively and more commercially aware international governing body.  

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Monaco, Tuesday, February 8th, 2022.

The Union Internationale Motonautique (UIM) celebrates in 2022 its 100th anniversary. 

The International Powerboat Federation was established in September 1922 by a Scot, Dr Morton Smart and by John Ward, an expatriate Irishman living in Belgium when they recognised the need for an organisation to act as a clearing house for nautical records and race meetings and to function as a governing body for a sport that was growing after World War I, but which had no clear direction.

Ward acted as the first Secretary General with Alfred Pierrard , Director General of the Belgian Ministry of Marine, at the helm as President of the International Motor Yachting Union ( IMYU)  its first official name. The IMYU was based in Belgium and originally operated largely within Western Europe.

By 1927 the Federation had acquired a permanent administrative base, promulgated its first sporting rules, published its first racing calendar and, after a further change of name to the now familiar Union Internationale Motonautique (UIM) was ready to welcome more nations into its fold.

At the end of the 1950s, the UIM began to establish a number of commissions to examine sporting rules and regulations, equipment and record homologation, offshore racing, safety matters, technical issues, and the future development of the sport. 

In 1988 the Belgian Secretary General, Josè Mawet, completed the move of the UIM Office from Brussels to the Principality of Monaco.  As for International powerboat racing’s administrative services today, the registered headquarters of the UIM is located within Monaco’s multisport complex Stade Louis II in Fontvieille.

As the Union's reach grew, however, so too did the number of affiliated and member nations. As of 2022, there are currently 64 affiliated National Authorities and members with the UIM having a presence in every continent.

Fully recognised by the International Olympic Committee (IOC), today's UIM  is also a member of the Association of the IOC Recognized International Sports Federations (ARISF) and of the Global Association of International Sports Federations (GAISF). 

To commemorate the centenary of the UIM a special anniversary logo has been launched and will be used throughout the entire 2022 season to celebrate 100 years of excellence in the sport of powerboat racing.

Carlsberg Velden

Formula 1 powerboat, to the carlsberg velden formula 1 powerboat website, formula 1 history.

The concept of a single unified championship for inshore powerboats had been conceived three years previously in 1978 when David Parkinson, an experienced PR manager, was offered the support of Mercury Marine, one of his clients, if he could establish such a series. The concept became the Canon Trophy, sponsored by another of Parkinson’s clients, Canon Inc.

A steady escalation in engine development between Mercury and arch-rival OMC was already underway as the Canon Trophy was formed, and this arms race ultimately resulted in massively powerful 3.5-litre (210 in 3 ) V8 engines being used and led to the creation of the OZ class. Each manufacturer offered as many as half a dozen drivers with a free supply of these OZ class engines in a bid to succeed. The OZ engines differed from the ON class which was centred around a standard 2-litre capacity and consequently OZ machines, with their superior power, swept all before them. Matters came to a head when, in an attempt to extract an even greater advantage, Renato Molinari turned up with two engines on the back of his boat at the Italian Grand Prix. A petition was signed by 28 drivers in 1980 to outlaw the OZ boats and the Formula ON Drivers Association (FONDA) was born. Mercury withdrew their T4 engine and the split was confirmed. OZ and ON classes would have their own championships in 1981.

Somewhat understandably, both championships attempted to use the title of Formula 1 to market themselves as the pinnacle of powerboat racing. For much of 1981 however it was largely irrelevant. John Player had chosen to support the OMC-powered OZ championship, giving it not only an advantage in speed and technology, but also marketing. The championship was still in its early stages with a small grid, but FONDA’s ON class was not much better either and was effectively the remains of the Canon Trophy. Journalists of the period continued to use the familiar terms of ON and OZ to avoid confusion, and it was only when the UIM stepped in to sort out the mess that resulted in the OZ class being awarded Formula 1 status, with the ON class given the consolation title of “World Grand Prix”. Thus, with the backing of the drivers’ association behind it, the FONDA World Grand Prix Series entered into a period of being overshadowed by its bigger, faster brother, the Formula 1 World Series.

By bringing together the financial support and marketing ability of John Player Special, as well as the clarity and consistency of a championship with an established event structure, one which focused on sprint races rather than a mixture that included endurance races in previous years, the category allowed for a relatively stable environment in which the top powerboat teams and drivers could compete. A fixed points system made comprehension easy for spectators, with it matching its motor racing equivalent with 9, 6, 4, 3, 2, and finally 1 point on offer for the top six finishers.

