HJ292 Product Manual

Manual Amendment Summary
Jet or Control Type HJ292

Part Number 089292
Revision R1 01/06/11
Amendment A12 17/06/13
Refer to ECN 21599 for Amendments
Installation and Service
Manual
HJ292
Jet unit Manual
R1A12
Copyright © 2002. C.W.F. Hamilton Ltd
All rights reserved. No part of this document may be reproduced, stored in a retrieval system or transmitted in
any form or by any means; electronic, electrostatic, magnetic tape, mechanical, photocopying, recording or
otherwise, without permission in writing from C.W.F. Hamilton & Co Ltd.
Due to our policy of continuous development, specifications in this document are subject to change without
notice or obligation.
Jet or Control Type HJ292

Part Number 089292
Revision R1 01/06/11
Amendment A12 17/06/13
Contents
1 - Introduction ____________________ 1-1

Limited Warranty___________________________________________ 1-2
Warranty and Ownership Registration Form ____________________ 1-4
General Safety Notice _______________________________________ 1-5
Symbols __________________________________________________ 1-6
2 - Product Description ___________ 2-1

Introduction _______________________________________________ 2-1
Equipment Description ______________________________________ 2-3
Main Components __________________________________________ 2-3
HJ292 Main Components ____________________________________ 2-6
3 - Design Basics _________________ 3-1

Propulsion System Design ___________________________________ 3-1
Hull Loads_________________________________________________ 3-1
Hull Design _______________________________________________ 3-4
Mono Hulled Vessel ________________________________________ 3-4
Multi Hulled Vessels ________________________________________ 3-5
Trim Tabs _________________________________________________ 3-5
Drive Lines ________________________________________________ 3-7
Requirements of the Driveline ________________________________ 3-7
Engineering Checks _________________________________________ 3-7
Driveline Options __________________________________________ 3-7
Misalignment Absorbing Coupling ____________________________ 3-8
Long Drive Shafts ___________________________________________ 3-9
Universal Driveshaft Alignment______________________________ 3-10
Jet Coupling Flange Details__________________________________ 3-11
Moments of Inertia _________________________________________ 3-11
Mainshaft Dimensions ______________________________________ 3-12
Critical Speed of Mainshaft __________________________________ 3-13
Jet Mainshaft Alignment ____________________________________ 3-13
Water Offtake ____________________________________________ 3-14
Water Offtake _____________________________________________ 3-15
Engine Location and Mounting ______________________________ 3-16
Engine Mounting __________________________________________ 3-16
Engine Systems ____________________________________________ 3-16
Exhaust Systems ___________________________________________ 3-16
Governor Settings__________________________________________ 3-17
Dry Run Kit (Optional Extra) ________________________________ 3-18
Scope of use ______________________________________________ 3-18
4 - Precautions Against Corrosion __ 4-1

General ___________________________________________________ 4-1
Electrical Wiring System _____________________________________ 4-1
D.C. Systems_______________________________________________ 4-2
A.C. Systems _______________________________________________ 4-2
Shore Connections _________________________________________ 4-2
Using an Isolating Transformer________________________________ 4-2
Using a Galvanic Isolator ____________________________________ 4-2
Earth Bonding System _______________________________________ 4-3
Corrosion Monitor __________________________________________ 4-3
Trim Tabs and Other Submerged Fittings _______________________ 4-4
Earth Connections for Electronic Equipment ____________________ 4-4
Anodes ___________________________________________________ 4-4
Jet Unit Anodes ____________________________________________ 4-5
Hull Anodes _______________________________________________ 4-5
Anti Fouling Paint __________________________________________ 4-5
Anti-Seize Compound_______________________________________ 4-5
Impressed Current Protection_________________________________ 4-5
Steel Hulls and Carbon Fibre Reinforced F.R.P. Hulls ____________ 4-6
Earth Bonding System (Not Normally Current Conducting) ________ 4-6
Checking the Insulation______________________________________ 4-6
5 - Installation ___________________ 5-7

Basic Installation Method ____________________________________ 5-7
Hull Preparation ___________________________________________ 5-8
Installing the Intake Block - GRP Hulls_________________________ 5-8
Fixing the Intake Block to the Hulls ____________________________ 5-9
Cut the Transom (If required) ________________________________ 5-11
Installing the Intake Block - Aluminium Hulls __________________ 5-12
Fixing the Intake Block to Aluminium Hulls ____________________ 5-12
Prepare the Transom _______________________________________ 5-13
Installing the Intake Block - Steel Hulls _______________________ 5-14
Electrical Isolation _________________________________________ 5-14
Preparing the Hull Cutout ___________________________________ 5-14
Prepare the Transom _______________________________________ 5-17
Cut the Transom Hole______________________________________ 5-18
Equipment Preparation _____________________________________ 5-18
Steering and Reverse Components____________________________ 5-18
Mounting the Jet Unit ______________________________________ 5-19
Approved Lifting Points _____________________________________ 5-19
Preparation _______________________________________________ 5-19
Mounting the Jet Unit to the Hull_____________________________ 5-20
Attach the Transom Plate to the Hull__________________________ 5-22
Final Assembly ____________________________________________ 5-23
Multiple Jet Installations ____________________________________ 5-24
Engine Mounting __________________________________________ 5-26
Installation Checks for the Jet Unit____________________________ 5-26
6 - Commissioning ________________ 6-1

Commissioning ____________________________________________ 6-1
Pre-Launch Checks _________________________________________ 6-2
Post Launch Checks ________________________________________ 6-2
Engine Running Checks (Vessel Moored) _______________________ 6-3
Vessel Speed And Handling Trials ____________________________ 6-4
After Initial Trials (After Engine Shutdown) _____________________ 6-4
7 - Fault Finding __________________ 7-1

System Faults ______________________________________________ 7-1
Jet Unit Faults______________________________________________ 7-1
Engine RPM Increases Suddenly ______________________________ 7-1
Engine RPM decreases_______________________________________ 7-2
Water leaking from under the Bearing Housing __________________ 7-2
Loud high pitched ratting whine ______________________________ 7-2
Excessive vibrations, gradually increasing ______________________ 7-2
Engine RPM increases gradually over a period of time ____________ 7-3
Sudden increase in vibration from the Jet Unit ___________________ 7-3
Gradual increase in vibration from the Jet Unit __________________ 7-3
Low engine RPM ___________________________________________ 7-3
Thrust Bearing excessively hot ________________________________ 7-3
Dry Run Faults _____________________________________________ 7-4
Bearing Seizes When Dry Running ____________________________ 7-4
Changing Sound from the Jet Unit _____________________________ 7-4
Excessive scouring of the shaft sleeve __________________________ 7-4
Reverse System Faults _______________________________________ 7-4
Reverse Duct Will Not Move _________________________________ 7-4
Reverse Duct creeping down from the up position _______________ 7-5
Oil Leaking from the Reverse Cylinder _________________________ 7-5
Reverse Duct will not go fully down or stay down _______________ 7-5
Reverse Duct will not go up. Relief valve blowing _______________ 7-5
Hydraulic system overheating ________________________________ 7-5
Loss of Hydraulic Oil________________________________________ 7-6
Water Leaking in around the Front Head _______________________ 7-6
Poor reverse thrust __________________________________________ 7-6
Poor forward thrust _________________________________________ 7-6
Steering System Faults_______________________________________ 7-7
Steering stiff at Helm ________________________________________ 7-7
Steering jamming ___________________________________________ 7-7
8 - Maintenance __________________ 8-1

General ___________________________________________________ 8-1
Jet Surface Coating Procedure ________________________________ 8-2
Introduction and Scope ______________________________________ 8-2
Application of Antifoul Coatings ______________________________ 8-2
Maintenance of Jet Unit Paint_________________________________ 8-3
Preservation (Pre Installation)_________________________________ 8-6
Preservation (Post Installation) ________________________________ 8-6
Servicing Intervals __________________________________________ 8-7
HJ Jet Unit Service Intervals __________________________________ 8-7
Daily "Pre Use" Servicing Checks _____________________________ 8-8
Jet Unit Servicing Details ____________________________________ 8-9
Intake Flow Path: ___________________________________________ 8-9
Thrust Bearing _____________________________________________ 8-9
Marine Bearing: ____________________________________________ 8-9
Water Seal: ________________________________________________ 8-9
Anodes: __________________________________________________ 8-10
Screen Rake and Bearings ___________________________________ 8-10
Steering Cotter Pins ________________________________________ 8-10
Steering Linkages: _________________________________________ 8-11
Steering Shaft _____________________________________________ 8-11
Steering Crank ____________________________________________ 8-11
Steering Nozzle ___________________________________________ 8-11
Cylinders and Hoses _______________________________________ 8-11
Reverse Cylinder Shaft______________________________________ 8-11
Driveshaft:________________________________________________ 8-12
Jet Unit __________________________________________________ 8-12
Impeller Blades: ___________________________________________ 8-12
Impeller Check for Wear and Damage: ________________________ 8-12
Marine Bearing: ___________________________________________ 8-12
Reverse Duct _____________________________________________ 8-13
Steering and Reverse Linkages _______________________________ 8-13
Tailpipe, Nozzle and Nozzle Housing ________________________ 8-13
Jet Unit Paintwork: _________________________________________ 8-13
Excessive Wear: ___________________________________________ 8-13
JHPU Oil ________________________________________________ 8-14
Oil Filter _________________________________________________ 8-14
Oil Coolers _______________________________________________ 8-14
JHPU V-Belts _____________________________________________ 8-14
Tools ____________________________________________________ 8-16
Threaded Fasteners ________________________________________ 8-16
Thread Locking Agents _____________________________________ 8-16
Recommended Oils and Lubricants __________________________ 8-17
9 - Overhaul ______________________ 9-1

General Information ________________________________________ 9-1
Introduction _______________________________________________ 9-2
Hydraulic Faults ____________________________________________ 9-3
Care of Jet Unit Paintwork ___________________________________ 9-3
Torquing Sequence of Nuts __________________________________ 9-3
Anode Replacement ________________________________________ 9-4
Refitting the Locating Dowels_________________________________ 9-4
Clevis Loctite Procedure _____________________________________ 9-5
Reverse Duct Overhaul _____________________________________ 9-6
Reverse Duct Overhaul ______________________________________ 9-6
Reverse Cylinder Overhaul ___________________________________ 9-8
Reverse Duct Refit to Jet Unit ________________________________ 9-18
Steering Assembly Overhaul ________________________________ 9-20
Steering Assembly Removal _________________________________ 9-20
Steering Shaft Removal _____________________________________ 9-22
Steering Shaft Bushes _______________________________________ 9-23
Steering Crank Bush________________________________________ 9-25
Nozzle Assembly Removal __________________________________ 9-26
Nozzle Insert _____________________________________________ 9-27
Steering Nozzle Removal ___________________________________ 9-28
Overhaul the Steering Nozzle _______________________________ 9-29
Refit the Steering Nozzle____________________________________ 9-29
Adjusting Nozzle End Float _________________________________ 9-30
Lip Seal Replacement ______________________________________ 9-31
Nozzle Assembly Refit to Jet Unit ____________________________ 9-31
Refit the Steering Arm ______________________________________ 9-32
Refit the Steering Cylinder __________________________________ 9-32
Adjust the Steering Linkage__________________________________ 9-32
Bearing Housing Assembly overhaul _________________________ 9-33
Remove the Oil Pump ______________________________________ 9-34
Removing the Coupling_____________________________________ 9-35
Removing the Bearing Housing ______________________________ 9-36
Water Seal________________________________________________ 9-38
Disassemble the Bearing Housing ____________________________ 9-40
Refit the Bearing Housing___________________________________ 9-41
Refit the KMT Nut _________________________________________ 9-43
Refit the Bearing Cap _______________________________________ 9-44
Refit the Coupling _________________________________________ 9-45
Refit the Oil Pump _________________________________________ 9-45
Internal Intake Anode Replacement __________________________ 9-46
Impeller Check for Wear and Damage: ________________________ 9-46
Impeller - Checking for Wear ________________________________ 9-47
Remove the Tailpipe _______________________________________ 9-47
Tailpipe Overhaul _________________________________________ 9-48
Impeller Area - Overhaul ___________________________________ 9-52
Remove the Impeller _______________________________________ 9-52
Wear Ring Removal and Replacement ________________________ 9-54
Impeller Overhaul _________________________________________ 9-57
Tailpipe Area Re-Assembly __________________________________ 9-58
Overflow Preventer/Hatch Extension (Optional Extra) ___________ 9-62
Hatch extension___________________________________________ 9-62
Fitting the Hatch extension __________________________________ 9-63
Screen Rake Assembly Overhaul (If Fitted) ____________________ 9-64
Remove the Intake Screen___________________________________ 9-65
Screen Rake Removal ______________________________________ 9-65
Screen Rake Reassembly ____________________________________ 9-66
Screen Rake Blanking Plugs _________________________________ 9-68
10 - Appendix ___________________ 10-1

Conversions ______________________________________________ 10-2
Loctite Application Guide __________________________________ 10-3
General Practice___________________________________________ 10-3
Primers, Activators and Accelerators __________________________ 10-3
Equivalents _______________________________________________ 10-4
Installation Checks _______________________________________ 10-12
Jet Unit Mounting_________________________________________ 10-12
Jet Unit General __________________________________________ 10-13
Jet Systems Steering _______________________________________ 10-14
Drive Shaft ______________________________________________ 10-15
Commissioning Checks ___________________________________ 10-16
Pre Launch Checks _______________________________________ 10-16
Post Launch Checks _______________________________________ 10-17
Engine Checks (Vessel Moored) _____________________________ 10-18
Vessel Trial ______________________________________________ 10-20
After Initial Trials _________________________________________ 10-21
Jet Unit Trials & Commissioning Data ________________________ 10-22
Temperature Readings _____________________________________ 10-22
Speed Trial Readings ______________________________________ 10-22
Aluminium Weld Procedure _______________________________ 10-24
Threaded Fastener Tightening Torques _______________________ 10-26
Nut Tightening Torque ____________________________________ 10-26
Screw Tightening Torques__________________________________ 10-27
Stud Installation __________________________________________ 10-28
Set Screws _______________________________________________ 10-28
Hydraulic Cylinder Piston __________________________________ 10-29
Hydraulic Fittings _________________________________________ 10-29
Thread Lubricants ________________________________________ 10-31
Recommendations for Lubricants and Oils ___________________ 10-32
Hydraulic Fluids __________________________________________ 10-32
Bearing Housing Lubrication _______________________________ 10-34
Joint Lubrication __________________________________________ 10-35
Drivers Guide ___________________________________________ 10-37
Starting Up ______________________________________________ 10-37
Ahead, Zero speed and Astern Controls ______________________ 10-38
Power Assisted Slowdown _________________________________ 10-38
Steering _________________________________________________ 10-39
Manoeuvring and Docking _________________________________ 10-40
Cruising _________________________________________________ 10-43
Shallow Water Operation __________________________________ 10-43
Acceleration to High Speed ________________________________ 10-45
Blockages (Debris in the Jet Unit) ___________________________ 10-45
Operating with an Engine and Jet Unit out of Service ___________ 10-47
Shutting Down the Jet Units After Use _______________________ 10-47
11 - Technical Drawings ___________ 11-1

HJ29201000 Base Jet Assembly______________________________ 11-2
HJ29202002 Coupling _____________________________________ 11-6
HJ29203001 Impellers _____________________________________ 11-7
HJ29206000 Steering Assembly _____________________________ 11-8
HJ29207001 Reverse Assembly_____________________________ 11-11
HJ29207002 Reverse Cylinder Blanking Plugs ________________ 11-13
HJ29208001 Installation Details GRP with 0deg Shaft Line _____ 11-14
HJ29208011 Installation Details GRP with 5deg Shaft Line _____ 11-15
HJ29208002 Installation Details Al with 0deg Shaft Line _______ 11-16
HJ29208012 Installation Details Al with 5deg Shaft Line _______ 11-17
HJ29208003 Installation Details Steel with 0deg Shaft Line _____ 11-18
HJ29208013 Installation Details Steel with 5deg Shaft Line _____ 11-20
HJ29209001 Screen Rake Blanking Plugs ____________________ 11-22
HJ29209002 Screen Rake _________________________________ 11-24
HJ29210004 Hatch Extension ______________________________ 11-26
HJ29211000 Tool Kit _____________________________________ 11-27
HJ29213001 Anode Location ______________________________ 11-30
HM00013001 Corrosion Monitor ___________________________ 11-31
HJ29230001 General Assembly 0deg Shaft Line_______________ 11-32
HJ29230012 General Assembly with blueARROW Controls ____ 11-35
82206 Impeller Dressing Information ________________________ 11-36
85114 Earth Bonding System _______________________________ 11-39
205753 Lubrication Chart _________________________________ 11-40
HJ292 Installation and Service Manual Introduction
1 - Introduction
1
In This Section
Limited Warranty ............................................................................................... 1-2

Warranty and Ownership Registration Form ...................................................... 1-4
General Safety Notice ........................................................................................ 1-5
1-1
Introduction HJ292 Installation and Service Manual
1 Limited Warranty
Terms of coverage
C.W.F. Hamilton & Co. Ltd. (Hamilton Jet) warrants to the original purchaser that each new Hamilton Jet product is free
from defects in material and workmanship under normal use and service for the warranty period.
 In the event that a warranted defect in material or workmanship is disclosed to Hamilton Jet within the warranty
period, Hamilton Jet's obligation is limited to, at its option, repairing or replacing the defective product, or
component part at its factory or such other location as may be designated by Hamilton Jet.
 Defective products shall be returned to Hamilton Jet or its authorised service representative for inspection with
transportation charges prepaid by the purchaser to the location specified by Hamilton Jet.
 This warranty only applies where the product is shown, to the satisfaction of Hamilton Jet, to be defective in
material or workmanship during the warranty period.
 Hamilton Jet will supply parts required for warranty repairs free of charge and pay reasonable authorised labour
costs.
 To the extent permitted by law, this warranty sets out the original purchaser's exclusive remedies with respect
to the product covered by this warranty. In the event that Hamilton Jet determines it is unable to repair or
replace any component part(s) found to be defective in materials and/or workmanship, Hamilton Jet's warranty
liability shall be limited to payment by Hamilton Jet to the original purchaser of an amount not to exceed the
value of the defective part(s), together with shipping charges, if any, incurred.
 All products removed or replaced under the warranty shall become the property of Hamilton Jet.
 All warranty claims shall be lodged with Hamilton Jet or its authorised distributor.
Warranty period
 The warranty period for Hamilton Jet products is limited to a period of twenty-four (24) months from the date of
original shipment from the Hamilton Jet factory, or twelve (12) months from the vessel launch date, whichever
occurs first.
Limitation of liability
 This warranty is extended only to the original purchaser, and is not transferable to or assignable to any other
person or entity, and does not extend to future performance.
 In no event will Hamilton Jet, its distributors, or affiliates be liable for any incidental, punitive or consequential
losses, inconveniences, damages or other costs resulting directly or indirectly from any defect in the product
covered by this warranty, including, but not limited to, loss of use, revenue or profit.
 Hamilton Jet reserves the right to change its product through changes in design or materials without obligation
to incorporate such changes in any products previously manufactured, but any improvement or changes may be
incorporated in replacement product.
This warranty does not extend to failures, damages or defects resulting from the following:
 What Hamilton Jet determines to be, misuse, abuse, overloading, improper application, improper transportation
or storage, abnormal wear and tear, negligence, carelessness, accident, natural calamity, vandalism, fouling
caused by foreign material, peculiar water conditions or chemicals, or other circumstances over which
Hamilton Jet has no control.
 Operation or maintenance in any way other than in accordance with the operating and maintenance
instructions of Hamilton Jet.
 Vessel-to-shore electrical connections that change the corrosion potential of the vessel. For vessels equipped
with shore power this warranty will not extend to the product unless an isolating transformer or galvanic
isolator is fitted as described in the applicable HamiltonJet Product Manual.
 Incorrect installation, as per the applicable Hamilton Jet Product Manual and the applicable Hamilton Jet
Designer's Manual. This warranty will not extend to the product unless a negative earth bonding system has
been installed in the vessel as specified in the respective Hamilton Jet Product Manual, and a Jet Mainshaft
critical speed check carried out to Hamilton Jet's written satisfaction.
1-2
This warranty does not cover or provide payment or reimbursement for the following:
1
 Any product which may have been serviced, repaired or altered in any way by anyone other than Hamilton Jet
or a Hamilton Jet authorised facility.
 Any repairs or alterations carried out with the use of parts or accessories not manufactured by Hamilton Jet or
its authorised representatives.
 Items incorporated in any Hamilton Jet product (other than by Hamilton Jet) when such items have been
manufactured by others or are warranted by their respective manufacturers in favour of the purchaser.
 Used or reconditioned parts.
 The cost of transporting the vessel to a repair facility and for all related towing, harbour, docking, slippage,
lifting, moorage, launching or retrieval charges.
No representations or express or implied warranty except as herein stated

 To the extent permitted by law, this limited warranty is the only warranty extended by Hamilton Jet and is in
lieu of all other warranties, EXPRESSED or IMPLIED, oral or written and of all other obligations or liabilities,
including without limitation any IMPLIED WARRANTIES of MERCHANTABILITY or FITNESS for a PARTICULAR
PURPOSE. Except as provided in this warranty the product is sold as is, where is.
 No other person or agent or distributor is authorised to modify this warranty, give any other warranty on behalf
of HamiltonJet or to assume for Hamilton Jet any other obligation or liability in connection with the sale of its
products.
 In the United States and Canada, some states and provinces do not allow limitations on duration of an implied
warranty, or the exclusion or limitation of incidental or consequential damages, so the above limitations or
exclusions may not apply to you. This limited warranty gives you specific legal rights and you may also have
other rights, which vary from state to state.
 In other countries outside the United States and Canada, you may have statutory rights which cannot be
affected or limited by the terms of this Warranty.
C.W.F. Hamilton & Co. Ltd. July 2005 [Rev H]
1-3
1 Warranty and Ownership Registration Form

To allow Hamilton Jet to complete its records and in order to assist any claim under the attached Limited
Warranty, please complete this Warranty and Ownership Registration Form in full and return as soon as
possible by post, facsimile or Email to:
 The Marketing Department, C.W.F. Hamilton & Co Ltd.