Safety was always looming large in the background of the F1 series. The ever-increasing speeds of the 3.5-litre V8s, as OMC continued to refine them, meant that surviving a ‘big one’ was becoming less and less likely. In 1984, matters reached a tragic conclusion when Tom Percival was the last of four drivers to lose their lives in the space of a matter of months. Cees van der Velden pulled his three-boat Benson & Hedges-backed team from the final three races of the season, and Carlsberg cancelled their partnership with Roger Jenkins, having told the 1982 champion, “another death or serious injury, and they were out”. OMC were able to pull together a depleted field to see out the season, but the writing was on the wall. It was the beginning of the end for Formula 1 as the OZ class.

Keen to keep the championship running however, OMC gave the F1 World Series a facelift. With Benson & Hedges vacating the series’ title sponsorship, in came to create the Champion Spark Plug F1 World Series, and a new Belgian promoter, Pro One, was tasked with turning the series around. Prize money was significantly increased to attract drivers and a greater presence in the United States was sought. Following the trends in hydroplanes with seat belts and safety cells, boat designer Chris Hodges introduced the first iteration of his safety cell which paved the way for a revolution in boat safety and Bob Spalding won the title driving for the Percival Hodges team. On the outside, it appeared as if Formula 1 was set for a new period of growth, until OMC uncovered the level of spending that Pro One had undertaken to raise the profile of the championship. Rumours suggested the promoter had spent the promotion budget for the next three years in a single season. Figures of $4–5 million were passed around. OMC called time on the whole European operation at the end of 1985 and in 1986, based solely in North America, the F1 World Series was wound down before it was completely assimilated into the domestic US championship.

From 1987 to 1989, there was no official Formula 1 championship. The FONDA World Grand Prix Series continued to operate with title sponsorship from Budweiser and benefitted from F1’s demise in Europe as drivers moved back over. In simple terms Mercury’s two litre formula had outlasted OMC’s monster 3.5-litre V8s but the reality was far more complex than that. In the United States, Formula 1 lived on, but as far as the world stage was concerned, the powerboat community once again turned to David Parkinson, who having established the Canon Trophy back in 1978, was still at the helm of the FONDA series into which it had evolved. With no other challenger unlike ten years previously, the UIM reinstated the Formula 1 category to World Championship status and in 1990 the FONDA World Grand Prix Series became the Formula 1 World Championship.

David Parkinson continued to manage and promote the championship until the end of 1993, at which point he handed over to Nicolo di San Germano, who continues to lead the series to the present day. Di San Germano has overseen a period of continued improvements in driver safety, managed the championship through multiple economic downturns and seen a shift in focus for the series away from Europe towards the Middle East and Asia, driven by a need for financial stability. The cost has been a heavy one in the eyes of many traditional fans based in Europe as calendars and grid sizes have shrunk but the attraction remains – the series will return to Portugal and France in 2015 and there is a focus on four-stroke technology to finally overhaul the decades-old two-stroke engines that have dominated the sport since the very start.

Inaugurated in 1981, F1 powerboat racing is a Grand Prix style event, in which teams compete around the world each season. In the 2013 season, a total of 23 drivers and 9 teams entered at least one race, with 16 boats competing full-time. The races take place along a track of approximately 350 meters with multiple turns, over which the boats can reach 250 kilometers per hour (155 mph). The races are longer than most powerboat races at approximately 45 minutes, but still shorter than many car races.

Racing Boats

F1 racing uses tunnel hull catamarans that are capable of both high speed and exceptional manoeuvrability. Overall, the boats weigh 860 pounds (390 kilogrammes), including 260 pounds (118 kilograms) of engine. They are 20 feet (6 metres) long and seven feet (2 metres) wide, keeping weight low through extensive use of carbon fiber and kevlar. The tunnel hull design creates aerodynamic lift due to a ‘wing’ formed by the deck and under surface of the hull. This increases lift and reduces drag, so that at speed only a few inches of the boat touch the water, leading to the high speed possible with these hulls.

F1 boats are powered by a Mercury Marine V6 two stroke that burns 100LL Avgas at a rate of 120 liters (32 gallons) per hour, generating over 400 horsepower at 10,500 rpm. This engine can propel the boats to 62 mph in less than four seconds and to a maximum speed of over 155 mph

text by wikipedia.org

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What is prw.

It’s a powerboat racing website that has covered circuit racing, offshore racing and PWC since 2016. Maintained by The Race Factory based in Norway who have specialists in event planning and promotion, social media, graphic design, and photography. We are currently working on our vision and believe that we can and will make a different in powerboating. We will dedicate our time to produce accurate factual stories and to promote the sport to a wider global audience.