 PO Box 709, Christchurch,
 New Zealand.
 Fax, +64 3 348 6969
 Email, marketing@hamjet.co.nz
Hamilton Jet encourages the Distributor to take responsibility for ensuring the Purchaser and the
Distributor complete this form at the time of sale and return it to Hamilton Jet. Please complete one form
per vessel only.
Jet Model
Serial Number(s)
Delivery Date
Commissioning / In service Date
Vessel/Project
Purchaser
Address
Contact Name
Signed
Distributor
Address
Contact Name
Signed
Office Use Only
Logged By
Project Code
Date
1-4
General Safety Notice

1
Warning
A warning is an operation or maintenance procedure, practice, condition or statement which, if not strictly
observed, could result in injury or death to personnel.
This is indicated throughout this manual as shown below:
Caution:
A caution is an operation or maintenance procedure, practice condition or statement which, if not strictly
observed, could result in damage to, or destruction of equipment or loss of mission effectiveness.
Note:
A note contains additional information that will help clarify a procedure.
1-5
1 Symbols
Common symbols used throughout this manual:
Loctite®:
Grade of Loctite will be in the illustration.
Multi purpose Lithium Based Grease

or
Calcium Sulphate Based Grease
Hydraulic Oil
Neutral Cure RTV Silicone Sealant
Tenmat® T814 Bedding in Paste.or D Lube Mounting Grease.
Zinc Anti Seize Compound
Marine Sealant
e.g.
 Sikaflex® 291 and 291-LOT
 3M® 4200
 Terostat® 270-MS
Loctite® 515 Gasket Eliminator ®
Apply light heat
20:1 Water and household dish washing detergent mix
1-6
HJ292 Installation and Service Manual Product Description
2 - Product Description
In This Section
Introduction ....................................................................................................... 2-1

2
Equipment Description ...................................................................................... 2-3
Introduction
Waterjets have rapidly gained acceptance as the leading means of propulsion for all types of high speed
marine craft including ferries, work boats, patrol craft and pleasure boats.
Recent advances in waterjet technology have put them ahead of conventional propeller systems in both
high speed performance and reliability.
Conventional propeller powered craft have several shortcomings, such as vibration, higher engine loading
and susceptibility to damage from water borne debris.
Modern waterjet powered vessels offer many advantages:
 High efficiency.
 Rapid acceleration.
 Shallow draft.
 Manoeuvrability.
 Smooth, quiet operation.
 Lower maintenance.
 Longer engine life.
 Simplified installation.
 No protrusions under the water.
 Safety for personal working in the water near the vessel.
The waterjet unit is an ideal form of propulsion for vessels working in a marine mammal environment.
HamiltonJet pioneered the commercial development of the modern waterjet system in the early 1950’s
2-1
Product Description HJ292 Installation and Service Manual
2
Figure 1: Hamilton Quinnant Jet, Circa 1953
Today we have over 30,000 units in service world wide.

With a complete range of models suitable for power inputs of up to 10000 kW per unit. Hamilton
Waterjets are ideally suited to the efficient propulsion of a wide variety of high speed vessels, in either
single or multiple jet configurations.
HamiltonJet is dedicated to the production of the highest quality waterjets and controls systems designed
and manufactured to meet the requirements of the worlds leading certifying authorities.
Full support for projects is provided by the global HamiltonJet organisation through factory support staff,
regional offices and an extensive network of factory trained distributors in over 50 locations worldwide.
2-2
Equipment Description
The Hamilton HJ Series is a range of highly efficient single stage waterjets suitable for propelling craft
2
typically up to 20 meters in length and 30 tonnes displacement, at speeds up to 50 knots. HJ Series
waterjets are generally directly driven by high speed diesel engines
The Hamilton HM & HT Series are larger single stage waterjets suitable for vessels typically up to 65m in
length and are generally driven by high speed diesel engines via a reduction gearbox.
Mounted partly inboard at the stern of the vessel, the Hamilton waterjet consists of a totally integrated, jet
mounted hydraulic steering, reverse and control system package.
Water is drawn into the waterjet through an intake screen at the base of the intake, which is mounted flush
with the hull bottom. The pumping unit (impeller + stator) increases the pressure or "head" of the flow,
which is then discharged at high velocity at the nozzle. The reaction to this high velocity jet stream
provides the net thrust force, which is fully transmitted through the intake to the hull bottom.
A single piece balanced steering nozzle precisely directs the jet stream as commanded by the helm,
providing high turning forces to either port or starboard. An independent split-duct type reverse deflector,
directs the jet stream back underneath the hull to provide powerful astern thrust.
The reverse deflector may be set to a "zero speed" position (where the ahead and astern thrusts are
balanced) at which point full steering is still available. Infinitely variable forward and reverse thrust may be
selected by varying the position of the reverse duct and combined with the highly efficient steering, results
in unparalleled vessel control and manoeuvrability.
Main Components
Intake Block
Is Bolted or welded to the vessel hull.
Intake
Is bolted to the Intake Block and represents the main structural body of the Jet Unit. It is capable of
transmitting the full thrust of the jet unit to the hull bottom. The Intake is cast from high silicon aluminium
alloy.
Oil Cooler
The Jet Unit is fitted with an Integrated Oil Cooler cast into the side of the Intake. This connects to the Jet
Mounted Hydraulic Power Unit (JHPU) via hoses.
Thrust Bearing
 Mounted inside the Bearing Housing, absorbs the thrust generated by the Impeller.
 No external thrust bearing is required.
Water Seal
 Mounted on the Mainshaft aft of the Bearing Housing. stops water entering the Bearing Housing or the
vessel.
Coupling and Driveshaft

 A Coupling is mounted on the Mainshaft forward of the Bearing Housing.
 A variety of Couplings are available to suit different Driveshaft Flanges.
 The Driveshaft to the Waterjet connection must have axial and radial flexibility.
2-3
Impeller
Mixed flow type, capable of pumping large volumes of water at relatively low pressures. Permits high
propulsive coefficients to be achieved at fast vessel speeds. The cast stainless steel Impeller runs within a
replaceable stainless steel Wear Ring located in the rear section of the Intake.
2
Tailpipe
 The Tailpipe contains a water lubricated Bearing supporting the rear of the Mainshaft.
 The Tailpipe contains a vaned Stator to remove the rotation of the water flow, allowing a uniform axial
flow to the Nozzle.
Steering Nozzle
 After the water flow passes through the Impeller and Stator, it is at a high pressure and relatively low
velocity.
 Water flow at the Nozzle outlet is at atmospheric pressure. This difference in flow pressure is converted
to flow velocity in the Nozzle.
 Correct Nozzle sizing is critical to the correct operation of the Jet Unit.
Steering Assembly
Attached to the rear of the Tailpipe, consists of a Nozzle Housing, Nozzle Insert and Steering Nozzle. The
Steering Nozzle is mounted inside the Nozzle Housing on vertical pivot pins and is rotated to port or
starboard by linkages attached to an inboard Steering Tiller. The Nozzle Insert ensures that the flow exiting
the Stator section reaches the final Steering Nozzle outlet without being disturbed by the steering
mechanism, thus maximising steering efficiency.
Reverse Duct
 Can be positioned up or down by the Reverse Cylinder.
 A splitter is incorporated into the Reverse Duct to divide and angle the astern jet stream downwards and
to the sides, clearing the Transom and Intake opening.
 This stops recycling of water flow through the Jet Unit (which may be aerated or contain sediment) and
excessive disturbance to the bottom of the waterway.
Transom Seal
 Seals the hole in the transom through which the waterjet passes. It is bolted to the vessel transom and
incorporates a rubber ring which seals around the Jet Unit.
Screen Rake
May be fitted as an optional extra. The Screen Rake is either a hand or foot operated rake mounted in the
lower half of the Intake, designed to clear any debris caught by the Intake Screen. The spring return foot
pedal for operating the Screen Rake is mounted on the port side of the Intake casing.
Dry Run Kit (Optional Extra)

The Dry Run Kit is an optional extra that can be fitted to the Jet Unit at the customer's request.
It is purchased at additional cost and should be requested when the Initial Jet Order is placed.
The Dry Run System is typically used for Man-Overboard boats and Lifeboats where the engines need to
be started before the vessel is in the water.
The Dry Run Kit consists of a special Marine Bearing which can be run dry for short periods of time.
Standard rubber Marine Bearings cannot be run dry.
2-4
Overflow Preventer/Hatch Extension (Optional Extra)

 HamiltonJet Units can be fitted with an Overflow Preventer (Hatch Extension) as an optional extra.
 The Overflow Preventer is used where the static waterline (when the vessel is fully laden) is above the
level of the Inspection Hatch.
 It is attached to the Intake Main Inspection Hatch.
2-5
HJ292 Main Components
Figure 2: HJ292 Jet Unit, Main Components
Description Description
1 Intake 10a Reverse Duct (Up)
2 Intake Block 10b Reverse Duct (Down)
3 Oil Cooler 11 Bearing Housing
4 Coupling 12 Inspection Hatch
5 Screen Rake (Hidden in Intake Block) 13 Reverse Cylinder
6 Tiller 14 Steering Shaft
7 Transom Plate 15 Tailpipe
8 Anodes 16 Overflow Preventer (Hatch Extension)
9 Steering Nozzle 17 Hydraulic Oil Pump
2-6
HJ292 Installation and Service Manual Design Basics
3 - Design Basics
In This Section
Propulsion System Design.................................................................................. 3-1
3
Hull Design ....................................................................................................... 3-3
Drive Lines ........................................................................................................ 3-7
Universal Driveshaft Alignment ......................................................................... 3-10
Jet Mainshaft Alignment ..................................................................................... 3-13
Water Offtake .................................................................................................... 3-14
Engine Location and Mounting .......................................................................... 3-15
Dry Run Kit (Optional Extra) .............................................................................. 3-17
3
Propulsion System Design

Jet Unit Selection.
Jet Unit selection is a complex task and C.W.F.Hamilton should be consulted for advice in all cases.
Hull Loads
All loads produced by the Jet Unit result from the difference in momentum of the incoming and outgoing
water. An exception is the torque load on the Stator Vanes as they remove the angular momentum of the
waterjet which was input by the Impeller.
The following four cases must be considered when calculating maximum loads:
 Full Ahead.
 Full Reverse.
 Full Steering.
 Full Reverse & Full Steering.
While the Jet Unit loads can be readily calculated, the hull reaction loads are dependent on the stiffness
and rigidity of both the Jet Unit and the hull structure.
All loads are transferred to the Hull via the intake block. No significant loads are taken by the Transom.
The following Figure and Tables give all relevant data for this Jet Unit.
3-1
Design Basics HJ292 Installation and Service Manual
Figure 3: Loads on Hull
A Ahead
B Reverse
C Steering
D Steering and Reverse
3-2
HJ292 Dimensions
Description Symbol Units Value

Waterjet Angle a Degrees 0.0
CentreLine Height H Meters 0.29
Mean Inlet Depth h Meters 0.05
Steering to Base Centre Ds Meters 1.036
3
Reverse to Base Centre Dr Meters 1.476
Transom to Base Centre Dw Meters 0.536
Centre to Reverse Arm Da Meters 0.18
HJ292 Maximum Hull Reaction Forces
Description Symbol Units Ahead/Steering Reverse

Axial Load in Bottom F kN 12.59 -19.46
Side Load in Base Ws kN 9.84 8.86
Vertical Load in Base Wv kN 0 6.9
Vertical Moment M kN · m 7.38 7.18
Steering Moment Ms kN · m 10.2 14.35
For lower “Design Power” values, the "Hull Reaction Forces" can be adjusted by using the following
approximate equation:
Your Force = Kpr x “Listed Force”.
Where:
Your Design Power = Ydp
Listed Design Power = Ldp
3-3
Hull Design
Not all hull shapes are suitable for propulsion by waterjet. Guidelines on suitable hull
shapes, performance and engine matching is provided in the designers manual.
Mono Hulled Vessel

Aerated water generated by the vessel’s bow wave must not pass directly aft to the Jet Unit Intake(s).
3 


A vee'd bow stem in conjunction with 10 degree minimum deadrise angle is recommended.
Mount multiple Jet Units as close to the keel line as possible. (Staggering the engines can allow closer
centres).
Planing Strakes, Keelsons, Plank Keels and any other hull appendage that may create turbulent water
flow into the Jet Unit(s) must not be fitted in front of and adjacent to the Jet Unit Intakes Refer: Figure
"Mono Hull Design" on Page 3-4.
 For speeds over 30 knots, monohedron (constant deadrise) hulls without appendages are recommended
for directional stability.
 Displacement speed and warped plane (reducing deadrise going aft) hulls may need additional
directional stability. Twin bilge keels are normally sufficient as these do not increase draft or interfere
with water flow into the Jet Intake.
 The Jet Unit must be immersed with the water line at least up to the underside of the Mainshaft (at the
Impeller) in order to prime the Unit when the engine is started.
 For applications using multiple Jet Units, contact C.W.F.Hamilton Ltd for Jet Unit spacing details.
Mono Hull Design
Figure 4: Mono Hull Design
1 Strakes inside width of intake should stop 0.5 meters aft of dynamic air/water interface
2 Shaded area should be kept free of any appendages including water pickups
3 Air/Water Interface
4 Strake
5 Jet Unit Intake
3-4
Multi Hulled Vessels

Jet Units may be fitted in catamaran and some trimaran hulls. Air can become trapped between the hulls in
these types of vessels and care must be taken to ensure that this trapped air does not enter the Jet Unit
intake(s).
This can be avoided if the hulls are deep in relation to the air tunnels so that the Jet Units sit well down in
the water.
When in the Ahead (Up) position, the Reverse Duct must not project beyond the sidewalls of a catamaran
or trimaran hull . This can cause substantial drag.
3
Consult with C.W.F. Hamilton & Co Ltd in all cases if Jet Units are proposed in these types of hull.
Figure 5: Multi Hull Design
Trim Tabs
If fitting Stainless Steel Trim Tabs Refer: "Precautions Against Corrosion" on Page 4-1.
When moving astern, Trim Tabs that are mounted alongside the Jet Unit, will interfere with the reverse
jetstream reducing thrust. Trim Tabs therefore must not be mounted beside the Jet Unit.
Trim Tabs may be mounted under the Jet Unit with any control equipment mounted on either side of the
Jet Unit.
The following diagram shows the maximum size and position of the Trim Tab that may be located under
the Jet Unit.
Contact Hamilton Jet if further details are required.
3-5
Figure 6: Allowable Trim Tab Location
1 Maximum Size of Trim Tab

2 Upper Level of Trim Tab
3 No Trim Tabs allowed in this area
4 Vessel
3-6
Drive Lines
Loads on Jet Unit Thrust Bearing
The Jet Unit Thrust Bearing accepts thrust loads from the Jet Unit to propel the craft. It should
not be subjected to excessive loads from other sources as described below:
 The Jet Thrust Bearing will not stand excessive radial loads caused by Adapters and Belt
Pulleys overhanging the Jet Coupling Flange.
 The Jet Thrust Bearing will not withstand excessive loads produced by rigid drivelines
3
which do not accommodate misalignment resulting from engine movement.
There is a limit to the Driveshaft weight that can be supported at the Jet Unit.
Requirements of the Driveline

The Driveline
 Must allow for parallel and angular misalignment plus axial movement.
 Must transmit the torque to the Jet Unit with an acceptable life expectancy.
 Does not have to transmit thrust loads as these are absorbed by the Jet Unit.
 Must allow for torsional flexibility. A Torsional Vibration Analysis must always be done on the Jet Unit.
The resultant torque must always be in the same direction and should be carefully checked at engine
idle speed.
Engineering Checks
All component suppliers (including Driveline, Engine and Jet suppliers) must be consulted with full
driveline details to ensure suitability and compatibility of components.
Checks must include:
 Critical speed check for whirling of the Jet Unit Mainshaft: Consult C.W.F. Hamilton & Co. Ltd.
 Critical speed check for whirling of the Driveshaft: Consult Driveline supplier.
 Engine to Jet alignment: Consult C.W.F. Hamilton & Co. Ltd.
 Torsional Vibration Analysis: Consult Engine or Torsionally Flexible Coupling supplier.
Critical speed checks should allow safe operation up to the engine's No load governor setting
(or high idle).
Driveline Options
The following diagram shows the different types of driveline components and the various ways in which
they can be used. This diagram is a guide only.
Always contact C.W.F Hamilton & Co Ltd. before designing the driveline.
3-7
Driveline Components
3
Figure 7: Driveline Components
1 Jet Unit Coupling

2 Double Universal Slip Jointed Driveshaft (Misalignment Absorbing Coupling)
3 Fixed Lineshaft (Optional)
4 Pedestal Support Bracket
5 Torsionally Flexible Coupling
6 Flywheel
7 Jet Unit
8 Engine/Gearbox
Misalignment Absorbing Coupling

The following types of Misalignment Absorbing Couplings may be used:
Universal Driveshafts
These are Double Universal Slip-Jointed Driveshafts, also called Cardan Shafts. They bolt directly to the Jet
Unit Coupling.
Lengths range from approximately 900 mm to 3,000 mm. Lengths are limited by the weight which can be
allowed at the Jet Unit Coupling.
Couplings such as “Megaflex”
Double Element Torsionally Flexible Coupling

Use a Double Element Torsionally Flexible Drive Shaft with support bearings as illustrated below. The
engine is located inline with the Jet Unit and can be flexibly mounted with this type of coupling.
Length is from approx 200 mm (8") upwards but is limited by the weight which can be allowed at the Jet
Unit Coupling.
Examples of these couplings are "Centaflex" and Mega Flex.
3-8
1 Jet Coupling
Figure 8: Double Element Torsionally Flexible Coupling 3
2 Coupling Adaptor
3 Torsionally Flexible Coupling
4 Centering Support Bearing
5 Fly Wheel
Torsionally Flexible Couplings (TFC)

The Torsional Vibration Analysis will determine the quantity and position of Torsionally Flexible
Couplings. At least one TFC should be fitted either:
 Between the engine and the gearbox.
 Immediately between the gearbox and any shafting leading to the Jet Unit.
Gear Coupling
This coupling is a Steel Double -Jointed Coupling which is both flexible to allow for angular offset and also
rigid to absorb torsional twisting.
The Coupling is formed by two hubs which engage into a flanged sleeve with internal straight parallel
teeth. Due to the design of the teeth curvature, if shaft misalignment occurs, the hub can oscillate in the
flanged sleeve.
The curved face teeth couplings are flexible enough to compensate for misalignment and axial movement
of coupled shafts. The same type of coupling also allows for greater shaft offset.
Manufacturers recommendations regarding installation and alignment should be followed.
A Double Jointed Coupling is required.
Double Element, Non Torsionally Flexible Couplings

Couplings such as Centaflex
Long Drive Shafts

Where the distance between the Gearbox Flange and the Coupling Flange exceeds the acceptable length
possible with a Cardan Shaft or a Double Element Flexible Coupling Assembly, then a Fixed Lineshaft
supported on Pedestal Bearings is recommended, using a short Cardan Shaft or Double Element Flexible
Coupling Assembly for connection to the Jet Unit.
If a TFC is not required between the Gearbox and the Lineshaft, then the Lineshaft can be
directly attached to the Gearbox Flange using normal propeller shafting criteria. The Gearbox
should be mounted rigidly to avoid misalignment.
3-9
Universal Driveshaft Alignment

There are only two possible centerline locations for Jet unit and Gearbox.
 'W' Configuration
 'Z' Configuration
Universal Driveshafts must be assembled with the yokes (forks) in the same plane.
The heavier splined end of the Driveshaft should be installed at the Gearbox end of the Driveline.
Correct running length of the Shaft is with the Shaft extended to half the total spline extension length.
3
When the TFC couples directly to a Universal Driveshaft, the TFC must provide a Bearing to support the
Universal Driveshaft.
When the TFC couples directly to a Lineshaft supported on Bearings, a support Bearing is not required.
The engine must be positioned so that the Universal Joints of the Driveshaft have equal offset
angles. This is most important. Refer to the Driveshaft Manufacturers recommendations for
joint angles (typical range is between 1.5 and 5 degrees)
Figure 9: 'W' Configuration Driveshaft
1 Jet Coupling Flange

2 Engine / Gearbox Flange
3 Jet Mainshaft Axis
θ1 and θ2 must be equal

If X1 = X2 and both input and output axis meet at point P, then θ1 = θ
The best method of alignment is to mount pointers on both Jet Coupling (or output) Flange and Engine (or
input) Flange. The length of each pointer should be exactly the same and equal to half the nominal
distance between the two Flanges.
3-10
1
2
Jet Coupling Flange
Engine/Coupling Flange
Figure 10: 'Z' Configuration Driveshaft
3
3 Jet Mainshaft Axis
4 Engine /Gearbox Axis
'L' Axial distance between the universal driveshaft yokes
'Q' Offset
θ1 and θ2 must be equal.