The UIM Pleasure Navigation Commission have announced a new format for their 2022 World Championship. It will see three rounds held this year with each round having two races giving the competitors six opportunities to secure maximum points in this highly competitive series.

‘We hope this format will encourage new teams from as many countries as possible to take part’ said the Commission’s Chairman Denis Dillion.

He went on to say that 2022 will not be without its challenges as Covid is still with us, plus the classes will see the start of the changeover to using only EPA compliant engines by the start of the 2023 season.

Last season saw the three classes – P150, B300, and S450 – compete for the world titles at two different venues. The first took the teams to the Italian town of Rodi Garganico located on the South-Eastern Adriatic coastline.

In the P150 class the Spanish crew of Plazuelo Garcia and Herrera Pardo put their Envirude powered CBS hull to good use winning the first heat and then securing third place in the second to finish the weekend in the top spot.

Overall honours for the B300 class was a closely fought battle between two Bernico entries. In the end it was the Belgian crew of Buby Bertels and Nico de Stoop who just managed to hold off the Dutch pairing of Jan Cees Korteland and Paul Korteland in the second heat to secure maximum points.

In the S450 category it was a strong performance by the Italian crew of Rosario Longo and Enrico Marani in their Power Marine hull that secured victory in both heats each time finishing a lap ahead of the Belgian crew of Nico Bertels and Francis Notschaele.

After a break of four months the race teams then headed to Spain’s Atlantic coast for Round Two. The tourist town of Baiona with its medieval historical centre situated by the outlet of the Vigo Bay played host to the concluding rounds of both UIM Pleasure Navigation World and European Championships.

The race circuit, laid out in the beautiful Baiona Cove just in front of the Ladeira Beach front, would see the teams race a total of thirty-eight (short race) and forty-five (long race) nautical miles in each heat.

Continuing where they left off in the P150 class were Garcia and Pardo. A second and third place finish would give the Spanish team enough points to secure the 2021 world title.

In the B300 class Buby Bertels and Nico de Stoop faced a new challenge for the title in the shape of Ahmad  Abul and Mustafa Al Dashti. The Kuwaiti team drove a strong race securing a second place in Saturday’s heat and won the long race on Sunday. This result would see Abdul and Al Dashti collect a UIM Bronze medal. Taking the Silver would be the Belgian crew of Benjamin Van Riet alongside Robbe Van Riet, who, following their third place in Italy would once again finish third in Spain. It would be their fellow countryman of Bertels and de Stoop finishing the season with three heat wins out of a possible four who would collect the Gold medal.

When Longo and Marani suffered a head gasket failure during the first heat any hopes that the Italians had of repeating their Round One victories literally went up in smoke. When they were unable to fix the issue before Sundays heat the S450 title was duly collected by Nico Bertels and Francis Notschaele who won both heats in Spain. The Italians had gained enough points to finish second overall which meant that Christian Cesati and Matteo Berardi would collect the Bronze.

UIM Pleasure Navigation 2022 World Championship.

April 22-24                   Benalmadena – Malaga            Spain

June 10-12                   Blankenberge                           Belgium

October 07-09              Como                                       Italy

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Powerboat Racing

According to Powerboat racing history, the sport saw the light of day in the first years of the 20th century. In the beginning racing was done in small boats with little power. Later, the British formed the Marine Motoring Association. In 1903 the Columbia Yacht Club drew up regulations for what eventually became the American Power Boat Association (APBA).

In the years that followed, various people experimented with engines and boat shapes. In 1907 a small group of car enthusiasts formed the International Motor Yacht Association. This name changed in 1908 to 'Association Internationale du Yachting Automobile'. Regular races were organised in Nice, Monte Carlo and Palermo among other places. In 1927 an official rulebook and racing calendar were published and the name was changed again, this time to the now famous Union Internationale Motonautique (UIM). More countries were admitted, and the US, Belgium, Germany and the Netherlands also started Power Boat racing.

During the war years the growth of powerboat racing was interrupted, but in the 50s and 60s it again grew into a major popular sport. Over the years it was developed to include various races and cups. Today it is a lively nautical sport practised in many countries.

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Heart-Pounding Excitement: The Barcelona Offshore Powerboat Race

If you’re looking for a thrill that is completely unique, one that combines the exhilaration of speed, the beauty of the sea, and the skill of world-class competitors, then look no further than the Barcelona Offshore Powerboat Race. This thrilling event attracts boating enthusiasts from around the globe and serves as a testament to human courage and engineering excellence.