Offset = L x Tanθ
Jet Coupling Flange Details

Refer: Drawing "HJ29202002 Coupling" on Page 11-6
Moments of Inertia
A Torsional Vibration Analysis must be carried out for the complete Driveline including Engine Flexible
Coupling, Gearbox, Driveshaft and Jet Rotational Assembly, especially where a Universal Driveshaft is
used without a torsionally resilient member or gearbox.
It is the responsibility of the boat builder to make sure this is done by either the Engine Manufacturer or the
Flexible Coupling Manufacturer.
The Moment of Inertia Data for the Jet Unit is provided so that a Torsional Vibration Analysis can be done.
3-11
Mainshaft Dimensions
3
Figure 11: Mainshaft Dimensions
1 Mainshaft
2 Coupling
3 Impeller
4 Thrust Bearing
5 Marine Bearing
CoG Impeller Centre of Gravity
HJ292 Mainshaft Dimensions

D1 180
D2 810
D3 179 (Aquadrive CVA Coupling 202)
D4 90
D5 708
D6 117 (Aquadrive CVA Coupling 140)
HJ292 Moments of inertia Table
Item Description Type Mass (kg) Polar Mol (kg.m²)

1 Mainshaft Ø57.15 11.9 0.0049
2 Coupling 150mm 4.743 0.0079
1610 4.75 0.0124
CV42 7.5 0.029
3 Impeller (dry) Type 10 to 12.5 (4 Blade) 9.18 0.067

Type 13 to 15.5 (5 Blade) 7.5 0.047
Type 16 to 18 (5 Blade) 12.3 0.10
Type 19 to 22.4 (6 Blade)
4 Bearing
5 Centre of Gravity
6 Water Lubricated Bearing
3-12
Critical Speed of Mainshaft
C.W.F. Hamilton & Co. Ltd. must be consulted when calculating the critical speed of the Jet
Mainshaft
The heavier splined end of the Universal Driveshaft should be fitted towards the Engine.
If a heavy Driveline is used then a Transverse Vibrational Analysis of the Jet Mainshaft should also be
carried out.
Jet Mainshaft Alignment 3

If the Waterjet Mainshaft is inclined at an angle of 5° to the intake base and the port and starboard Jets are
mounted at the Hull Deadrise angle, then the Jet Mainshafts are no longer parallel to the keel line in plan.
The following table lists the angle deviation of the Jet Mainshaft when the Jet base is mounted parallel to
the keel line.
Figure 12: Jet Mainshaft Alignment
A Plan View 3 Transom

B Section through keel line 4 Keel Line
C Isometric View P Port Jet
1 Jet Unit Mainshaft S Starboard Jet
2 Mainshaft Centre Line
This diagram applies only to jet units where the mainshaft is inclined at 5° to the intake base.
3-13
Hull Deadrise Angle Mainshaft Angle Relative to Keel

B1 (Shaft angle in Plan View) B2 (Shaft Slope in Elevation)
0° 0.0° 5.0°
5° 0.4° 5.0°
10° 0.9° 4.9°
15° 1.3° 4.8°
20° 1.7° 4.7°
25° 2.1° 4.5°
3
30° 2.5° 4.3°
Water Offtake
The Jet Unit is fitted with a Water Offtake which may be used as a supplementary water supply (e.g. for
deck wash).
If used as part of the engine cooling circuit, the designer / builder must satisfy
themselves that the available flow is sufficient for the cooling requirements.
To fit a hose to the water offtake, cut the bung from the end of the connection.
The water offtake provides water at approximately 10kPa. (1.5 psi) at 600 rpm and 310kPa. (45 psi) at
approximately 400kW Input power. The water may be fed directly to the engine without the need for a
raw water pump provided:-
 The pressure from the water offtake at idle is sufficient to cool the engine,
and,
 The engine can withstand the full pressure from the jet offtake.
To be sure of correct flow for engine cooling, a conventional water pick-up and the engine raw water
pump should be used. The Jet water offtake can be used for a deck cleaning hose but the pressure is not
high enough to be used for a fire hose.
If a gearbox or clutch is fitted to the engine, a conventional hull water pick-up and
engine raw water pump must be used.
Ensure that the engine cooling water pick up is not directly ahead of the Jet Unit
Intake, but well to the side to avoid turbulent water flow into the Jet.
3-14
Water Offtake
Figure 13: Water Offtake Pressure / Flow
HJ292 Pressure/Flow Graph Details

A 186kW
B 96kW
C 40kW
D 12kW
E 6kW
F 3kw
The above graph shows flow rates at zero speed.
3-15
Engine Location and Mounting

Engines should be positioned to give the craft the most suitable fore and aft trim for the proposed boat
speed.
For semi-planing and moderate planing speed craft, the engine(s) should be positioned well forward
towards amidships for best trim and speed.
For very high speed vessels the engine(s) should be positioned aft, close to the Jet Unit, to obtain best trim
3
and speed.
Follow the Boat Designers recommendations or consult C.W.F. Hamilton & Co Ltd.
Engine Mounting
Mount the Engine via Mounting Feet fixed to the Engine Bearers.
The Feet and Bearers do not have to withstand the propulsion thrust load as this is transmitted from the Jet
Unit directly to the hull.
Flexible Engine Mounts will reduce vibration and noise but must be used in conjunction with a Driveshaft
System which does not cause radial or side loads at the Jet Unit Coupling as the Engine moves.
For Steel Hulls

 Make sure the Driveline is electrically isolated from the jet unit
Engine Systems
Follow the Manufacturer's recommendations for Engine Wiring, Instrumentation and Throttle Systems.
For Steel Hulls

With Steel Hull Vessels, make sure that the controls do not electrically connect the Jet Unit to the vessel
hull
Exhaust Systems
Engine exhausts should not be located below the waterline near the Jet Units.
Engine exhausts should be sited above the waterline.
Water containing exhaust gases can enter the Jet Unit when moving astern causing loss of thrust and
control.
The Exhaust System can be any conventional system approved by the Engine Manufacturer.
3-16
Figure 14: Exhaust System Layout
1 Exhaust Outlets 4 Chine

2 Exhaust Gases 5 Keel
3 Water Flow
Governor Settings
The “No Load” governor setting (or “High Idle”) on diesel engines, should be set well clear of the full
throttle R.P.M. achieved when driving the Jet Unit so that there is no chance of the governor reducing
power (and performance) at full throttle. To check, select neutral and open the throttle fully. Measure RPM,
using a calibrated Hand Tachometer.
If no Gearbox is fitted then disconnect the Driveline at the Engine Flywheel and check RPM.
Example:
If the maximum RPM for driving the Jet Unit is 2800 RPM, then the governor should not begin to operate
until at least 2850 RPM. On most diesel engines this means the “No Load Governor Setting” (or “High
Idle”) should be at least 3050 RPM.(i.e. 250 RPM higher than the loaded maximum RPM).
Ensure that the low idle RPM is set high enough to avoid any vibration in the Driveline. Extensive idling
with the Driveline vibrating may damage the Jet Unit.
3-17
Dry Run Kit (Optional Extra)

The Dry Run Kit is an optional extra that can be fitted to the Jet Unit at the customer's request.
It is purchased at additional cost and should be requested when the Initial Jet Order is placed.
The Dry Run System is typically used for Man-Overboard boats and Lifeboats where the engines need to
be started before the vessel is in the water.
3
The Dry Run Kit consists of a special Marine Bearing which can be run dry for short periods of time.
Standard rubber Marine Bearings cannot be run dry.
Scope of use
 Because there is no cooling for a Dry Run System, the Waterseal and the Marine Bearing will heat up
rapidly when the vessel in not in the water.
 Note the following limits to ensure adequate component life:
 Maximum Dry Run Time  3 minutes

 Maximum Dry Run Engine Speed  1000 RPM
 Minimum Time Between Dry Runs  1 Hour
The Dry Run Bearing will wear more rapidly than a standard Bearing if used continuously in dirty water.
If possible, only use this system in clean water.
If long periods of use in dirty water is expected, then regular checks of the Marine Bearing wear will be
necessary.
3-18
HJ292 Installation and Service Manual Precautions Against Corrosion
4 - Precautions Against Corrosion
In This Section
General.............................................................................................................. 4-1
Shore Connections ............................................................................................. 4-2
Earth Bonding System ........................................................................................ 4-3
Corrosion Monitor ............................................................................................. 4-3
4
Trim Tabs and Other Submerged Fittings ........................................................... 4-3
Earth Connections for Electronic Equipment ...................................................... 4-4
Anodes .............................................................................................................. 4-4
Anti Fouling Paint .............................................................................................. 4-5
Anti-Seize Compound........................................................................................ 4-5
Impressed Current Protection ............................................................................. 4-5
Steel Hulls and Carbon Fibre Reinforced F.R.P. Hulls ........................................ 4-6
4
General
Refer: Drawing "85114 Earth Bonding System" on Page 11-39
Refer: Drawing "HM00013001 Corrosion Monitor" on Page 11-31
Prevention of Corrosion.
Vessels using Hamilton Jet Units must be bonded and wired as described in this
section.
Electrical Wiring System
The guidance of local inspecting authority rules must always be sought
4-1
Precautions Against Corrosion HJ292 Installation and Service Manual
D.C. Systems
The DC system should use two insulated “normally conducting” wires, a positive and a negative.
The negative must not run through the frame of any unit, through the hull of the boat, or through the
Bonding System. Do Not Use an Earth Return System.
It is recommended that Engine Starter Motors or other DC Motors should be the two wire type with an
Insulated Negative Terminal rather than having their Chassis connected to the Battery Negative. This is to
ensure starting currents do not pass through the Earth Bonding System.
In smaller vessels, it is common to use Negative Ground Engine Systems in which the Starter Motor, Starter
Solenoid, and Alternator are single pole devices using the Engine Block as the Local Return Conductor. In
this situation, it is important to connect the engine block to the battery negative with a suitably sized heavy
duty cable.
In installations with two engines and two battery banks with cross-connect starting capability, there must
4
be two suitably sized Heavy Duty Conductors between the engines.
A.C. Systems
Vessels with both AC and DC circuits, must for safety reasons, use a separate earth wire for the AC system.
If a vessel with bonded aluminium Jets is connected to a dock supply, without the protection of an
Isolation Transformer or a Galvanic Isolator, the dock potentials through the earth wire will cause the
aluminium to corrode. This will happen at a much greater rate than that experienced in normal sea water
regardless of whether the aluminium is protected by anodes or not.
Shore Connections
Using an Isolating Transformer
If using AC shore supply, install an Isolating Transformer on board at the incoming line to preventing
potentially serious galvanic or stray current corrosion.
When an Isolating Transformer is used, there must be no connection between the shore supply earth and
the vessels earth bonding system. The primary winding shield is earthed to shore, while the secondary
winding is grounded on board the vessel. Only one side of the secondary winding is grounded on the
secondary side of the transformer and the vessel’s grounding circuit is tied in at this point.
There must be no DC electrical connection between the shore supply and the on board AC circuit.
Further information (including circuit diagrams) can be found in American Boat and Yacht Council (ABYC)
publication E-11 AC and DC Electrical Systems on Boats.
Using a Galvanic Isolator

Alternatively with AC shore supply, a Galvanic Isolator can be installed on the AC earth wire just after the
shore power inlet. This isolates the vessel from low voltage D.C. galvanic currents, while allowing any
short circuit to be safely conducted back to shore.
Recommendations:
 Isolators with capacitors are preferred over isolators with diodes only.
 An indicator or alarm that shows whether the earth current is being blocked. Since the Isolator only
blocks low voltages (typically below 1.2V), higher voltages will pass through the Isolator causing vessel
corrosion. This indicator will enable vessel operators to monitor any potential corrosion problems.
 Must have sufficient fault capacity to allow circuit breakers to trip under fault conditions.
 Isolators that comply with American Boat and Yacht Council recommendations (ABYC A-28, Galvanic
Isolators) will meet these requirements and are recommended by C.W.F.Hamilton Ltd.
 A correctly wired Polarization Transformer in conjunction with a Galvanic Isolator is acceptable for
connecting to an AC shore power system.
4-2
Earth Bonding System

In Aluminium and most G.R.P. Hulls, the Jet Unit (if Aluminium), all metal objects, electrical equipment
casings and hull anodes should be connected with a low resistance bonding system. (separate from
normally current conducting 2 wire electric system).
The bonding Strip and connecting wires should be aluminium or insulated copper of at least 14.5 sq.mm
cross section area (e.g. 5 mm diameter.) to give very low (e.g. 0.01 Ohm) electrical resistance.
If a copper bonding strip is used, it should not be connected directly to the Jet Unit, as galvanic corrosion
will occur. The copper bonding strip should be connected to the Jet Unit via a stainless steel terminal
connector.
The bonding wire or strip which runs the length of the hull, should be kept clear of bilge water.
The main function of the bonding system is to provide a path to battery negative, for stray currents.
4
An exception exists for Steel and G.R.P. Hulls whose reinforcement is carbon fibre, the Jet Unit must be
totally insulated from the hull and machinery thus relying totally on its own anodes for protection.
When a bonding system is used, it is essential that cathodic protection is provided. This cathodic
protection can be in the form of Sacrificial Anodes or an Impressed Current System.
To minimise corrosion from stray currents emanating from within the vessel, all power sources (battery and
battery charger negatives, AC generator and the ship side of the shore supply earth) should be connected
to the Earth Bonding System at a single common earth point. This will hold these circuits at a common
voltage. Any stray currents will then have a direct path back to the battery negative or the AC source.
Alternatively, this connection to the battery negative can be deleted, provided that the following are
carried out:
 There is a two wire normally current conducting electrical system which is isolated from the Hull, Jet
Unit and Engine.
 There is an effective leakage monitoring system, such as the “Test Light” system, which is used regularly
and the results are recorded.
Without the bonding system to battery negative connection, stray current corrosion is possible and it is
important to check for leakage:-
 For every item of electrical equipment in operation.
 When there is any alteration to the electrical system of the boat.
 When any electrical connection is made to shore.
Corrosion Monitor
It is recommended that a high impedance corrosion monitor be fitted.
There must be no possibility of an electrical connection between the Jet Units and the ships batteries.
If the Jet Units are isolated from the hull, corrosion monitoring of each Jet Unit external wetted surface and
internal Intake Duct should be carried out.
If the Jet Units are electrically connected to the hull, corrosion monitoring of the hull only and each Jet
Unit internal Intake Duct should be carried out.
4-3
Trim Tabs and Other Submerged Fittings

When 2 dissimilar metals are electrically connected and submerged in seawater, then galvanic corrosion
can occur.
If a large stainless steel fitting (such as a Trim Tab) is electrically connected to the Jet, then the corrosion
protection of the Jet Unit will be compromised.
In order to ensure adequate corrosion protection for the Jet, stainless steel Trim Tabs should be fully
painted or electrically isolated from the Jet Unit, or preferably both. Normally an anode would be fitted to
the Trim Tab to provide corrosion protection to the Tab. Trim Tabs made of aluminium will not affect the
jet corrosion protection.
Earth Connections for Electronic Equipment
4 Radios, radar and other transmitting equipment should not use the Jet Unit for an earth plate.
Be guided by the installation instructions for the equipment, but in general these systems should be
electrically insulated from the Jet Unit except that both the earth plate and the metal casings of the
transmitting equipment should be connected to the Earth Bonding System.
 An unpainted metal earth plate is required which is always in electrical contact with the sea water, even
at planing speeds.
 The plate is typically 400 x 400 mm and should be located close to the transmitting equipment but well
forward of the Jet Units.
 For a metallic hull, the earth plate can be a thickened area of the hull, formed by welding additional
plate inside the hull skin, up to 25 mm thick.
 For a non metallic hull a separate metal earth plate must be fixed externally to the hull. It should be of
material compatible with both the “Bonding Strip” and hull (stainless steel is likely to be the best option.
It is not advisable to use copper as it can cause corrosion problems for other metals).
 The “plate” should have a large stud welded to its centre and protruding inboard to which all the zero
voltage wires from equipment can be connected to.
 The earth plate should be connected by an insulated wire to the vessels “Earth Bonding System”.
Anodes
The anodes fitted to the Jet Unit are made from Aluminium Alloy to MIL-A-24779 (SH) or zinc alloy to
MIL-18001H
Do not paint over the anodes as this will prevent their correct operation. If corroding, the anodes are
providing protection and should be inspected regularly and replaced when 2/3 corroded.
It is common for anodes to be partially covered with a very loose scale, the colour of which depends on
local water conditions. Typically this scale will be creamy white, light brown or green and, providing it is
loose, (i.e. easily scraped off with a fingernail), is normal.
If the anodes are not corroding when the vessel is in seawater, they are not functioning correctly and the
cause should be investigated. One possible reason could be poor electrical contact between the anode
and the component it is protecting. The electrical resistance should be less than 0.2 ohms.
Poor quality anodes may contain excess iron impurity and will tend to form a dense non-conducting oxide
film (usually charcoal grey in appearance). This condition occurs mainly in fresh water. Test for continuity
between the anode and the Jet Unit using a multimeter set to ohms. If the anode has to be scraped with a
knife to get a conductive reading, the anode is oxidized and must be replaced. Sanding the anode surface
provides a temporary solution, but will eventually re-oxidize.
4-4
Jet Unit Anodes

Anodes are fitted to the Reverse Duct, Steering Deflector, Reverse Cylinder and the main body of the Jet
Unit.
Anodes are also fitted internally within the Tailpipe and in most Jet Models, within the Intake.
Hull Anodes
Further anodes should be fitted on the hull, sufficient for hull protection, as determined using a portable
reference electrode and digital voltmeter and / or a corrosion monitor.
The hull anodes should remain immersed at all times.
4
Anodes fitted to the Transom of a planing craft will not be immersed when the craft is at
speed and will not provide protection.
Anti Fouling Paint

Anti fouling Paints
Do not use Copper Oxide based anti-fouling paints.
Do not paint over the Anodes.
Anti-Seize Compound
Anti-Seize Compounds
Do not use anti-seize compounds which are based on graphite, nickel or copper flakes -
these will cause corrosion.
Anti-seize compounds, usually containing zinc flakes, are available for aluminium.
Impressed Current Protection

Impressed Current Protection may be used if desired. Follow the suppliers instructions. Impressed Current
Systems should have a "fail safe" feature which prevents the potential falling below -1100mV referenced to
a silver / silver chloride reference electrode.
4-5
Steel Hulls and Carbon Fibre Reinforced F.R.P. Hulls

For Steel hulls and Carbon Fibre reinforced F.R.P Hulls, the Jet Unit must be electrically
insulated from the Hull.
An Insulating Kit is supplied with the Jet Unit for Steel Installations.
For Carbon Fibre Reinforced Hulls, an alternative reinforcing fibre (such as glass) must be used in the area
where the Jet Unit is mounted to ensure that Carbon Fibre does not contact the Jet Unit or Fasteners.
Earth Bonding System (Not Normally Current Conducting)
4
If a Negative Earth System is used on the vessel, it Must Not be connected to the Jet Unit.
Each part of the vessel electrical system should use two wires, a positive and a negative.
With electrical auxiliary equipment installation be guided by your electrician. Do not earth electrical
equipment to the Jet Unit, but to a separate earth.
Checking the Insulation

The insulation between the Jet Unit(s) and the Steel Hull should be regularly checked.
With the Vessel out of the Water
 Rinse the sea salt from the Jet/Hull area using fresh water.
 The resistance between the Jet Unit(s) and the Hull should be 1000 ohms or greater.
With the Vessel in the Water
For Steel Hulls:
 Place a silver / silver chloride half cell in the sea water.
 Connected the half cell to the ‘common’ of a digital Voltmeter (set to read 0 to 2000 mV).
 Connect the ‘positive’ terminal of the Voltmeter to the hull and note the reading.
 Repeat with the ‘positive’ terminal of the Voltmeter connected to the Jet Unit(s) body.
 Place a large anode in the sea water and electrically connect the hull to the anode.
 Repeat the Voltmeter readings.
 If Jet Unit(s) is insulated from the hull, the mV readings for the Jet Unit(s) should not change.
 The mV readings for the hull should be more negative (e.g. If the reading is -800mV without the anode
connected then with the anode connected the reading should be approx. -850mV).
 This test can also be carried out with a Corrosion Monitor if fitted.
4-6
HJ292 Installation and Service Manual Installation
5 - Installation
In This Section
Basic Installation Method................................................................................... 5-7

Hull Preparation ................................................................................................ 5-7
Installing the Intake Block - GRP Hulls .............................................................. 5-8
Installing the Intake Block - Aluminium Hulls .................................................... 5-12
Installing the Intake Block - Steel Hulls .............................................................. 5-13
Prepare the Transom .......................................................................................... 5-17
Cut the Transom Hole ........................................................................................ 5-18
Equipment Preparation ...................................................................................... 5-18
Mounting the Jet Unit ........................................................................................ 5-18
5
5
Basic Installation Method
Intake Blocks can vary in size depending on the mainshaft angle 0° or 5°. It is important
that the correct installation drawing is referred to when cutting any openings in the hull.
Make sure that the Engine Cooling Water Pick up is not directly ahead of the Jet Unit
Intake, but well to the side to avoid turbulent water flow into the Jet.
Before using any Loctite® product, please read and understand the Loctite® Application
Guide Refer: "Loctite Application Guide" on Page 10-3.
When using Marine Sealant, make sure all components are bolted and tightened within
2 hours of application.
Once fitted, the Intake Block becomes part of the Hull structure.
It is the designers responsibility to be satisfied that the strength of attachments and the
integrity of this area is in accordance with Hull design criteria and any Classification
Society or other Marine Authority involved
5-7
Installation HJ292 Installation and Service Manual
Hull Preparation
The hull is constructed with openings cut in the bottom to allow the Transition Ducts to be fitted.
Hull frames should be cut away as required.
The Central Longitudinal and Keel Plate Strip should be in position before the Ducts are installed.
The Transom should be in place before installation of the Ducts.
In Multiple Jet installations, the Jet Units may have been configured for either Port,
Starboard or Centre mounting. Make sure each Jet is installed in the correct position
as shown on the Installation Drawing.
The Inlet for the Jet Unit is formed by the Intake Block which, depending on hull material, is either
moulded, welded or bolted into an opening in the hull bottom.
5
The Intake Block carries the Jet Unit and transmits the propulsive loads into the hull.
Make sure the correct Installation Drawing is referred to when cutting the holes in the hull
Installing the Intake Block - GRP Hulls

Refer: Drawing "HJ29208011 Installation Details GRP with 5deg Shaft Line" on Page 11-15, "HJ29208001
Installation Details GRP with 0deg Shaft Line" on Page 11-14
An LM6 grade Aluminium Intake block is supplied ready to mould and bolt into the bottom of the hull.
For Carbon Fibre reinforced hulls:

Use non conductive reinforcing fibre at the intake block and transom plate to electrically
isolate the Jet Unit from the hull.
Electrical connection between the carbon fibre hull and the jet unit will cause Jet corrosion.
5-8
Fixing the Intake Block to the Hulls

Refer: Drawing "HJ29208011 Installation Details GRP with 5deg Shaft Line" on Page 11-15, "HJ29208001
Installation Details GRP with 0deg Shaft Line" on Page 11-14
Figure 15: Fixing the Intake Block to New Hulls
1 Intake Block
2 Fairing between the Intake block and the hull
3 Hull
4 Transom Area at 90° to Intake Block flange
x 90° for 0º shaftline, 95° for 5º shaftline
 If possible, the Intake Block should be mounted in the hull mould before moulding.
 Mould the hull to form a flat area 90º or 95º angle to the bottom of the Intake Block.
 90º for 0º Mainshaft angle
 95º for 5º Mainshaft Angle
 For centre-mounted jets a smooth triangular surface must be provided in front of the Jet unit to form a
fairing between the vee of the hull and the flat of the Intake Block.
 Make sure that the contours between the Hull and the Intake Block, at the front and rear, are smooth to
within 1 mm.
5-9
Figure 16: Fixing the Intake Block to the Hull
1 201201 M8x40 Countersunk Machine Screw

2 201383 M8 Flat Washer
3 201394 M8 Spring Washer
4 201309 M8 Nut
Once the Intake Block has been moulded into the hull, it needs to be bolted in place.
 Drill holes at the dimples in the bottom of the Intake block, up through the Intake Block flange and Hull.
 Countersink the holes.
 Smear the bolt holes and Bolts with Marine Sealant (F).
 Fit countersunk Bolts, Flat Washers, Spring Washers and Nuts and Tighten to the specified torque.
 Make sure that the contours between the Hull and the front and rear of the Intake Block,are smooth to
within 1mm.
The fixing of the Intake Block to the Hull and the strength of the Transom must be
sufficient to carry the loads imposed by the Jet Unit on the Hull.
5-10
Cut the Transom (If required)
Figure 17: Cutting the Transom
1 Cut out the Transom

2 Fibreglass the Cutout back to the Transom at the correct angle
3 Brace the cutout
X 90° for 0º shaftline, 95° for 5º shaftline
If the transom is not at the correct angle to the Transition duct, do the following:
 Cut a rectangular section from the Transom slightly larger than the area required for the Transom Plate.
 Re-position this cut out section at the following angle to the bottom of the Intake Block base and
fibreglass back into the Transom.
 90deg for 0º shaftline
 The transom thickness adjacent to the Jet Unit should be 20mm min.
 Brace the cut out all round.
Make sure the bracing of the Transom is sufficient to carry the loads imposed by the Jet Unit
on the Hull.
5-11
Installing the Intake Block - Aluminium Hulls

Refer: Drawing "HJ29208012 Installation Details Al with 5deg Shaft Line" on Page 11-17, "HJ29208002
Installation Details Al with 0deg Shaft Line" on Page 11-16
An LM6 grade Aluminium Intake block is supplied ready to weld into a prepared opening in the bottom of
the hull.
The aluminium plating of the Hull should be either: 5083, 5086, 6061, 6063, 6101, 6202, 6151, 6951. If
not consult C.W.F Hamilton & Co Ltd.
Weld the Intake Block into the Hull using the weld procedure shown in the appendix Refer: "Aluminium
Weld Procedure" on Page 10-24.
Ensure the contours between the Hull and the Intake Block at front and rear are smooth to within 1mm.
For further details contact C.W.F. Hamilton & Co. Ltd.
Fixing the Intake Block to Aluminium Hulls
Figure 18: Welding the Intake Block
1 Cut a hole in the Hull

2 For centre jets, weld a triangular insert into the Hull
3 Weld the Intake Block to the hull
 Cut a hole in the bottom of the hull to the dimension shown on the installation drawing.
 Lift the Intake Block into the hull and through the hole
 Tack weld the Intake Block into position so that the bottom of the Intake Block flange is flush with the
bottom (Wet) face of the Hull.
 Make sure the Intake Block remains in the correct position while being tacking in place.
 Butt weld the Intake Block to the hull as shown on the Installation drawing.
 Make sure that the contours between the Hull and the Intake Block, at the front and rear, are smooth to
within 1 mm. Grind Flat where necessary.
5-12
Prepare the Transom
1
2
Cut out the Transom
Figure 19:
Weld the Cutout back to the Transom at the correct angle

Cutting the Transom
5
 Weld this section back into the Transom using spacers to obtain the correct angle.
5-13
Installing the Intake Block - Steel Hulls

Refer: Drawing "HJ29208013 Installation Details Steel with 5deg Shaft Line" on Page 11-20, "HJ29208003
Installation Details Steel with 0deg Shaft Line" on Page 11-18
Electrical Isolation
When the Jet Unit is mounted in a Steel Hull, the Intake Block, Jet Unit and Transom Plate must be
electrically isolated from the hull to prevent Jet Unit corrosion. Gaskets and Bushes are used to achieve
this.
Preparing the Hull Cutout
Figure 20: Preparing the Hull
1 Weld a recess into the hull using steel angles

2 For centre jets, weld a triangular insert into the Hull
3 Drill through the Intake Block and Mark the Hull
5-14
Preparing the Hull Cutout

 A recess must be formed in the hull using steel angles to take the Intake Block.
 Weld the angles into the hull using the dimensions shown on the installation drawings.
Once the recess has been constructed, trial fit the Intake Block.
 Lift the Intake Block from beneath the hull into the Recess using 3mm spacers to replace the insulating
gasket.
 From below, drill through the dimples in the bottom of the Intake Block. Make a small mark on the hull
with the drill once it breaks through.
 Remove the Intake Block and countersink and deburr the holes.
Figure 21: Drilling the Hull
1 Drill through the Hull

2 201528 Insulating Bush
 Drill holes through the hull and remove burrs.

 Fit the Nylon insulating Bushes into the angles and trim to length.
 Remove the Bushes before proceeding.
5-15
5
Figure 22: Bolting The Intake Block to the Hull
1 111192 Intake Gasket 5º 4 201309 M8 Nut

1 111194 Intake Gasket 0º 5 201383 M8 Flat Washer
2 111033 Intake Block 0deg 6 201528 Insulating Bush
2 111034 Intake Block 5deg 7 201201 M8x40 Countersunk Machine Screw
Bolting the Intake Block to the Hull

 Liberally smear the Top of the Intake Block with Marine Sealant (F).
 Place the Insulating Gasket on top of the Intake Block
 Smear Marine sealant on top of the Gasket and around the inside corners of the recess in the hull.
The Gasket is designed to fold down around the edges of the Intake Block
 Liberally smear all Bolts with Marine Sealant (F).

 Bolt the Intake Block into position using only 4 bolts, washers and insulating Bushes.
 Check for electrical isolation between the Intake Block and the vessel hull. The resistance between the
Jet Unit and the Hull should be 1000 Ohms or greater.
 If satisfactory fit the remaining bolts nuts and washers.
 Tighten nuts to the specified torque.
 Recheck the insulation resistance.
 Fill any gaps between the Intake Block and the hull with Marine sealant (F).
 Clean off any excess sealant and trim any protruding parts of the Insulating Gasket.
5-16
Prepare the Transom
1 Cut out the Transom

Figure 23: Cutting the Transom 5
2 Weld the Cutout back to the Transom at the correct angle
 Weld this section back into the Transom using spacers to obtain the correct angle.
5-17
Cut the Transom Hole
Figure 24: Cut Hole in Transom for the Jet Unit
5 

Once the transom has been prepared, A hole can be cut for the Jet Unit
Use the dimensions shown on the installation drawing.
Equipment Preparation
To prevent mechanical damage and the entry of contamination, do not unpack the Jet Unit until it is
required for installation.
Unpack carefully to prevent damage and loss of small components.
Steering and Reverse Components

The Reverse Duct and Tailpipe must be removed before installing the Jet Unit.
The tailpipe can be removed from the Intake complete with the Reverse Duct and Steering Nozzle still
Attached Refer: "Overhaul" on Page 9-1.
5-18
Mounting the Jet Unit
In Multiple Jet installations, the Jet Units may have been configured for either Port,
Starboard or Centre mounting. Make sure each Jet is installed in the correct position as
shown on the Installation Drawing.
Approved Lifting Points
Figure 25: Approved Lifting Points
A Round the Nozzle Housing

B Intake, Outboard side of transom Plate
C Intake, Inboard Side of Transom Plate
D Round the Coupling
 The above figure shows approved lifting points for hoisting and installing the Jet Unit.
 A minimum of two approved lifting points must be used at any one time.
 Only use lifting points C & D or B & D if the Reverse Duct and Steering Nozzle have been removed.
Preparation
Trial fit the jet unit into the hull to check the location of the Jet Unit and transom hole:
 Using approved lifting equipment and lifting points, lower the jet unit onto the Intake Block.
 Make sure the Intake screen fit centrally on the Intake Block.
 Make sure the Jet Unit is correctly located in relation to the Transom Cutout.
 Remove the Jet Unit from the Hull.
 Correct the Hull preparation if necessary.
5-19
Mounting the Jet Unit to the Hull

Fitting the Studs
Fit the Studs provided into the Intake Block.
The studs should be screwed into the Intake Block until the thread just disappears, do not screw past this
point.
To fit the studs, tighten two nuts together on the top of the stud and use a spanner to screw the
stud into the Intake Block.
Fix the Stud into the Intake Block using Loctite® 263.
Figure 26: Fitting Studs
5-20

Figure 27: Mounting the Jet Unit Onto the Intake Block
Apply Marine Sealant (F) to the top of the Intake Block and on the underside of the Jet Intake flange.
5
 Using Approved lifting Equipment, Gently lower the jet unit over the studs in the Intake Block.
Figure 28: Bolting the Jet Unit to the Intake Block
1 201310 M10 Nut

4 110431 M10x55 Stud
 Secure the Jet Unit with nuts and washers. Tighten nuts to the specified torque.
 Remove excess sealant from inside and outside the Jet Unit.
 If necessary, attach the Screen Rake Spring.
5-21
Attach the Transom Plate to the Hull

 Drill the dimples in the Transom Plate to 8.5mm.
 Remove all burrs.
 Fit the Transom Plate over the rear of the Jet unit and up against the Transom.
 Use the Transom Plate as a drill guide or template to mark the mounting holes onto the Transom.
 Drill all the holes in the Transom 8.5mm diameter.
For Steel Hulls

Remove the Transom Plate and drill the Transom Plate holes out to 12mm to allow for the
Insulating Bushes
Fit the Transom Plate
Figure 29: Fitting the Transom Plate
A Bolting Arrangement for Aluminium Hulls

B Bolting Arrangement for Steel Hulls
C Bolting Arrangement for GRP Hulls (Fit continuity Strap)
1 111037 Transom Plate 7 201528 Insulating Bush (For Steel Hulls Only)
2 111183 Transom Seal O-Ring 8 201309 M8 Nut
3 111191 Transom Gasket (For Steel Hulls Only) 9 201394 M8 Spring Washer
4 Transom O-Ring Groove 10 109194 Oil Cooler Cover
5 201221 M8x40 Machine Screw 11 065008 Continuity Strap
5-22
To Fit the Transom Plate:

 Lubricate the O-Ring with Multi Purpose Grease (A) and fit into the seal groove on the Jet Intake. Take
care not to get any oil on the Transom where Sealant will be applied.
 If used, fit the Insulating Bushes to the Transom Plate mounting holes. Any new bushes must be trimmed
to length. - (Insulating Bushes are only required with steel hulls).
 Liberally apply Marine Sealant (F) to the:
Transom Plate contact area on the hull
The face of the Transom Plate
The heads of the Screws.
The Insulating Bushes (If Used)
Both Sides of the Insulating Gasket)(If Used)
 If used, slide the Insulating Gasket up against the transom - (The Insulating Gasket is only required with
steel hulls).
 Slide the Transom Plate over the O-Ring and line up the holes in the Transom, Insulating Gasket and the
Transom Plate.
 Fit the Screws, washers, nuts and, if used the Continuity Strap.- (The Continuity Strap is only required for
GRP Hulls)
5
 Screws must be fitted with the heads on the outside of the Transom.
 Apply Loctite® 243 to the screw threads and tighten the nuts to the specified torque.
 Remove any excess sealant.
For Steel Hulls Only:

The Jet Unit must be completely isolated from the Hull.
Check for electrical isolation between the Intake Block and the vessel hull. The resistance
between the Jet Unit and the Hull should be 1000 Ohms or greater.
For GRP Hulls Only:

The Continuity Strap is required with GRP Hulls to bond the Transom Plate to the Jet Unit.
Fit the Strap between the Transom mounting bolts and one of the Oil cooler cover bolts.
Scrape the area around the Continuity Strap attachment points clear of any paint.
Check for electrical continuity between the Jet Unit and the Transom Plate.
Final Assembly
Refit:
 Tailpipe Refer: "Tailpipe Refitting" on Page 9-60
 Reverse Duct Assembly.
5-23
Multiple Jet Installations

In multiple Jet installations, where only one Steering Cylinder is used, all Jet Units must be mechanically
linked via tie rods.
When fitting the Tie Rods, the angle between the centre line of the Jet unit and the appropriate Tie Rod
mounting hole on the Tiller is equal to the Deadrise of the hull.
Refer to the Following figures for the correct steering configuration for the appropriate hull deadrise
Also, note the three holes in the Intake through which the Steering shaft can pass. Make sure the correct
hole is used.
Refer to the Controls Manual supplied with this Jet Unit for more information about Tie Rod Installation
Centering The Steering

Before fitting the steering Tie Rods, make sure all steering Nozzles are centred.
Temporarily clamp the Nozzles in position so that the Tillers can not move.
The Tie rod length is adjustable to allow accurate centring of the Jet
5 Twin Jet Tie Rod Arrangement
X = 1500mm (Maximum Tie rod length eye to eye).

ø = Hull deadrise angle.
5-24
Triple Jet Tie Rod Arrangement
X = 1500mm (Maximum Tie rod length eye to eye).

ø = Hull deadrise angle. 5
Tillers
A Centre and Port Arrangement

B Starboard Arrangement
1 102834 Cotter
2 102993 M10 Special Flat Washer
4 201310 M10 Nut
The Tiller cotter pins must be fitted as shown in the above diagram.
5-25
Engine Mounting
Mount the Engine via Mounting Feet fixed to the Engine Bearers.
The Feet and Bearers do not have to withstand the propulsion thrust load as this is transmitted from the Jet
Unit directly to the hull.
Flexible Engine Mounts will reduce vibration and noise but must be used in conjunction with a Driveshaft
System which does not cause radial or side loads at the Jet Unit Coupling as the Engine moves.
The engine(s) should be located in a position that will give the vessel the most suitable fore and aft trim for
the proposed vessel speed.
For semi-planing and moderate planing speed vessels, the engine should be positioned well forward
towards amidships for best trim and speed.
For very high speed vessels, the engine should be positioned aft, close to the Jet Unit to obtain best trim
and speed.
Follow the recommendations of the vessel designer in this regard or consult C.W.F. Hamilton & Co Ltd.
5
Installation Checks for the Jet Unit
After installation, do the following checks to make sure the Jet Unit has been correctly installed.
All Cylinder Shafts are protected with spiral wrap during shipping.
Make sure the wrap is removed before first operation.
Carefully inspect all Hydraulic Cylinder Shafts and Pushrods for scratches, paint, weld
splatter, dirt or any other contamination.
These Shafts should be perfectly clean before the Hydraulics are used to prevent damage to
the Seals.
Anti Fouling Paints

HJ274 to HJ364 jet models have an optional paint finish: grey gloss or antifoul. HJ403 and
larger are available with the antifoul finish only.
Additional coats of antifoul must be applied to the Jet Unit, typically within two weeks of the
launch of the Vessel.
The supplied antifoul coating will require light abrasion and cleaning prior to further
application of antifoul Refer: "Application of Antifoul to New Jets" on Page 5-27.
5-26
Jet Unit Mounting

Check the following:
 Check that the Intake Block is faired to the hull bottom. Contours should be smooth with no steps or
protrusions greater than 2mm.
 There are no flow obstructions forward of the Intake Block. Refer: Figure "Mono Hull Design" on Page
3-4
 Check for distortion or gaps between the Intake Block and the Intake Base Flange.
 The sealant between the Intake Block and the Jet Intake Flange (And Insulating Gasket if used) has not
squeezed out into the water passage. Trim off any excess sealant if necessary.
 The engine exhausts are above the expected waterline or well clear of the Water Jets.
 The hull Trim Tabs (if fitted) will not interrupt reverse flow from the Water Jets.
For Steel Hulls
 If installed in a Steel Hull, the Jet Unit is insulated from the hull (Resistance>1000 Ohm)
 The Intake Block Gasket has been properly fitted.
5
For GRP Hulls
 Check for electrical continuity between the Transom Plate and the Intake.
Jet Unit, General

 Ensure that the Impeller is fitted to match the engine rating. The Impeller part number (Stamped on the
Impeller Hub) can be viewed through the Main Inspection Cover.
 If applying Antifoul to the wetted surfaces of the Jet Unit, make sure that it is compatible with aluminium
(i.e. not copper based).
 All Inspection Cover O-Rings and Gaskets are correctly located, greased and that the securing Nuts are
tightened to the recommended torque.
 The Bearing Housing has been filled with the recommended grease prior to operating the Jet Unit for the
first time.
 Any water offtake connections (if fitted) are correctly fitted and secured, unused water offtakes are
correctly plugged.
 Internal and external anodes are in place and have not been painted over.
 The Steering Linkage Rod Ends and Clevises are all aligned in the same plane, inboard and outboard.
5-27
Application of Antifoul to New Jets