Understanding the Barcelona Offshore Powerboat Race

The Barcelona Offshore Powerboat Race is a part of the international offshore powerboat racing calendar. The sport involves high-performance boats racing in open seas, combining high-speed action with the challenges posed by changing sea conditions. With speeds often exceeding 100 miles per hour, these races test the skill, courage, and endurance of the teams participating.

Experiencing the Race

As spectators, you are in for an absolute treat. Watching these boats as they surge forward, cutting through the waves, is an exciting spectacle. The combination of roaring engines, spraying water, and the strategic maneuvering of the boats create an adrenaline-filled atmosphere that is unique to offshore powerboat racing.

The Barcelona Offshore Powerboat Race offers a great vantage point from the city’s beautiful beaches . As the boats race by offshore, you can feel the power and speed from the coast, making it an event that is accessible for both dedicated fans of the sport and casual spectators.

Behind the Scenes

An interesting part of this event is the work that goes on behind the scenes. Teams spend months preparing their boats for the race. These high-performance machines require a combination of powerful engines, aerodynamic design, and advanced materials to withstand the demanding conditions of offshore racing. It’s a testament to the incredible advancements in technology and engineering.

Visitors often have the chance to visit the pit areas where these boats are prepared and maintained. This can be a fascinating opportunity to see these incredible machines up close and understand the level of detail and precision that goes into preparing for a race.

Engaging with the Community

Offshore powerboat racing, like many motorsports, has a dedicated and passionate community. The Barcelona Offshore Powerboat Race is a great chance to meet fellow fans of the sport, share stories and insights, and celebrate the thrill of the race together. There are often related events around the race, such as boat shows, meet and greets with the teams, and parties, making it a fun and engaging event.

Exploring Barcelona

With the race taking place right off the coast of Barcelona, it’s a great excuse to explore this stunning city. Known for its vibrant culture, stunning architecture, and delicious cuisine, Barcelona has plenty to offer both before and after the race.

The Barcelona Offshore Powerboat Race is a thrilling spectacle of speed, power, and endurance. It’s a unique event that offers an exciting alternative to traditional motorsports, set against the backdrop of the stunning Barcelona coast. Whether you’re a seasoned fan of offshore powerboat racing or a curious newcomer, this race promises an unforgettable experience filled with high-speed action and an infectious community spirit.

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Powerboat fans in for swell time off Napier

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The Napier Offshore 100 powerboat race in 2019. Photo / Paul Taylor.

An offshore powerboat racer has no qualms in tackling Napier’s Offshore 100 despite having a boat wrecked in the notorious conditions.

Mike Gerbic returns on Saturday for the country’s longest-surviving powerboat race, which starts at 11am.

The Napier event, which attracts mainly Queen’s City racers, is being revived after a three-year lapse caused by Covid-19.

Gerbic recalls hitting the swells on the race’s back leg - from off Napier Port, towards Bay View - about six years ago.

When the boat rounded the north point to head south along Westshore Beach, the hull “delaminated”.

After limping back to race headquarters in Napier’s inner harbour, an inspection revealed its racing days were over.

“Over. Off to the tip,” Gerbic told Hawke’s Bay Today , as he looked forward to racing the latest vintage of Espresso Engineers team boats.

As the New Zealand Offshore Powerboat Association focuses on Napier to get its annual drivers’ championship series moving again, Gerbic is back, undaunted, and says: ”The swells were four metres one year”.

The Napier race hasn’t taken place since 2020 , but it has a history dating back to the 1970s.

Other races are on sheltered courses such as Lake Taupo, or harbours or firths.

The Hawke’s Bay challenge attracts racers as it is regarded - as a prominent driver once said - as the “only true offshore race in the series”.

Large catamarans of more than 14 metres, from as far as Australia, had raced in the past, but the current fleet is limited to about 10 metres.

NZPBA president Paul Greenfield says Napier, race five in a six-race series this year, is one of three the association is keen to foster, because of the history, and conditions.

The crews arrive in Napier on Friday and will be based at the Hawke’s Bay Sports Fishing Club, with the boats parked for public viewing on the neighbouring reserve.

The racing is best watched from Westshore, from the points at the entrance to the inner harbour, the Hardinge Rd foreshore and the sweep towards the port entrance.

Among the fleet is Red Steel, raced by now retired Napier racer and former national drivers champion Tony Carson , who also raced with Auckland-based brother Wayne Carson .