HJ274 to HJ364 Jet Models have an optional paint finish: Grey Gloss or Antifoul. HJ403 and larger are
available with the Antifoul finish only.
The Grey Gloss finish is intended for vessels that are not continually afloat, for example trailered boats. It is
not intended that Antifoul paint is applied directly over the Grey Gloss paint, since the Antifoul will not
adhere.
For the Antifoul finish, the wetted surfaces of the Jet Unit, excluding the Impeller, Wear Ring and
Mainshaft, are finished ex-factory with black coloured International Paints Trilux Antifoul. After a few
weeks in air the Antifoul starts to oxidise and lose fouling prevention effectiveness. Prior to launch of the
vessel one of the following processes should be followed:
 Restore the Antifoul effectiveness by wet sanding or abrading the surface using abrasive hand pads
(Scotch-Brite),
or,
 Apply additional coats of Antifoul:
 Degrease (with a water soluble degreaser) and
 Wet sand or abrade the Antifouled surface using abrasive hand pads (Scotch-Brite)
5
 Apply additional coats of Antifoul. Up to three layers of Trilux Antifoul may be applied; any further
coats do not offer better Antifoul protection. Masking of the Jet Impeller and Mainshaft is optional since
it is OK for overspray to coat the Mainshaft and Impeller.
The factory application of Antifoul is a single coat. To provide optimal effectiveness and duration of
antifouling, the application of additional coats is recommended.
Drive Shaft
It is recommended that the Driveshaft is inspected by a qualified Driveline Specialist.
Make sure that the Driveline details have been checked and approved by CWF Hamilton & Co Ltd.
On universal joint drive shafts:-

 Yoke offset angles are in the same plane, are equal and <5º.
 Yokes are in the same plane.
On line Shafts supported by bearings:-
 Support bearings are aligned with the engine flywheel.
 Outer support bearings are positioned close to the end couplings.
For Steel Hulls
 When installed in a Steel Hull, make sure that the Driveshaft maintains electrical isolation of the Jet Unit
from the hull (Resistance >1000 Ohms).
5-28
HJ292 Installation and Service Manual Commissioning
6 - Commissioning
In This Section
Commissioning .................................................................................................. 6-1

Pre-Launch Checks ............................................................................................ 6-1
Post Launch Checks ........................................................................................... 6-2
Engine Running Checks (Vessel Moored) ........................................................... 6-3
Vessel Speed And Handling Trials ..................................................................... 6-3
After Initial Trials (After Engine Shutdown)......................................................... 6-4
Commissioning
This information is intended for use by CWF Hamilton representatives. Refer to the Controls System
Manual for details of commissioning checks specific to the Controls System.
6
Make sure that the vessel is securely moored during commissioning, as the Jet Unit can
produce large thrust forces.
Make sure that all Bearing Housings are filled with the correct amount and grade of
grease Refer: "Recommendations for Lubricants and Oils" on Page 10-32.
6-1
Commissioning HJ292 Installation and Service Manual
Pre-Launch Checks
All Cylinder Shafts are protected with spiral wrap during shipping.
Make sure the wrap is removed before first operation.
Carefully inspect all Hydraulic Cylinder Shafts and Pushrods for scratches, paint, weld
splatter, dirt or any other contamination.
These Shafts should be perfectly clean before the Hydraulics are used to prevent damage to
the Seals.
Anti Fouling Paints

HJ274 to HJ364 jet models have an optional paint finish: grey gloss or antifoul. HJ403 and
larger are available with the antifoul finish only.
Additional coats of antifoul must be applied to the Jet Unit, typically within two weeks of the
launch of the Vessel.
The supplied antifoul coating will require light abrasion and cleaning prior to further
application of antifoul Refer: "Application of Antifoul to New Jets" on Page 5-27.
6 Do not use Copper Oxide based anti-fouling paints.

Make sure all Inspection Covers are securely fitted.

For Steel Hulls, make sure the insulation between the Jet Unit and the vessel hull > 1000 Ohms.
Post Launch Checks

Before starting the engines make sure that:
 There are no water leaks:
 At the Transom Seal.
 At the Intake Base.
 From under the Bearing Housing (Water Seal leak).
 The waterline is at least up to the Mainshaft centreline so the Jet Unit will prime (pump water properly)
when the engine is started.
 The vessel is securely moored fore and aft and located in deep clean water.
 Jet Hydraulic Power Units are filled with the correct grade and amount of Grease or oil.
 Control Checks have been done. (Refer the Controls Manual supplied with the Jet Unit)
6-2
HJ292 Installation and Service Manual Commissioning
Engine Running Checks (Vessel Moored)

The Marine Water Bearing must operate wet. Do Not operate the Jet Unit with the vessel out
of the water, or with the vessel ballasted such that the Jet Unit does not prime (pump water
properly) when the engine is started.
Make sure that the vessel is securely moored fore and aft, in deep water.
With the Reverse Lever set to “Zero Speed”, the engine(s) may be started and the engine suppliers
representatives can carry out engine checks.
If the engine cooling water is taken from the Jet Unit Water Offtake, confirm that water is passing out of the
engine Exhaust Outlets, where possible. Periodically check that the engine is running at the correct
operating temperature as this ensures that the engine is receiving sufficient water from the Jet Unit Water
Offtake. Check that the Cooling Water Hoses are secure.
Failure to check Cooling Water Hoses may result in flooding of the vessel.
Check for water leaks around the Jet Unit while the engine is running particularly under the Bearing
Housing (Mainshaft Water Seal).
Check that the Jet Unit and Driveshaft are running smoothly (no vibration).
6
Periodically check the Bearing Housing temperature. The Bearing Housing operating temperature should
not exceed 80º C.
Check that the Reverse Controls are working by monitoring the Reverse Duct position while moving the
Reverse Control Lever(s).
Check that the Steering Controls are working by monitoring the Steering Nozzle position while moving the
Helm (Check that port helm gives Port Nozzle deflection, and that all Nozzles are steering in the same
direction.
Check that the steering travel is limited by the Steering Cylinder and not the Steering Linkage
After stopping the engines, check the Hydraulic System oil level and refill if required.
6-3
Commissioning HJ292 Installation and Service Manual
Vessel Speed And Handling Trials

It is preferable for a Hamilton distributor to be present to observe, record and verify results.
If a problem is detected, return to the mooring immediately, at reduced power. DO NOT

operate the Jet Unit until the fault has been repaired.
Leave the mooring and check that the steering is working correctly at Forward, Zero Speed and Astern.
When the vessel is moving dead ahead at speed, the waterjet coming from the Steering Nozzles should be
relatively clean with an even shape.
Check that the Jet Unit and Driveshaft are running smoothly (no vibration) over the entire engine operating
speed range (i.e. from "Idle" to "Full Ahead")
Regularly check and record the surface temperature of the Bearing Housing.
 Due to friction caused by the seals, the Bearing Housing will be warm.
 Bearing operating temperature should not exceed 80º C.
 A faulty Bearing can be heard and felt as vibration through the Bearing Housing and is likely to cause
6
significant heat build-up.
If possible, check the Coupling Joint temperatures. Increased joint temperature may indicate Driveshaft
misalignment.
Regularly check and record the Hydraulic oil temperature at the JHPU Oil Reservoir
 After an extended run at cruising speed.
 After a period of vessel manoeuvring.
Record maximum speed using GPS and engine revolutions
Strong currents will result in inaccurate speed readings since the GPS only provides “speed over
ground covered” readings
At maximum speed the Jet Unit revolutions should be verified with a hand held tachometer at the Jet Unit
Coupling.
If possible, record vessel speed at varying engine revolutions.
Record vessel trim, loading etc.
After Initial Trials (After Engine Shutdown)

 Do any after trial maintenance that may be required Refer: "HJ Jet Unit Service Intervals" on Page 8-7.
 Make sure that all important information recorded during trials is stored for later reference.
 Check for water leaks around the Jet Unit especially at the Transom Seal at the Intake Block and under
the Bearing Housing (Water Seal leaks).
 For Steel Hulls check that the insulation between the Jet Unit and the Hull of the vessel > 1000 Ohms.
6-4
HJ292 Installation and Service Manual Fault Finding
7 - Fault Finding
In This Section
System Faults ..................................................................................................... 7-1

Jet Unit Faults .................................................................................................... 7-1
Dry Run Faults ................................................................................................... 7-4
Reverse System Faults ........................................................................................ 7-4
Steering System Faults........................................................................................ 7-7
System Faults
The following pages contain solutions to faults that could occur and some possible solutions:
 Locate a symptom similar to that experienced.
 Try each solution, starting with the simplest until the fault is found.
7
 For further information refer to the pages indicated.
Jet Unit Faults
Engine RPM Increases Suddenly
Possible Cause Solution

Screen Blocked Remove the blockage
Object jammed in stator Remove the object
Air is getting into the Jet Unit Check the inspection cover
Blockage in the jet unit Remove the blockage
Refer: "Blockages (Debris in the Jet Unit)" on Page 10-45
7-1
Fault Finding HJ292 Installation and Service Manual
Engine RPM decreases

Screen Blocked Remove the blockage
Object jammed in stator Remove the object
Air is getting into the Jet Unit Check the inspection cover
Blockage in the jet unit Remove the blockage
Water leaking from under the Bearing Housing

Faulty Water Seal Inspect and replace the Water Seal
Refer: "Water Seal" on Page 9-37
Loud high pitched ratting whine

Blockage in Jet Unit Remove the blockage
Blocked Intake Screen
Faulty Thrust Bearing Inspect and repair/replace Thrust Bearing
Cavitation
7
Blunt or damaged Impeller
Excessive Impeller tip clearance
Wrong Impeller type fitted
Overloaded vessel
Weight too far aft
Bad weather or sea conditions
Refer: "Impeller Blades:" on Page 8-12, "Impeller Check for Wear and Damage:" on Page 8-12
Excessive vibrations, gradually increasing

Worn Marine Bearing Inspect and repair/replace Marine Bearing
Bearing water drain hole blocked Clear blockage
Worn Driveshaft Universal Joint Inspect and repair Driveshaft as per Manufactures instructions
Refer: "Blockages (Debris in the Jet Unit)" on Page 10-45, "Marine Bearing:" on Page 8-12
7-2
Engine RPM increases gradually over a period of time

Worn or blunt Impeller Inspect and repair Impeller
Excessive Impeller tip clearance
Refer: "Impeller Blades:" on Page 8-12, "Impeller Check for Wear and Damage:" on Page 8-12
Sudden increase in vibration from the Jet Unit

Debris stuck in Impeller Remove debris
Gradual increase in vibration from the Jet Unit

Worn Driveshaft Joints Inspect and repair as necessary
Worn Marine Bearing Inspect and repair as necessary
Refer: Driveshaft Manufacturers documentation
Refer: "Marine Bearing:" on Page 8-12
7
Low engine RPM

Problem with engine Investigate engine operation
Incorrect Impeller and Nozzle Insert selection Contact C.W.F.Hamilton Ltd
Refer: Engine Manufacturers Manual
Thrust Bearing excessively hot

Thrust Bearing failure Overhaul/replace Thrust Bearing
Water Seal failure Replace Water Seal
Refer: "Bearing Housing Assembly overhaul" on Page 9-33
7-3
Dry Run Faults
Bearing Seizes When Dry Running

Excessive heat buildup Run in water to cool
Leave overnight to cool
Grit in Bearing Flush Bearing with clean water
Changing Sound from the Jet Unit

Impeller hitting the wear ring nut due to worn dry run Replace bearing and or Sleeve.
bearing Check the wear ring for damage.
Refer: Figure "Impeller - Checking for Wear" on Page 9-47, "Dry Run Bearing" on Page 9-50
Excessive scouring of the shaft sleeve

Operating in Dirty water Do not use high RPM in water when starting off.
7
Try to avoid sucking sand or silt into the Jet Unit.
Reverse System Faults
Reverse Duct Will Not Move

Physical obstruction of Reverse Duct Remove object
Controller cable jammed Free or Replace the Cable
Controller cable broken Replace the Cable
Broken Oil Pump belts Replace belts
Oil pump belts slipping Adjust belt tension
Blockage in Hydraulic system Dismantle and clean the system
Low oil Level Refill the oil tank and purge the system
Leaky hoses Replace hoses
Bent Reverse Cylinder rod Overhaul Reverse Cylinder and replace the rod
7-4
Reverse Duct creeping down from the up position

Reverse Cylinder Hose leaking Overhaul the Reverse Cylinder
Reverse Cylinder Seal failure Overhaul the Reverse Cylinder
Refer: the Controls Manual for Reverse Cylinder Hose information
Refer: "Reverse Cylinder Overhaul" on Page 9-8
Oil Leaking from the Reverse Cylinder

Reverse Cylinder Oil seal failure Overhaul the Reverse Cylinder
Refer: the controls manual for Reverse Cylinder Hose Information
Reverse Duct will not go fully down or stay down

Back pressure too low The Back Pressure Valve should be removed and
The back pressure should be 500psi (34 Bar) at a flow of returned to a Hydraulics Service agent for checking.
9 litres per minute.
Refer Control Manual.
Reverse Duct will not go up. Relief valve blowing

7
Back pressure too low The Back Pressure Valve should be removed and
The back pressure should be 500psi (34 Bar) at a flow of returned to a Hydraulics Service agent for checking.
9 litres per minute.
Hydraulic system overheating

Bypass Valve Faulty Adjust or replace the By-pass Valve
7-5
Loss of Hydraulic Oil

Leaky seals Overhaul Reverse Cylinder
Leaky hoses Replace Hoses
Leaky connections Tighten Hose connections
Damaged cylinder Overhaul Reverse Cylinder
Water Leaking in around the Front Head

Reverse Cylinder seal failure Overhaul the reverse cylinder
Poor reverse thrust

Reverse Duct not travelling fully down Determine the reason and correct
Reverse Duct flow is being ingested into the Intake Determine the reason and correct
Trim Tabs interfering with the reverse flow Check dimensions of Trim Tabs
Engine exhaust being ingested into the Intake Reposition engine exhausts to above the water line
7 Refer: "Trim Tabs" on Page 3-5, "Exhaust Systems" on Page 3-16
Poor forward thrust

Reverse Duct not travelling fully up Determine the reason and correct
Refer: "Reverse Duct Overhaul" on Page 9-6
7-6
Steering System Faults
Steering stiff at Helm

Grit jamming Nozzle Move Nozzle from side to side to release grit
Flush Nozzle with water
Remove Nozzle from Nozzle Housing and check Spacers and
Washers for wear and damage. Replace as necessary.
Helm Wheel stiff Check, rectify and lubricate as necessary.
Steering Linkages stiff to move Check movement of Steering Linkages and clearance on
Steering Bushes. Check alignment of the Clevis and Rod Ends in
the Steering Linkages to ensure that they are all in the same
plane.
Grit between Nozzle Flanged Bushes and Nozzle Remove Pivot Pins, Flanged Bushes and Spacing Washers.
Spacing Washers Check for wear.
Also check Seal Ring for wear and damage.
Replace with new parts as necessary.
Steering Crank Shaft or Steering Crank worn or loose. Check the Steering Crank Shaft and Steering Crank for wear.
Replace or repair as necessary.
Corrosion build-up around the Steering Push Rod or Clean up Shaft. Remove Seal Bushes, clean out bores and refit
Steering Shaft Seal Bush. using Loctite.
Refer: "Steering Assembly Overhaul" on Page 9-20
Steering jamming

7
Grit jamming Steering Nozzle Move Nozzle from side to side to release grit
Flush Nozzle with water
Remove Nozzle from Nozzle Housing and check Spacers and
Washers for wear and damage. Replace as necessary.
Steering Nozzle Pivot Pins loose or bent Tighten or replace Pivot Pins.
Steering Nozzle or Steering Housing deformed by Remove, rebuild or replace as necessary.
impact.
Refer: "Steering Assembly Overhaul" on Page 9-20
7-7
7-8
HJ292 Installation and Service Manual Maintenance
8 - Maintenance
In This Section
General.............................................................................................................. 8-1
Jet Surface Coating Procedure ............................................................................ 8-1
Preservation (Pre Installation) ............................................................................. 8-5
Preservation (Post Installation) ........................................................................... 8-6
Servicing Intervals.............................................................................................. 8-6
Jet Unit Servicing Details ................................................................................... 8-8
Jet Unit .............................................................................................................. 8-12
JHPU Oil ........................................................................................................... 8-14
Tools.................................................................................................................. 8-16
Threaded Fasteners ............................................................................................ 8-16
Recommended Oils and Lubricants ................................................................... 8-16
General
Jet Unit
The Jet Unit has been designed to require minimum maintenance. However, it is recommended that the Jet
Unit is regularly examined for wear on Bearings, Seals and Bushes etc.
8
Hydraulic Equipment
When servicing hydraulic equipment:
 Minimize loss of oil by using plenty of oil absorbent cloth.
 When disconnecting hydraulic hoses, plug the connection to prevent loss of oil and entry of dirt etc.
 Make sure the Reverse Duct is fully down before disconnecting any hoses.
8-1
Maintenance HJ292 Installation and Service Manual
Jet Surface Coating Procedure
Introduction and Scope

The purpose of this procedure is to outline the correct method for applying surface coatings to Hamilton
Water Jets. This procedure covers the following:
 Repairing/refurbishing paint on aluminium components.
 Repairing/refurbishing paint on steel and stainless steel components.
In all instances, it is necessary to read the paint manufacturers documentation regarding paint application.
The paint manufacturer’s documentation provides information such as paint compatibility, paint
thickness/coverage, drying times, recoat times, application method, and safety precautions.
Application of Antifoul Coatings

Application of Antifoul over Grey Gloss
Trilux Antifoul is not normally applied over Grey Gloss, since jets are available ex factory with the Antifoul
applied to wetted surfaces. The Antifoul requires an epoxy tie coat, however it is not recommended to
apply this tie coat on the Grey Gloss since the epoxy is not compatible with the polysiloxane based
technology used for Grey Gloss. It is therefore necessary to remove the Grey Gloss, which is a difficult
process due to its high durability. If it is required to apply Antifoul over Grey Gloss then use the following
process:
 Sand to remove the Grey Gloss. If the surface is sanded through to bare metal then repair as per “Bare
Metal Refurbishment”.
 Apply a tie coat of Interprotect, or alternatively Intergard 263 or Intercure 200 if Interprotect is
unavailable. Masking of the Jet Impeller and Mainshaft is optional since it is OK for overspray to coat the
Mainshaft and Impeller.
 Apply Antifoul. Up to three layers of Trilux Antifoul may be applied; any further coats do not offer better
Antifoul protection.
8 Re application of Antifoul over existing Antifoul

Trilux Antifoul may be applied directly over old Trilux in good condition. This can be done after thorough
cleaning/degreasing and light abrading of the old Trilux. Abrasive hand pads (Scotch-Brite) or wet sanding
is an acceptable way of hand abrading the old Trilux.
Use of alternative Antifoul

Alternative Antifouls may be used provided the paint manufacturer has documented that the Antifoul is
suitable for use on aluminium substrate. Foul release coatings (such as International Intersleek) have been
successfully used on jet boats, however these need to be applied as a complete paint system.
Trilux can be over coated with most other makes of Antifoul, refer to the Antifoul/foul release
Manufacturer’s specifications and recommendations for details.
Anti fouling Paints

8-2
Maintenance of Jet Unit Paint

Recommended Paint Systems
The aluminium components of Hamilton Jets are coated with a 3-coat paint system for both the Grey Gloss
finish and the black Antifoul finish, as listed in the following table. The system consists of zinc chromate
etch surface primer, epoxy primer, and top coat of either Grey Gloss or black Antifoul.
The painted steel and stainless steel components of Hamilton Jets are coated with a 3-coat paint system for
both the Grey Gloss finish and the Black Antifoul finish, as listed in the following table. The system
consists of surface primer, epoxy primer tie-coat, and top coat of either Grey Gloss or black Antifoul.
In October 2012 the Grey Gloss was changed from a polyester urethane based technology to a
polysiloxane technology. The two products are not interchangeable and cannot be applied over each
other. Refer to Product Bulletin PRB_08_2012 for details.
Any recoating or repair of the International Paints factory applied systems must be done with compatible
products. Refer to the paint manufacturers TDS (technical data sheet) of the coating for compatibility,
correct application thickness and minimum/ maximum recoat times.
Regional Product Name
System Product Europe, UK &
US & Canada Asia South America NZ & Australia
Africa
Work International Super Cleaner Super Cleaner Super Cleaner Awlgr Awlwash
Preparation 950 Cleaner
Wash
Cleaning
Bare metal Awlprep Plus Awlprep Plus Awlprep Plus Awlprep Plus Awlprep Plus Wax
Solvent Wash Wax and Grease Wax and Grease Wax and Grease Wax and Grease and Grease Remover
Remover T0115 Remover T0115 Remover T0115 Remover T0115 T0115
Aluminium Viny-lux Abrade, then Abrade, then Abrade, then Etch Primer for
Grey Gloss System
Surface Primer Primewash immediately immediately immediately Aluminium Alloys

Aluminium
apply Epoxy apply Epoxy apply Epoxy

Primer Primer Primer
Primer Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Grey Gloss Interfine 878 Interfine 878 Interfine 878 Interfine 878 Interfine 878
8
Aluminium Viny-lux Abrade, then Abrade, then Abrade, then Etch Primer for
Surface Primer Primewash immediately immediately immediately Aluminium Alloys
apply Epoxy apply Epoxy apply Epoxy
Antifoul system
Primer Primer Primer

Aluminium
Antifoul Primer Interprotect, Interprotect, Interprotect, Interprotect, Interprotect,

Intergard 263, Intergard 263, Intergard 263, or Intergard 263, or Intergard 263, or
Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Antifoul Trilux II (Canada) Trilux, Trilux 33 Trilux, Trilux 33 Trilux, Trilux 33 Trilux, Trilux 33
Trilux 33 (US only)
Stainless Steel
Surface Primer Interprime 820 Interprime 820 Interprime 820 Interprime 820 Interprime 820
Grey Gloss
Steel and
System
Primer Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Grey Gloss Interfine 878 Interfine 878 Interfine 878 Interfine 878 Interfine 878
Surface Primer Interprime 820 Interprime 820 Interprime 820 Interprime 820 Interprime 820
Steel and Stainless
Antifoul system
Antifoul Primer Interprotect, Interprotect, Interprotect, Interprotect, Interprotect,

Steel
Intergard 263, Intergard 263, Intergard 263, Intergard 263, Intergard 263,
Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Antifoul Trilux II (Canada) Trilux, Trilux 33 Trilux, Trilux 33 Trilux, Trilux 33 Trilux, Trilux 33
Trilux 33 (US only)
8-3
Bare Metal Refurbishment - Aluminium

The aluminium castings used in the manufacture of Hamilton Jets require special attention when the
coating has been damaged down to bare metal. The surface needs to be very clean and freshly abraded
prior to the application of a suitable primer to ensure a good bond is achieved. Masking of the Jet Impeller
and Mainshaft is optional, since it is OK for overspray to coat the Mainshaft and Impeller.
The area of refurbishment and immediate surroundings should be degreased with a water soluble
degreaser and thoroughly rinsed off with clean water. The area should be sanded back to fresh bare metal
with 80 to 120 grit aluminium oxide abrasive paper or sanding disc feathering the edges until a smooth
surface is achieved. The affected area may be lightly sweep blast cleaned using non-metallic blast media.
Appropriate masking is required to ensure that Pushrods, Bearings and Seals are not blasted and that blast
media does not contaminate Bearings, Bushes, and Seals.
Heavy or medium abrasive sweep blasting of aluminium castings will cause excessive
material loss from the casting. If sweep blasting is used it must be very light.
The surface should then be blown down or washed to remove sanding debris followed by a solvent wash
to leave the surface dry and clean. For repairs to Grey Gloss, mask the Grey Gloss since applying epoxy
primer over the Grey Gloss is not recommended. Within 30 minutes a coat of aluminium surface primer
(Epoxy Primer or Zinc Chromate Etch primer) should be applied to seal the exposed aluminium surface.
Using a Zinc Chromate Etch primer will provide optimum paint system performance in terms of corrosion
protection. Etch primer shall only be applied to bare metal, and the coating thickness should be very thin
since thick layers of etch primer lack strength; see the manufacturer’s specifications and recommendations
for application details.
Apply primer. Generally a total of 2 coats of epoxy primer are required to achieve an adequate film
thickness.
If filling is required to repair the surfaces, use a suitable marine epoxy filler. The filler should be applied
after application of the primer. Sand the filler as required then coat with epoxy primer.
Proceed with "Application of Top Coats to Primed Surfaces".
8
Bare Metal Refurbishment - Steel and Stainless Steel
The area of refurbishment and immediate surroundings should be degreased with a water soluble
degreaser and thoroughly rinsed off with clean water.
Abrasive blast the surface clean to achieve a finish to Sa 2.5 (or to equivalents - AS1627.4 Class 2.5, NACE
2, SSPC – SP10). Feather the edges back 20-30mm onto sound substrate. Appropriate masking is required
to ensure that Aluminium Castings Pushrods, Bearings and Seals are not blasted and that blast media does
not contaminate Bearings, Bushes, and Seals.
Heavy or medium abrasive sweep blasting of aluminium castings will cause excessive material
loss from the casting. If sweep blasting is used it must be very light.
The surface should then be blown down or washed to remove blasting debris followed by a solvent wash
to leave the surface dry and clean. For repairs to Grey Gloss, mask the Grey Gloss since applying epoxy
primer over the Grey Gloss is not recommended
Within 4 hours (steel) or 1 hour (stainless steel) of abrasive blasting, a coat of Steel Surface Primer should
be applied to seal the surface. Apply the surface primer as per the manufacturer’s recommendations.
If filling is required to repair the surface, apply a suitable marine epoxy filler. Sand filler to blend surfaces
as required.
Apply primer coat to provide further corrosion protection and good adhesion of the top coat.
Proceed with "Application of Top Coats to Primed Surfaces"
8-4
Application of Topcoats to Primed Surfaces

Ensure the correct primer has been applied for the intended topcoat Refer to "Recommended Paint System"
Ensure topcoat is applied within the minimum and maximum recoat times specified on the manufacturers
technical date sheet (TDS). For example in order to achieve good adhesion to Interprotect it is necessary to
apply Trilux Antifoul within 7 hours at 23°C. If the Epoxy Primer has been left too long prior to application
of Antifoul, it will be necessary to abrade the Epoxy Primer and apply a further coat of Epoxy Primer.
If existing Grey Gloss areas had been masked for application of primer, then remove masking in
preparation for over-coating with Grey Gloss.
When hard, the repaired area can be blended to the surrounding surfaces with 120 grit wet and dry
sandpaper used wet. Once the surfaces are blended satisfactorily, wash area with clean water and allow to
dry.
Apply topcoat of Grey Gloss or Antifoul.
Anti fouling Paints

Application of Grey Gloss Over Existing Grey Gloss

The Grey Gloss is based on polysiloxane technology. When applying Grey Gloss over existing Grey Gloss
(in sound condition), the existing Grey Gloss requires abrading to provide a key for the new Grey Gloss. A
tie coat is not used, since an epoxy tie coat is not recommended on a polysiloxane coating.
For touch up repairs to Grey Gloss, Interfine 1080 or Interfine 878 may be used. Interfine 1080 is a single
pack product, which makes application more convenient. Interfine 878 is a 2 pack product that results in a
more durable finish than Interfine 1080. Interfine 878 is recommended where optimum paint durability is
required, and particularly for Jet Unit internal water passages. Interfine 878 will provide faster drying times
than 1080.
Interfine 878 can be overcoated with Interfine 878 or Interfine 1080, however Interfine 1080 should only
be used for touch ups and Interfine 1080 can only be overcoated with Interfine 1080.
8
8-5
Preservation (Pre Installation)

New Jet Preservation:
Provide the following storage requirements to prevent damage or deterioration of the Jet Unit:
 Temperature must be between 10ºC and 40ºC and above the "dew point" (i.e. no condensation is
allowed to form).
 The Bearing Housing components should be coated with oil.
 Turn the Mainshaft 180º once every month.
OR
 Fill the Bearing Housing completely with oil to keep the Bearings submerged. (This is more important in cold climates where
rusting due to condensation could occur). Before using the Jet Unit, drain and refill the Bearing Housing with new oil.
 All exposed steel parts (except for stainless steel) should be protected from corrosion by coating with a
thin layer of rust preventative oil.
 To protect non-stainless steel hydraulic fittings, either:
 Wrap all fittings with oil impregnated corrosion protection tape.
OR
 Spray with a recognized corrosion protection treatment.
 To prevent the hydraulic seals bonding to hydraulic shafts, move the steering and reverse cylinders a
small amount every 3 months. Loosen the by-pass valves (where fitted) to allow manual movement of
the cylinders.
Preservation (Post Installation)

When the vessel is not operational for an extended period, the following procedures must be followed to
prevent marine growth and corrosion problems.
 Paint the inside and outside of the Jet Unit with antifouling compound.
8
 Keep light away from the Jet Unit. Moor in deep rather than shallow water. Place an opaque bag over
the Steering Nozzle to prevent light entering the inside of the Jet Unit. In shallow water a similar cover
should be fitted over the Intake Screen.
 Rotate the Mainshaft by 180º once per week. This can be done manually if the engine is not started.
Before moving any controls, ensure that any marine growth is removed from the Steering
and Reverse Linkage Rods. This will prevent damage to the seals that the rods pass through
Do the following monthly.

 Run the Jet Unit for a short time.
 Move the Reverse Duct and Steering Nozzle fully six times. Leave the Reverse Duct in the raised
position and the Steering Push Rod fully retracted.
8-6
Servicing Intervals
Vessel usage is assumed to be 2000 operational hours per year.
The frequency of the following service items may be varied to suit actual operating
conditions.
Examine the inside of the Jet Unit after the first 2000 hrs. operation and thereafter every 5000 hrs.
This examination should be done with the vessel out of the water.
HJ Jet Unit Service Intervals
5000- Hours
1000 Hours
2000 Hours
1st 5 Hours
100 Hours
500 Hours
3 Months
Monthly
Daily
Item Actions
Internal Water Clear Blockages Refer: "Blockages (Debris in the
Path Jet Unit)" on Page 10-45
Thrust Bearing Lubricate Refer: "Thrust Bearing" on Page
8-9
Water Seal Check for Leaks Refer: "Water Seal:" on Page 8-9
Anodes Check Condition Refer: "Anodes:" on Page 8-9, "Anode Replacement" on Page 9-4
Steering System Check Integrity Refer: "Steering Linkages:" on
Page 8-11, "Adjust the Steering
Linkage" on Page 9-32
Steering Crank Check Integrity. Refer: "Steering Linkages:" on
Cotter Lubricate Page 8-11, "Adjust the Steering
8
Steering Crank Grease Refer: "Steering Linkages:" on
Steering shaft and Grease Refer: "Steering Linkages:" on
bushes check for wear Page 8-11, "Adjust the Steering
Steering Linkages Check Integrity Refer: "Steering Linkages:" on
Nozzle and Check vertical end Refer: "Steering Linkages:" on
Nozzle Housing float Page 8-11, "Adjust the Steering
Screen Rake and Check and Refer: "Screen Rake and
Bearings Lubricate Bearings" on Page 8-10, "Screen
Rake Assembly Overhaul (If
Fitted)" on Page 9-64
Drive Shaft Lubricate Lubricate every 500hours or as recommended by the manufacturer
Complete Jet Unit Examine Repair as Refer: "Jet Unit" on Page 8-12
Necessary
Steel Hulls Insulation Checks Refer: "Checking the Insulation"
on Page 4-6
8-7
Daily "Pre Use" Servicing Checks

The following areas should be checked on a daily basis if the vessel is in regular use.
Intake Screen, Impeller, Stator Blades:

 Ensure that the water level is below the level of the Inspection Cover or Overflow Preventer before
opening Jet Inspection Hatches. Check via the Main Inspection Cover that they are clear of debris.
Inspection Covers
Extreme care is required whenever Inspection Covers are removed, as water may enter the
vessel through these openings.
Inspection Cover Nuts should not be fully removed until the Inspection Cover has been
loosened, so that if the water level is higher than expected, the Inspection Cover can be
re-secured.
Never leave Inspection Covers removed without continuous monitoring of the water levels.
Reverse Hydraulic Oil Lines:

 Check for oil leaks, especially if oil has been added to a system.
Steering Hydraulic Oil Lines:
 Check for oil leaks, especially if oil has been added to a system.
Position Indicator Senders (If Applicable):
 Check for loose electrical connections and linkages.
Thrust Bearing Housing:
 Check for signs of water leaking from under the Thrust Bearing Housing. (Leaking Water Seal). If the
Water Seal is leaking it should be replaced as soon as possible otherwise water could contaminate the
Thrust Bearing oil causing corrosion and failure of the Thrust Bearing.
8-8
Jet Unit Servicing Details

The following describes the Jet Unit service procedures.
Intake Flow Path:

Check for obstructions inside the Intake daily.
 Remove the Inspection Cover and check around the Impeller and Intake Screen for obstructions and
debris.
Thrust Bearing
Every 100hours (Or monthly whichever comes first).
 Grease with a good quality lithium based ball bearing grease.
 Normal operating temperature is 50 - 55 º C (120 - 130 º F) but the Bearing can operate up to 120 ºC.
Most of the heat is generated by the Seals. A faulty Bearing will be indicated by noise and vibration
rather than temperature.
Do Not Over Grease, use only 30ml of grease
Marine Bearing:
The wear should be checked when the Jet Unit is overhauled Refer: "Marine Bearing:" on Page 8-12
Do not run the Jet Unit out of the water as this will damage the Marine Bearing and the
Water Seal. 8
Water Seal:
Check for water leaks daily
 Visually check for water dripping from under the Bearing Housing.
 If water is found, the Water Seal is defective and should be replaced.
8-9
Anodes:
The Bonding System - Check for loose or corroded connections and test to ensure a low electrical
resistance (less than 0.2 ohms.)
All Sacrificial Anodes - Replace when 2/3 corroded.
For vessels that are continually afloat, check the condition of external anodes every 3 months.
Rapid anode consumption may indicate shore connection problems (for more information on shore
connections Refer: "Shore Connections" on Page 4-2).
The condition of the jet external anodes is indicative of the condition of the jet internal anodes (assuming
anodes were all replaced at the same time) so if the external anodes require replacement (replace when or
before they are 2/3 corroded) then the internal anodes should also be replaced.
For trailer boats (and other vessels that are afloat only periodically) the anode consumption will be low
because the anodes are immersed only periodically.
For vessels operating in low salinity water (such as rivers and lakes) the anode consumption will be low
due to the low electrical conductivity of the water.
Cleaning Anodes
Anodes are typically all replaced at the vessels scheduled maintenance haul-out (typically annually).
However if the vessel is only afloat periodically (e.g. trailer boats) or operates in low salinity water then
anode consumption will be low. If it is expected that anodes will be less than 2/3 corroded at the following
maintenance haul-out, then the anodes may be cleaned rather than replaced.
Clean the anodes as follows:
Marine growth should be removed by water blasting.
If a hard scale layer forms on the anodes then they should be cleaned using a coarse aluminium oxide
sandpaper.
Sand anodes by hand or use an orbital, or disc sander.
8
Do not use a wire brush since this can cause metallic contamination of the Anode, making it
ineffective.
Screen Rake and Bearings

Check for free operation every 100 hrs (or 3 monthly whichever comes first)
 Stiffness or binding may be caused by debris caught in the screen or seized Bearings. Grease Bearings
periodically with water repellent grease Refer: "Screen Rake and Bearings" on Page 8-10, "Screen Rake
Assembly Overhaul (If Fitted)" on Page 9-64.
Steering Cotter Pins

Daily:
 Check the condition of the cotter pins.
 Check that the nuts are tight Refer: "Tillers" on Page 5-25.
8-10
Steering Linkages:
Check the condition daily where possible.
 Check that all linkages between the Steering Cylinder and the Steering Nozzle are secure and have a
small amount of free play. Refer: "Steering Linkages:" on Page 8-11, "Adjust the Steering Linkage" on
Page 9-32
Steering Shaft
Grease every 100 hrs (Or 3 monthly whichever comes first).
 Lightly grease with a water repellent grease.
 Check play in Steering shaft and bushes there should be no binding.
Steering Crank
Every 100 hrs (Or 3 monthly whichever comes first)
 Grease with a water repellent grease.
 Make sure the crank is securely fitted.
 Make sure the Crank is not bent or that the crank ball is not worn.
Steering Nozzle
Every 100 hrs (Or 3 monthly whichever comes first)
 Make sure the Steering Arm on top of the Nozzle is not bent.
 Check the Nozzle vertical end float Refer: "Adjusting Nozzle End Float" on Page 9-30.
Cylinders and Hoses
8
Check after the first 5 hours and then monthly.
 Check Cylinders and attached hoses for any signs of oil leaks, damage or corrosion of the fittings. Repair
as necessary.
Reverse Cylinder Shaft

Grease every 100 hrs (Or 3 monthly whichever comes first)
 Grease with water repellent grease through the nipple on the cylinder front head.
Do not keep pumping grease if resistance is felt as this may force the wiper seal out of the
cylinder retaining nut.
8-11
Driveshaft:
Lubricate every 500 hrs. or to suit the manufacturers recommendations.
 Follow the manufacturers recommendations for the type of Driveshaft used.
Check the insulation monthly.
Check that the insulation between the Jet Unit and the hull of the vessel measures no less than 1000 Ohms
Jet Unit
A complete examination of the Jet Unit should be done after the first 2000 hrs. operation and thereafter
every 5000 hrs.
This should be done with the vessel out of the water.
The Jet Unit may need to be dismantled to access some of its internal parts. Refer to the Overhaul section
for dismantling and reassembly procedures
Impeller Blades:
Check Clearance.
 Remove the Main Inspection Cover.
 Using Feeler Gauges, check the clearance between the tips of the Impeller Blades and the Wear Ring at
each side of the Impeller (not top and bottom).
Impeller Check for Wear and Damage:
8 Look for signs of corrosion damage on all surfaces of the Impeller.

Check the Impeller leading and trailing edges for damage.
Radial Clearance
New Min Clearance New Max Clearance Max Wear
0.43 0.77 1.08
Marine Bearing:
Inspect the Marine Water Bearing for scoring or localised wear. Replace if excessively worn.
 To check for wear, push the Mainshaft hard from side to side. Check total sideways movement at
impeller tips.
 Overhaul as required Refer: "Marine Bearing:" on Page 8-12
Diametrical Clearance
New Min Clearance New Max Clearance Max Wear Limit
0.06 0.35 0.6
8-12
Reverse Duct
Make sure that the Reverse Duct Pivot Pins and Reverse Cylinder attachment points are secure and that
there is no binding in the bushes.
Steering and Reverse Linkages

 Check for loose or worn linkages repair as necessary.
Tailpipe, Nozzle and Nozzle Housing

Check for corrosion damage or wear. Overhaul as required. Refer: "Tailpipe Overhaul" on Page 9-48
Jet Unit Paintwork:

Refer: "Jet Surface Coating Procedure" on Page 8-1
The main body of the Jet Unit is constructed from Silicon-Aluminium alloy (LM6) which is resistant to
corrosion from salt water.
The castings are finished in a polyurethane paint. Periodic cleaning down, wire-brushing and repainting
may be necessary depending on water conditions, and extent of use.
When the vessel is on the slip, preferably annually, the complete Jet Unit should be inspected internally
and externally for faults, corrosion, or breakages. Clean down and repaint the castings where necessary.
Anti fouling Paints

8
Excessive Wear:
If excessive wear or damage has been found, then undertake appropriate overhaul as described in the
Overhaul Section. Schedule the next maintenance period to suit the conditions found during this
inspection, using the following guidelines:
 Decrease the time between each maintenance interval if the amount of dirt and sand in the water
increases.
 Increase the time between each maintenance interval if amount of dirt and sand in water decreases.
 Decrease interval if excessive wear was found in the Jet Unit internal inspection.
 Increase interval if minimal wear was found at the Jet Unit internal inspection.
8-13
JHPU Oil
Visually inspect oil Level and condition daily Refer: "Recommendations for Lubricants and Oils" on Page
10-32
The oil used in the JHPU System should meet the requirements of ISO 4406 with a maximum level of
contamination of -/18/15
 Check the oil level on the Saginaw pump Filler Cap/dipstick.
 Top up if necessary with the correct grade oil.
 Visually inspect the condition of the oil and replace if discoloured, contaminated or smells unusual.
 Filter the oil as it is added.
 Use only recommended oils
Replace after the first 5 hours of operation, then every 2000 hours.
 Remove the filler cap.
 Put a suitably sized container bellow the Hose connection on the Saginaw Pump.
 Remove the hose from the pump and let the oil from the pump and Oil Cooler flow into the container.
 Refit the Hose and tighten the hose clip.
Refill the JHPU and Oil Cooler
 Disconnect the hose between the Oil Cooler and the Pump at the Oil Cooler
 Disconnect the hose between the
 Fill the pump to the Max mark on the dipstick with the correct grade of oil.
 Discard the waste oil in accordance with current regulations.
Alternatively:
 Use the oil filler hole to suck oil from the pump using an "Oil Retrieval System"
The oil level should be checked after initial running.