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Powerboating … All the Rest is Waiting

Pilots Survive Horrible Nor-Tech 427 Accident

Anyone who’s into power boating especially in Europe, knows Patrick Huybreghts aka Pat. He’s a die-hard power boater but most of all he’s an optimist by default. He owns 2 Nor-Techs: 38 ft from 1997 and 39 ft from 2008. Both powerboats being used till today for incentives, even the 38 ft raced in 2009 under the name “Spirit of Belgium”. That was also the reason why Patrick preferred the brand Nor-Tech to build him a new Race Boat for the 2010 Offshore world championship series. Last week I had the chance to interview him about the Nor-tech 427 accident.

Powerboating.be was his channel of choice.

Boat history of Patrick started in 1993 with the purchase of a 21 ft. well craft Scarab, continuing with a dealer ship of Sonic USA powerboats rigged with Yanmar’s followed by an Intrepid 34 Ft. also with twin Yanmar’s.

After those boats he fell in love with the Nor-Tech 38 Ft. Superfast who drove in 1997 in the APBA series to the title. That boat he was able to purchase in 1999.

Successfully doing PowerBoat experiences & incentives with his Nor-Tech’s (more than 1650 hours) for major brands as Q8 and Samsung, Patrick raced in 2009 with his old Nor-Tech (1997) in the SuperSport Series of the World Championship, several podium places and a 4th place by the end of the year was “Spirit of Belgium’s” result . Considering that in the last heat of that year they faced an engine problem, so they missed the 3th place overall with a few points.

Being taken again by the race virus (Patrick did participate in 9 Paris Dakar raid’s in Africa with Trucks and Cars, car & bike racing in the European circuit for many years).

He found the budget to invest in a brand New Nor -Tech for the 2010 season coupled with UK power boat champion Shelley Jory-Leigh as pilot.

Season 2010 opened in Ukraine, followed by a race in Malta, “Spirit of Belgium” was at that time in 2nd place in the championship with just a few points behind the leading boat . The 3th venue Sardinia would be the nearly fatal one.

Suddenly … without any warning …

in the same moment hitting the water again with the second closed compartment they came to an stop in less than a second, in that fraction the second compartment broke off and flow away hitting Patrick on the head knocking him unconscious. Luckily Shelley kept her cool and took command to save Patrick’s life, doing the radio for help and yelling at Patrick to keep him on this world. She did more than a brave job, considering that she was also seriously injured.

The only thing Patrick remembered of the accident was that they took a jump on a wave like they did already innumerable times, throttling off on the jump he saw the deck peeling and there his recap stops.

Amazingly Shelley Jory-Leigh and Pat got out of this accident alive. After 3 months of struggle Pat finally recovered the boat from the Italian Sea to investigate what really happened that particular day.

Today, after several thoughts regarding the accident Pat still is not 100% sure what caused this horrible crash. Could it be a human fault while constructing this powerboat or could it be a pilot/throttle error? Maybe the readers of this article, some might have experience in racing or high performance boating, can come up with an opinion looking at these photos.

Normally Pat would keep the powerboat in his possession but in December 2014 he fell of a ladder shattering both his hands, completely ruining his hip and feet. So it’s a long way for him to go. That’s why he has put this boat on the market to obtain some funds to survive this period in his life. 15% of the amount will go to the Bergamo Scuba Angels for the great rescue job they did for both pilots that fateful day. They will invest it in safety equipment to safeguard others in the future.

I would like to stress out that Shelley and Pat are still the best of friends.

Also he wishes to think the Bergam Scuba angels for their very professional help. Visit their page at www.bergamoscuba.com .

Pat regrets not being able to join the 2015 Abu Dhabi event due to several surgical procedures and rehabilitations in hospital. He will show and comment the movie of the Nor-Tech 427 Accident during the first 2016 race. This is an absolute unique and impressive document in which you can also admire the professional actions of the Rescue Team Bergamo Scuba Angels.

Pat asked me explicitly to pop your thoughts or questions about this accident by emailing him and not to do this via commenting below. You can reach him at  [email protected] .

Powerboating.be wishes to thank Pat Huybreghts for his willingness to testify on this Nor-Tech 427 accident and we keep our thumbs up for a good recovery in the months to come. We sure would love to see him in a powerboat again. Also a big hug from us for Shelley Jory-Leigh who kept her calm by sending out the Mayday call and for her extraordinary assistance during the first rescue minutes which were so immensely important. We love you, Shelley!

And speaking of Shelley at Conniston in November 2015 she smashed the national record in her class going 114,67 mph which is 183,47 kmh. Congratulations on behalve of powerboating.be.

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