As the hoses fill with oil the oil level will drop in the oil tank and
will require topping up.
8 Oil Filter
Renew after the initial first 5 hours of running and then every 2000 hours.
 Unscrew the old Filter element.
 Screw on a new filter element and hand tighten only.
Oil Coolers
Visually Inspect after the first 5 hours of running and then Monthly.
 Look for leaks or damage at the sealing face of the Oil Cooler and Oil Cooler Cover Plate.
 Replace the Cover seal if leaking.
 Look for leaks at the hose connections.
JHPU V-Belts
Check the V-Belt condition and tension monthly.
8-14
Spare V-Belts
Spare V-Belts can cause a potential hazard if not properly secured.

Make sure that spare V-Belts are fastened securely to the Jet Unit and do not come loose
during vessel operation.
The Coupling will have a set of spare V-Belts and a label attached.
Make sure that the Mainshaft passes through the V-Belts. This will allow the spare V-Belts to be fitted
without disconnecting the Driveshaft from the Coupling.
Checking V-Belt Tension

 Correct Belt tension is achieved when a load of 2.8 kg applied to each Belt at mid span causes a
deflection of 3 mm.
 Re-tensioning is required when a load of 1.9 kg or less causes the same 3 mm deflection.
To check belt tension use a tension gauge, or as a guide:
 Grip one of the Belts at mid point and attempt to twist 90º.
 If the Belt rotates beyond 90º, re-tensioning is required.
 If the Belt does not rotate to 90º, then the tension is too tight. Re-adjust the Belt tension.
Over tightened V-Belts will cause reduced JHPU Bearing life.
Check V-Belt Condition
8
Check the belts for cracks, frayed areas, cuts or unusual wear patterns.
Replace Belts if any sign of deterioration is found.
Check to see if the belts become excessively hot. V-Belts generate heat during operation but they should
not be too hot to touch.
If excessively hot, the V-Belt tension could be incorrect or they may require replacement.
Saginaw pump Examination

Carry out a complete inspection of the Saginaw Oil Pump every 5000 Hours. Look for deterioration and
wear and overhaul/replace as necessary
System Hoses
Visually inspect the system hoses after the first 5 hours of operation and then every 1000 hours.
Look for the following:
 Wear and chafing caused by excessive vibration.
 Leaks in hoses or connections.
 Loose hydraulic connections.
Recondition or repair as necessary.
8-15
Tools
The following tools are required for normal maintenance activities.
Tool Description
Torque Wrench ¾"sq./drive. Capacity up to 800 N·m (590 lbf·ft). (For Impeller Nut).
Torque Wrench ½" sq./drive Capacity up to 200 N·m (145 lbf·ft).
Ratchet, Torque Bar And Short ½" & 1" sq./ drive
Extension
Sockets A/F ½" sq./dr. 13mm, 19mm, 24mm
Sockets A/F 1" sq/dr. 38mm, 70mm
Spanners A/F. 1x6mm 1 x 13mm, 2 x 17mm 1 x 24mm.
Allen Keys. 4mm, 6mm, 8mm
Pliers - Long Nose
Mallet - Rubber Head
Adjustable Wrench 150mm and 300mm
Flat blade Screw Drivers Small Medium and Large
Grease Gun
Threaded Fasteners
Refer: "Threaded Fastener Tightening Torques" on Page 10-26
8
Tightening Torques
Ensure all threaded fasteners are tightened to the correct torque as shown in the
Appendix and any relevant assembly drawing.
Thread Locking Agents

Some fasteners require thread locking agents to prevent loosening.
 Most applications are described in the Loctite® Application Guide Refer: "Loctite Application Guide" on
Page 10-3.
 Special applications will be shown on the relevant Assembly Drawings.
8-16
Recommended Oils and Lubricants

Refer: "Recommendations for Lubricants and Oils" on Page 10-32
Do not use brake fluid or heavier viscosity oils
8-17
8-18
HJ292 Installation and Service Manual Overhaul
9 - Overhaul
In This Section
General Information .......................................................................................... 9-1

Reverse Duct Overhaul...................................................................................... 9-6
Steering Assembly Overhaul .............................................................................. 9-20
Bearing Housing Assembly overhaul ................................................................. 9-33
Refit the Bearing Housing .................................................................................. 9-41
Internal Intake Anode Replacement ................................................................... 9-46
Impeller Area - Overhaul ................................................................................... 9-51
Overflow Preventer/Hatch Extension (Optional Extra) ........................................ 9-62
Hatch extension ................................................................................................. 9-62
Screen Rake Assembly Overhaul (If Fitted)......................................................... 9-64
Screen Rake Blanking Plugs ............................................................................... 9-68
General Information
Inspection Covers
loosened, so that if the water level is higher than expected, the Inspection Vover can be
re-secured.
9
Loctite®
Before using any Loctite® product, please read and understand the Loctite® Application Guide
All studs in castings are to be secured using Loctite® 263 Refer: "Loctite Application Guide" on
Page 10-3
Do not use anti-seize compounds which are based on graphite, nickel or copper flakes - these
will cause corrosion.
9-1
Overhaul HJ292 Installation and Service Manual
Hydraulic Oil
If the Hydraulic Oil has been removed, make sure that on completion of the overhaul all
Bearing Housings, JHPU tanks and Oil Coolers are filled with the correct grade and quantity
of oil.
Mating surfaces that are not treated with sealant should be smeared with a light coating of
grease to help with future dismantling.
Fasteners that do not require Loctite® are to be greased or Antisiezed before assembly
("Threaded Fastener Tightening Torques" on Page 10-26).
Marine Grade Antiseize will reduce the risk of thread galling and is recommended on M20 nuts
or larger
Introduction
Only overhaul the Jet Unit components if:

 Wear or damage is detected.
 Specified on the maintenance schedule.
Before starting the overhaul:

Disconnect and remove all Control Equipment attached to components being overhauled.
Make a note of electrical and hydraulic connectors so they can be correctly reconnected.
Blank off all hydraulic fittings to prevent the entry of dirt or loss of hydraulic oil.
When the overhaul is finished:
Commission the Jet Unit Refer: "Commissioning" on Page 6-1.
Commission the Control System. (Refer to the Installation and Service Manual for the control system)
Vessel commissioning must be done after any overhaul as adjustments and connections may
have been altered during the process.
9 Tools:
Special tools are required for the overhaul of the Jet Unit.
For Driveshaft service and overhaul, refer to the manufacturer's information.
9-2
Hydraulic Faults
The majority of hydraulic failures are due to oil contamination.
It is very important that the oil is filtered when filling the JHPU.
All dismantling must be done by qualified personnel following the rules below:
 Immobilize the vessel to prevent uncontrolled movements.
 Maintenance must be carried out with the valves at room temperature.
 Before opening the hydraulic circuit, make sure the system is off and depressurised.
 Before doing any maintenance, make sure that the Reverse Duct is in the fully down position.
 Before disconnecting any electrical wiring, make sure that the power is off.
 Cleanliness is of the utmost importance. Dirt or foreign material in the hydraulic system can cause
serious damage or incorrect operation. Always work in a clean environment.
 Before disconnecting hoses, thoroughly clean the outside of the fittings to prevent dirt from entering the
ports.
 When removing hoses, always make sure that the ports and pipes are properly plugged.
 Use plenty of oil absorbent cloth to prevent contaminating surrounding areas.
 All seals and O-rings removed or disturbed during dismantling should be replaced.
 Recommendations for Oil and Filter inspections and changes shown in this Manual are to be strictly
adhered to.
 If the vessel is used in severe conditions where the oil is likely to become contaminated, the oil and oil
filter should be replaced at more frequent intervals.
 Always check the oil level in the reservoir and the pump case whenever oil is removed from the
hydraulic system.
 Unless otherwise specified, lubricate stainless steel hydraulic fittings with hydraulic oil or general
purpose grease (e.g. Accrolube®) Refer: "Recommendations for Lubricants and Oils" on Page 10-32
Care of Jet Unit Paintwork

For detailed information on the Jet Unit paintwork Refer: "Jet Surface Coating Procedure" on Page 8-1.
Anti fouling Paints

Torquing Sequence of Nuts 9

Flange Nuts must be tightened in the correct sequence so
that the Flange pulls up square.
Where no specific sequence is given in the manual, do
the following:
 Fit 4 Nuts (Top, Bottom, Left side, Right side) and
tighten each 1 turn at a time until the Flanges pull
together.
 Fit all remaining Nuts and hand tighten only.
 Work around the Flange, in a crosswise sequence as
shown, tightening to the specified torque.
9-3
Anode Replacement
Replace the Anode if more than 2/3 corroded:

Clean the end face of the Anode insert and the Anode
and Spring Washer mating faces [A] using an abrasive
cloth (Scotch-Brite™) or emery paper [B].
Mount the Anode on the Stud.
Refit the Spring Washer and Nut using Loctite® 243 and
tighten to the specified torque.
Using a Multimeter, make sure that the electrical

resistance between the Anode and the Mounting Stud is
less than 0.2 Ω.
If the Anode is still in good condition:

Make sure that it has not been painted over.
The electrical resistance between the Anode and the Mounting stud is less than 0.2 Ω.
Clean the Anodes as follows:
Marine growth should be removed by water blasting. If a hard scale layer forms on the anodes then they
should be cleaned using a coarse aluminium oxide sandpaper. Sand Anodes by hand, orbital, or disc
sander.
Do not use a wire brush since this can cause metallic contamination of the Anode, making it
ineffective.
Refitting the Locating Dowels
9 To refit loose Locating Dowels:

Loctite the Locating dowels into only one side of the
joint only.
Clean all old Loctite from the dowel hole.
Apply Primer 7471 to one end of the Dowel [A] and
allow to dry.
Apply Loctite 680 to the dowel hole.
Fit the end of the Dowel with the Primer, into the dowel
hole.
Tap the Dowel fully into the hole and remove excess
Loctite.
9-4
Clevis Loctite Procedure

Once a clevis has been adjusted correctly, it must be locked into position.
Unscrew the Locknut as far as possible and apply Loctite

243 to the Pushrod threads.
Screw the Locknut hand tight only against the Clevis.
Remove the Clevis Pin if fitted
Holding the Locknut in position, unscrew the Clevis

approximately 8 turns.
If the clevis is fitted with a Spring Pin, then apply
Antisieze to the pushrod threads.
If there is no Spring Pin, then apply Loctite 243 to the
Pushrod threads.
Screw the Clevis back to its original position against the

Locknut.
Refit the Clevis Pin making sure that any Nylon Spacers
Washers and Split Pins are fitted.
Align the Inboard Clevises and tighten the Locknut to the
specified torque.
Fit any Spring Pins or Locking Screws
Apply Loctite 222 to the Clevis Locking Screw (if Fitted)
and tighten to the recommended torque [T].
9-5
Reverse Duct Overhaul

Refer: Drawing "HJ29207001 Reverse Assembly" on Page 11-11
Reverse Duct Overhaul
9 Figure 30: Reverse Duct Overhaul
1 110747 Reverse Duct 9 104610 Shouldered Pivot Bush

2 111014 Reverse Cylinder Pivot Bush 10 063955 Thrust washer
3 201384 M10 Flat Washer 11 104609 Pivot Pin
4 111226 Main Shaft Assembly 12 030661 M8x51 Stud
5 201063 Split Pin 13 112657 Anode
6 106503 Cylinder Connecting Pin 14 201309 M8 Nut
7 110950 HJ292 Tailpipe 15 201394 M8 Spring Washer
8 104608 Threaded Bush
9-6
Remove the Reverse Duct

 Support the Reverse Duct with a suitable lifting sling.
 Remove the Split Pin from the Cylinder Connecting Pin.
 Take the weight of the Reverse Duct and remove the Cylinder Connecting Pin.
 Move the Reverse Duct through its full range of movement to check for stiffness or wear in the Reverse
Duct Shouldered Bushes
 Lower the Reverse Duct.
 Remove the Reverse Duct Pivot Pins and Thrust washers.
 Remove the Reverse Duct from the Jet Unit taking care not to damage the Shouldered Bushes.
Replacing the Reverse Cylinder Attachment Point Bushes

Only replace the bushes if worn:
Figure 31: Pivot Bushes
 Press out the Bushes from the Reverse Duct attachment point. It may be necessary to apply light heat in
the area of the Bushes to break the Loctite® bond.
 Clean out the bore of all old Loctite®, paint and corrosion deposits and if required, repair the paint finish
Refer: "Jet Surface Coating Procedure" on Page 8-1.
 Coat the outer surfaces of the Bushes with Loctite® Activator 7075 and allow to dry. Do NOT apply
Activator to the bore of the Reverse Duct attachment point.
 Apply Loctite® 325 to the outer surfaces of the Bushes and the bore of the Reverse Duct attachment
point.
 From inside the attachment point, press the new Bushes into the Reverse Duct and rotate to distribute
9
the Loctite® evenly over the surfaces.
 Wipe off any excess Loctite® from around the bushes.
Loctite® Activator 7075 must be used to refit Spacing Washers and bushes otherwise the
Loctite® 325 will not cure.
Do not apply Loctite® activator to the washer or bush recesses.
There are to be NO dry areas between the Bush and the bore once the Bush is fitted.
Replacing the Reverse Duct Anodes

If the Reverse Duct Anodes are worn they should be replaced Refer: "Anode Replacement" on Page 9-4.
9-7
Reverse Cylinder Overhaul

Only dismantle the Cylinder if the seals need replacing. This will be indicated by oil leaking from the
cylinder.
 Disconnect the cylinder from the Reverse Duct.
 Thoroughly clean the area around the hoses and nipples
 Disconnect and fit blanking plugs to the ends of the Hydraulic Hoses and nipples on the cylinder.
Remove the Reverse Control equipment

 This Jet will be fitted with reverse senders and/or control equipment which must be removed before the
Reverse Cylinder can be detached from the jet.
Remove the blue ARROW Sender Assembly
Figure 32: Reverse Cylinders (blue Arrow Controls)
1 Hoses Various 6 201218 M8x20 Machine Screw

2 CTSDR03062 blue ARROW Reverse Sender Assembly 7 201212 M6x16 Machine Screw
9
3 206766 HSRC Sender Bracket 8 201382 M6 Flat Washer
4 206766-2 HSRC Sender Bracket Washer 9 201392 M6 Spring Washer
5 207437 Tab Washer
To remove the reverse Sender on a blue ARROW control system:

 Using a screwdriver, bend back the locking tab on the Tab Washer.
 Unscrew the Sender Bracket from the end of Cylinder Mainshaft.
 Unscrew the Sender Assembly from the Reverse Cylinder.
9-8
Remove the HSRC Assembly
Figure 33: Reverse Cylinders (HSRC Controls)
1 111226 Main Shaft Assembly 6 201392 M6 Spring Washer

2 107147 Link Bar 7 201382 M6 Flat Washer
3 201394 M8 Spring Washer 8 CTVLV01007 HSRC Assembly
4 201219 M8x25 Machine Screw 9 063618 VDO Sender Single Station
5 201213 M6X20 Machine Screw
To remove the HSRC Assembly:

 Unscrew the Link Bar from the end of Cylinder Mainshaft.
 Unscrew the HSRC Assembly from the Reverse Cylinder.
9-9
Cylinder Retaining Nut
Figure 34: Reverse Cylinder Retaining Nut
1 111207 Reverse Cylinder Retaining Nut

2 112341 Retaining Nut Washer
3 112340 Outer Resilient Rubber Mount
 Remove the Reverse Cylinder Retaining nut, Retaining Nut Washer and Resilient Mount.
9-10
Remove the Reverse Cylinder from the Jet Unit
Figure 35: Withdraw the Reverse Cylinder
1 064726 O-Ring
2 112339 Inner Resilient Rubber Mount
3 112515 Reverse Cylinder Assembly
4 112338 Reverse Cylinder Gland Sleeve
From Inside the vessel:

 Withdraw the Reverse Cylinder from the Transom complete with the Inner Resilient Mount and O-Ring.
 To prevent loss, refit the Retaining Nut, Outer Resilient Mount and Retaining Nut Washer to the Reverse
Cylinder.
 The Reverse Cylinder Gland Sleeve should not be replaced unless worn or damaged.
 Take the Cylinder to a clean work space before starting the overhaul.
The overhaul of hydraulic equipment must be done by suitably qualified personnel in a
clean workshop environment.
9-11
Figure 36: Dismantle the Reverse Cylinder
1 201392 M6 Spring Washer 6 112339 Inner Resilient Rubber Mount

2 201308 M6 Hex Nut 7 112340 Outer Resilient Rubber Mount
3a 107416 Fronthead 8 111207 Reverse Cylinder Retaining Nut
3b 107416 Backhead 9 200918 Grease Nipple
4 205062 ¼BSPPx¼BSPP Nipple 10 112337 Fronthead Extension
5 201766 ¼" Bonded Seal
 With the hydraulic nipples plugged, thoroughly clean the outside of the cylinder before starting the
overhaul.
 Remove Nuts and Spring Washers from the Studs holding the Back Head to the Cylinder.
 The Nipples Fitted to the front and back heads need not be removed unless they are leaking.
 If removing the Nipples, the bonded seals must be replaced before refitting.
 The Grease Nipple fitted to the Front Head Extension need not be removed unless replacing.
 Remove the Back Head.
9-12
Figure 37: Dismantle the Reverse Cylinder
1 106555 Cylinder
2 111226 Main Shaft Assembly
3 107416 Fronthead
 Remove the Cylinder, Shaft Assembly and Front Head.
9-13
Reverse Cylinder Seals
Figure 38: Reverse Cylinder Oil Seals
1 063954 Shaft Wiper Seal 5 063953 Shaft Seal

2 111209 Shaft Bush 6 201002 O-Ring
3 064726 O-Ring 7 201497 Piston Seal
4 200996 O-Ring
Replace all seals when overhauling the Cylinder.

 Use a seal pick tool or a sharp spike to remove the seals taking care not to scratch the housings.
 Do not dismantle the Shaft Piston Assembly. It must be replaced as a complete unit.
Front and Backheads
 Shaft Seal
 Shaft Wiper Seal
 O-Ring
9
Fronthead Extension
 Two O-Rings
Cylinder Retaining Nut
 Shaft Wiper Seal
 Shaft Bush
Shaft Piston Assembly
 Piston Seal
Thoroughly clean all components and examine for wear, damage and distortion. Repair or replace as
required.
To fit the seals, a special seal fitting tool (Not supplied) can be used.
If no fitting tool is available, the seals may be softened in warm water and inserted into the
cylinder using a blunt tool.
9-14
Replace the Reverse Cylinder Gland Sleeve
Figure 39: Reverse Cylinder Gland Sleeve
1 112338 Reverse Cylinder Gland Sleeve
 Use a sized suitable drift to press the old gland sleeve from the Transom Flange. It may be necessary to
apply light heat in the area of the sleeve to break the Loctite® bond.
 Clean the bore in the Transom Flange so it is free of old Loctite® and corrosion.
 Check the bore for scoring or damage.
 Leave the bore unpainted.
 Apply a thin coat of Loctite® 7471 to the outside of the Gland sleeve and allow to dry. Do not apply
Activator to the bore in the Transom Flange.
 Apply Loctite® 680 to the bore in the Transom Flange.
 From the Outside of the Transom, Press the sleeve evenly into the bore.
 Make sure the Sleeve is pressed fully into the bore
 Clean off any surplus Loctite® from around the Sleeve.
Loctite Activator 7471 must be used to refit the Sleeve otherwise the Loctite 680
will not cure and hold the sleeve in position.
9-15
Reverse Cylinder Reassembly

 Smear New O-Rings and seals with grease and fit to the Front and Back heads, Front Head extension,
Retaining nut and Piston Seal.
 Make sure the shaft and wiper seals are fitted the correct way round. Refer: Figure "Reverse Cylinder
Seals" on Page 9-14
Figure 40: Reassemble the Reverse Cylinder
1 112337 Fronthead Extension

2a 107416 Fronthead
2b 107416 Backhead
3 107133 M6x335 Stud
4 111226 Main Shaft Assembly
5 106555 Cylinder
 Make sure the 4 x Studs are still securely fitted to the Front Head Extension. Refit with Loctite® 263 if
required.
 Fit front Head over studs. Make sure Front Head Nipple and front Head Extension Grease nipple are
aligned.
9 



Apply Multi purpose lithium based grease (A) to both ends of the Cylinder.
Fit cylinder into the Front Head.
Lubricate Shaft Piston Assembly with Hydraulic Oil (B)
Slide the shaft into the cylinder and through the front head. Make sure the Reverse duct attachment hole
goes through the Front Head.
Take care not to dislodge or damage the seals when fitting the cylinder shaft
 Fit the Back Head over the end of the Cylinder. Make sure the Nipples on the Front and Back Heads are
aligned.
 Tighten Stud bolts to the Specified torque.
 Pressure test the Cylinder before refitting to the Jet Unit - 2500 psi (173bar)
9-16
Reverse Cylinder Refit to Jet Unit
Figure 41: Reverse Cylinder Resilient Mounts
1 112340 Outer Resilient Rubber Mount 5 (Part of Intake) Transom Plate

2 112339 Inner Resilient Rubber Mount 6 111207 Reverse Cylinder Retaining Nut
3 201261 M8x20 Cap Screw (Locating Screw) 7 112341 Retaining Nut Washer
Make sure that the Resilient Mounts are fitted the correct way round
Refit the Reverse Cylinder to the Jet Unit
From inside the Vessel

 Fit the Inner Resilient Mount to the Front Head extension.
 Make sure the Mount is fitted the correct way round. The Inner radius on the Mount faces the Reverse
Cylinder Gland Sleeve
9
 Make sure a new O-ring has been fitted to the Front Head Extension.
 Lightly Smear the Front Head Extension from the O-Ring forward with Multi purpose lithium based
grease (A)
 Make sure the locating screw has been fitted to the inside of the Transom Plate.
 Pass the reverse Cylinder through the Transom Flange until the Resilient Mount sits firmly against the
transom flange.
 Make sure the cut out in the Front Head Extension is located correctly by the locating Capscrew
From Outside the vessel
 Fit the Outer resilient Mount onto the Front Head Extension and into the recess in the Transom Plate.
 Make sure the Mount is fitted the correct way round. the Inner radius on the Mount faces the Reverse
Cylinder Gland Sleeve.
 Fit the Retaining Nut Washer.
 Lightly smear the cylinder shaft with grease and fit the Retaining Nut. Make sure not to dislodge the
seals in the nut.
 Tighten the retaining nut hand tight only at this stage.
 Make sure the Resilient Mounts are correctly positioned on the transom plate. The Inner radius on the
Mount faces the Reverse Cylinder Gland Sleeve.
9-17
From inside the Vessel
Figure 42: Lubricate the Reverse Cylinder
1 Lubricate until grease is seen coming from the end of the Retaining Nut
 Reconnect the Hoses to the Cylinder.

 Grease the Reverse Cylinder shaft Via the grease nipple on the Front Head Extension.
 Lubricate with Multi purpose lithium based grease (A) until grease is seen coming from the wiper seal at
the end of the Cylinder retaining nut.
Reverse Duct Refit to Jet Unit
9 Figure 43:
Refer: Figure "Reverse Duct Overhaul" on Page 9-6

Refit the Reverse Duct Pivot Pins
9-18
 Check the following items for wear or damage and replace if necessary.
 Condition of the bore in the reverse duct, repair any severe corrosion and damaged paint work.
 Shouldered Pivot Bushes.
 PolyWasher.
 Threaded Bush.
 Pivot Pins.
 Coat the Pivot pin threads, Bush and washer with a multi purpose lithium based grease (A).
 Fit the Shouldered Pivot bush. Make sure that the shoulder is on the inside of the Reverse Duct.
 Fit the polywasher over each Pivot pin.
 Lift the Reverse duct into position.
 Fit the Pivot pins making sure the washers locate correctly.
 Tighten the Pivot pins to the recommended torque.
Figure 44: Reattach the Reverse Cylinder to the Reverse Duct
 Raise the Reverse Duct and fit the Connecting Pin through the Reverse Duct and Cylinder Shaft
 Fit Nylon washer and secure with the split pin.
Figure 45: Refit the Reverse Cylinder

9
 Unscrew the Reverse Cylinder Retaining Nut.
 Clean the Threads on the front head extension.
 Apply Loctite® 569 to the threads
 Make sure the Reverse cylinder is fitted in the correct position by the locating screw.
 Check the Resilient mounts are fitted correctly.
 Tighten the Retaining nut to the specified torque.
 Check the reverse system making sure the Reverse Duct operates correctly through its full range of
movement.
9-19
Steering Assembly Overhaul

Refer: Drawing "HJ29206000 Steering Assembly" on Page 11-8
Maintenance described in this section should be done when the vessel is on a Slip or in Dry
Dock
Steering Assembly Removal
Figure 46: Steering Cylinder
9 1
2
3
4
111344
065024
Various
204032
Tiller
Seastar Steering Cylinder
Hoses
Steering Cylinder Bracket
5 CTSDR03050 HJ292 Steering Sender Assembly (blue ARROW Controls)
6 CTSDR02030/31 VDO Steering Sender Assembly
The Steering assembly utilises a Seastar® Hydraulic Cylinder to operate the Steering Nozzle. For
maintenance and overhaul instructions of the Cylinder, please refer to the Seastar® Installation and Service
Manual.
Only dismantle the cylinder if the seals need replacing. this will be indicated by oil leaking from the
cylinder.
9-20
To Remove the Steering Cylinder
Figure 47: Steering Cylinder Removal
1 065024 Seastar Steering Cylinder 5 201309 M8 Nut

2 (Seastar Supplied) 2½x½" Bolt 6 201394 M8 Spring Washer
3 (Seastar Supplied) ½" Washer 7 205907 Anti Rotation Bracket
4 (Seastar Supplied) ½" Nylock Nut
 Thoroughly clean the area around the hoses and nipples.

 Disconnect and plug the hoses.
 Plug the nipples.
 Disconnect the Cylinder Rod End from the Tiller.
 Unscrew the cylinder from its Mounting Bracket.




Take care not to lose the Anti Rotation Bracket (If Fitted)
Remove the cylinder from the vessel and take to a clean workspace before starting the overhaul.
Check all components for wear, damage or corrosion.
Replace seals as required.
9
 Refer to the Seastar Installation and service manual for overhaul procedures
9-21
Steering Shaft Removal
Figure 48: Steering Shaft Removal
1 111203 Steering Shaft 5 201395 M10 Spring Washer

2 109241 Steering Crank 6 201310 M10 Nut
3 102834 Cotter 7 109240 Steering Arm
4 102993 M10 Special Flat Washer
When removing the Steering Shaft, Crank or Tiller, take note of the
orientation of the Cotter pins and Tiller. These can vary depending
on the position and angle of the Jet Units.
 Disconnect the Cylinder and feedback sensors from the Tiller.

 Check the Shaft for:
 Freedom of movement.
 Wear in the ball of the steering crank.
 Wear in the Steering Crank Bush.
 Remove the Intake inspection hatch
 Remove the Steering Crank from the steering shaft.
9
 Push the Steering Shaft forwards into the Vessel. Take care not to damage the seals with the cotter pin
grooves on the Steering Shaft.
 Remove the Steering Crank from the Steering Arm.
 If necessary remove the tiller.
9-22
Steering Shaft Bushes
Figure 49: Steering Shaft Bushes
1 111138 Steering Shaft Bush Sleeve 4 061353 Scraper Seal

2 111124 Steering Shaft Bush 5 111123 Steering Bush and Seal Housing
3 201246 M8x16 Set Screw 6 061362 Oil Seal
Check the following for wear or damage:

 Bushes.
 Oil and Scraper Seals.
The Bush Sleeves should not require any attention
If the Bushes and Seals are worn they should be replaced.
Replace the Rear Steering Shaft Bush
To replace the Steering shaft bush:
9
 Using a suitable sized drift, hammer out the old bush taking care not to scratch or damage the Shaft
Bush Sleeve.
 Press a new Bush into the Bush Sleeve.
If the Bush is hard to remove, apply a large mass to the face of the casting to prevent
damage.
9-23
Figure 50: Transom Plate Removal
1 Hammer
2 Drift
3 111124 Steering Shaft Bush
4 Large Mass to protect the casting
Replace the Forward Steering Shaft Bush and Seals
To replace the Oil seals and Bush:

 Using a seal pick tool or sharp spike, remove the Scraper and oil seal taking care not to scratch the Shaft
Bush Sleeve.
 Using a suitable sized drift, press out the old bush taking care not to scratch or damage the Shaft Bush
Sleeve.
 Smear a new Oil Seal with grease and fit to the Shaft Bush Sleeve.
 Press a new Steering Shaft Bush into the Sleeve until the two faces shown below are flush.
 Smear a new Scraper Seal with oil and fit to the Shaft Sleeve.
 Make sure that the seals are fitted the correct way round.
Figure 51: Steering Shaft Bushes and Seals
1 061353 Scraper Seal

2 061362 Oil Seal
3 111124 Steering Shaft Bush
4 111123 Steering Bush and Seal Housing
9-24
Steering Crank Bush
Figure 52: Steering Crank Bush
1 109240 Steering Arm

2 201311 M12 Nut
5 109706 Steering Crank Bush
Check the Steering Crank Bush:

 Check for Wear or damage.
 Make sure it is still securely fitted in the Steering Arm.
To replace the Steering Crank Bush:
 Remove the Steering Arm from the Nozzle.
9
 Using a suitable sized drift, press out the old Bush. Apply light heat in the area of the bush to break the
Loctite® bond.
 Clean the bore of any old Loctite®
 Leave the bore unpainted.
 Apply a thin coat of Loctite® 7471 to the Outside surface of the bush and allow to dry.
 Apply Loctite® 680 to the bore in the Steering Arm.
Loctite® Activator 7471 must be used to refit the Bush otherwise the Loctite® 680 will not cure.
There are to be NO dry areas between the Bush and the bore once the Bush is fitted.
 Press the Bush, tapered end first, into the Steering Arm.
 The Bush must sit flush with the bottom of the Steering Arm.
 Clean off any surplus Loctite® from around the Bush.
 Refit the Steering arm to the Nozzle and tighten nuts to the specified torque.
9-25
Nozzle Assembly Removal
With the Steering Shaft removed, the Nozzle can be rotated through its full arc of travel to check for
stiffness and wear in the bushes and Thrust Washers.
The Nozzle and Nozzle Housing should be removed as a complete assembly.
Figure 53: Remove the Nozzle Assembly

3 201310 M10 Nut
9
 Remove the Nuts and washers holding the Nozzle Assembly to the Nozzle Insert.
 Light taps with a soft hammer will help loosen the Nozzle Assembly.
 Remove the Nozzle Assembly.
9-26
Nozzle Insert
Figure 54: Nozzle Insert Removal
1 201310 M10 Nut

4 109239 Nozzle Insert
Nozzle Insert Remove

Check the Nozzle Insert for wear, damage, distortion, or bad corrosion. Repair or replace as necessary.
To remove the Nozzle Insert:
 Remove the Nuts and washers holding the Nozzle Insert to the Tailpipe.
 Light taps with a soft hammer will help loosen the Nozzle Insert.
 Remove the Nozzle Assembly.
9
Nozzle Insert Refit
 Refit the Nozzle Insert to the studs in the Tailpipe using Loctite® 243 on the threads.
9-27
Steering Nozzle Removal
Figure 55: Steering Nozzle Removal
1 109238 Nozzle Housing 6 111480 Steering Nozzle Pivot Bush
9
2 110951 Steering Nozzle 7 111483 Pivot Bush Sleeve
3 111332 Lip Seal 8 201309 M8 Nut
4 111481 Steering Nozzle Pivot Pin 9 201394 M8 Spring Washer
5 105139 Tab Washer 10 103359 Anode
To remove the Nozzle from the Nozzle Housing:

 Remove the Lip Seals.
 Use a flat bladed screwdriver to flatten the Tabs on the 2 Tab washers.
 Support the Nozzle and Unscrew the top and bottom Pivot Pins.
 Remove the Pivot Pins, Tab washers and Thrust Washers.
Take care not to lose the Thrust Washers fitted inside the Pivot Bushes
 Separate the Nozzle from the Housing.
9-28
Overhaul the Steering Nozzle
The Pivot Pin Bush Sleeves should not normally require replacement.
Check the Pivot pin bushes for wear or damage and replace as required:
 The Pivot Pin Bushes are a press fit and may need to be split and peeled out from the Bush Sleeve.
 Take care not to scratch the Sleeve.
 Press a new Bush fully home into the Bush Sleeve.
Nozzle Anodes
Check the condition of the Nozzle anodes and replace if worn. Refer: "Anodes:" on Page 8-9, "Anode
Replacement" on Page 9-4
Refit the Steering Nozzle
Figure 56: Refit the Steering Nozzle
9
1 111481 Steering Nozzle Pivot Pin
2 105139 Tab Washer
3 111479-1 Thrust Washer 2.5mm
To refit the Steering Nozzle to the Nozzle Housing:

 Make sure the Steering arm Attachment is at the top of the Nozzle.
 Tilt the Nozzle up slightly and feed into the Nozzle Housing.
 Align the Pivot Pin holes in the Nozzle and Nozzle Housing.
 Smear the threads of the Pivot Pins with a Multi-purpose lithium based grease (A).
 Fit a 2.5mm thick thrust washer into the lower Pivot Pin Bush. Use grease to hold it in position.
 Fit the lower Pivot Pin and new Tab washer and tighten firmly, do not bend the tabs on the washer at
this stage.
 Fit a 2.5mm thick thrust washer into the Top Pivot Pin Bush. Use grease to hold it in position.
 Fit the top Pivot Pin and new Tab washer and tighten firmly, do not bend the tabs on the washer at this
stage.
9-29
Adjusting Nozzle End Float
Figure 57: Adjust the Nozzle End Float
The Nozzle vertical end float must be adjusted to achieve a maximum vertical end float
of 0.5 to 1.0mm.
Thrust washers are available in sizes from 2.5mm - 4mm in 0.5mm increments.
 Adjust the Lower Thrust Washer thickness until the nozzle sits centrally in the Nozzle Housing.
 Check the Vertical End float between the Nozzle and Nozzle housing.
 Adjust the top thrust washer thickness until the vertical end float is as specified in the above figure.
 Tighten the Pivot Pins to the specified torque.
 Rotate the Nozzle through is full arc of travel making sure there is no binding or stiffness.
9
 Bend over the tabs on the Tab Washers.
 Refit the Lip Seals.
 Refit Steering Arm.
9-30
Lip Seal Replacement
Figure 58: Replacing the Lip Seals
1 201214 M6x25 Machine Screw 5 109238 Nozzle Housing

2 201392 M6 Spring Washer 6 110951 Steering Nozzle
3 201382 M6 Flat Washer 7 Cross Section through Nozzle Housing
4 111332 Lip Seal
The Lip seals can be replaced without separating the Nozzle from the Nozzle Housing.
 Place the Nozzle Assembly face down.
 Remove the 4 Screws holding the Lip Seals in position.
 Remove and discard the old Lip seals.
 Fit new Lip Seals making sure the orientation is correct.
 Clean and apply Loctite 222 to the Threads of the screws and loosely fix the Lip Seals in position.
 Adjust the gap between the Lip Seal and the inside of the Nozzle Housing to the dimension shown in
the above figure.
9
Use two feeler gauges to set the Lip seal Gap
 Tighten screws to the correct torque.
Nozzle Assembly Refit to Jet Unit

Refer: Figure "Nozzle Insert" on Page 9-27
 Refit the Nozzle Assembly to the Jet Unit using Loctite® 243 on the stud threads
9-31
Refit the Steering Arm

Refer: Figure "Steering Shaft Removal" on Page 9-22
Refer: Drawing "HJ29206000 Steering Assembly" on Page 11-8
 Smear the ball of the Steering Crank with a multi-purpose lithium based grease and fit to the Steering
Crank Bush in the Steering Arm.
 From inside the vessel, feed the steering shaft through the Bushes in the Transom plate and Tailpipe.
Take care not to damage or dislodge the seals or scratch the bushes.
 Feed the end into the Steering Crank.
 Refit the Tiller.
 Refit the Cotter Pins in the Crank and Tiller.
Make sure the Cotter Pins and Tiller are orientated correctly (This will depend on Jet
Location and angle and should have been noted when the Steering Shaft was
removed).
 Tighten Cotter Nuts to the correct torque.

 Re-fit the Inspection Hatch.
Refit the Steering Cylinder

Refer: "To Remove the Steering Cylinder" on Page 9-21
 Refit the Steering Cylinder and Anti Rotation Bracket (If used) to the Cylinder Mounting Bracket. Tighten
Nuts to the recommended torque.
 Reattach the Rod End to the Tiller. Tighten Nut to the recommended torque.
 Reattach any Steering Sensors connected to the Tiller.(Refer to the Controls manual for further details).
Adjust the Steering Linkage
It is important that the Steering Nozzle and the Steering Cylinder are correctly
linked so that at full lock in both directions there are a few millimetres clearance
between the Steering Nozzle and the Steering Nozzle Housing.
9
 This is factory set but if the Clevis is changed or disconnected, the clearance must be checked and reset.
 This can be done by adjusting the position of the clevis on the Steering Cylinder.
 For multiple jet Installations where Tie Rods are used to connect the Jet Units, refer to the controls
manual for setup and adjustment
9-32
Bearing Housing Assembly overhaul
Figure 59: Bearing Housing Assembly
1 Bearing Housing Assembly

2 Coupling
3 V-Belts
4 Hydraulic Oil Pump
9-33
Remove the Oil Pump
Figure 60: Oil Pump Removal
1 203969 V-Belt 5 201388 M10 Flat Washer (2 mm Thick)

2 201310 M10 Nut 6 Various Hoses
3 201395 M10 Spring Washer 7 Oil Pump Adjusting Screw
4 108617 Adjusting Link
 Disconnect the Driveshaft from the Jet Unit Coupling.

 Thoroughly clean the area around the hoses and nipples.
 Disconnect and fit blanking plugs to the end of the hydraulic hoses and Nipple fitted to the Oil Pump.
 Slacken off the Oil Pump Adjusting screw.
 Rotate the pump toward the Jet unit to loosen the V-Belts.
 Remove the V-Belts.
 Unscrew the Oil Pump Mounting Bracket, Adjusting Bracket and Oil Pump from the Bearing Housing.
 Remove the Oil Pump from the Jet Unit.
9 Depending on the controls fitted to the Jet Unit, the Oil Pump and bracket may have RPM and/or
pressure Sensors attached. Unplug the sensors before removing the Pump.
9-34
Removing the Coupling
Figure 61: Coupling Removal
1 104619 Coupling Nut

2 Various Torque Arm
3 201245 M8x10 Socket Head Set Screw (Coupling Nut Locking Screw)
4 Various Couplings
5 Various Coupling Puller
 Fit the torque arm to prevent the Main Shaft from rotating.
 Remove the Coupling Nut Locking Screw.
 Loosen but do not completely remove the Coupling Nut.
Do not completely remove the coupling nut.

The Coupling nut prevents the Coupling from potentially flying off the shaft when it is pulled
free from the taper
 Fit the Coupling Puller to the Coupling using 4 nuts and bolts.
9-35
Figure 62: Using the Coupling Puller
1 108142 Forcing Screw

2 Various Forcing Bar Extension
3 112113 Coupling Key
 Fit the Forcing Bar Extension to the Forcing Bar.

 Screw the forcing Bar to the Coupling Puller using the Cap screws.
 Tighten each of the Cap Screws a quarter of a turn at a time until the coupling releases from the shaft
taper.
 Remove the Coupling puller from the Coupling.
 Remove the Coupling Nut and Coupling from the Main Shaft.
Removing the Bearing Housing
9
Figure 63: Removing the Bearing Cap and KMT Locknut
1 201312 M16 Nut 5 N/A KMT Nut brass Locking Pin

2 103451 M16 Flat Washer 6 N/A KMT Nut Locking Set Screws
3 111069 Bearing Cap 7 063937 KMT Lock Nut
4 201499 Oil Seal (Outer) 8 Soft Headed Hammer
9-36
Removing the KMT Locknut

 Unscrew the nuts holding the Bearing Cap to the Jet Unit.
 Remove the Bearing Cap and the special flat washers.
 Loosen the three KMT Nut Locking Set Screws.
 Brass Locking Pins fitted under the locking set screws are a force fit onto the Shaft and do not easily
release from the threads of the Mainshaft. To release the brass Locking Pins, firmly tap in the vicinity of
the Locking Screws, with a soft headed hammer.
Figure 64: Removing the Bearing Housing
1 201448 KMT Nut Spanner

2 104617 Seal Sleeve (Outer)
3 200978 O-Ring
 Refit the Coupling key, Coupling and Torque arm to the Main shaft.(This will stop the Mainshaft turning
when the Bearing locknut is removed).
 Temporarily refit the Coupling nut.
 Using the Special KMT Nut spanner, unscrew the KMT Coupling nut.
 Remove the Coupling Nut , Puller and Coupling etc from the Mainshaft.
 Remove the KMT bearing Locknut and Outer Seal Sleeve.
 Slide the bearing housing complete with bearing off the Mainshaft.
 The Rotary Seal Mating Ring Insert and Mating Ring Gasket will come away with the Bearing Housing.
9-37
Water Seal
Extreme care is needed if replacing the Water Seal while the vessel is afloat as water may
enter the vessel through the Intake Opening.
Never leave the Inspection Cover removed.
Only replace the Water seal if leaking.
Remove the Water Seal
Figure 65: Rotary Water Seal
9
1 N/A Water Seal Drive Collar 5 N/A Water Seal Cup Point Set Screws
2 N/A Water Seal O-Ring 6 N/A Water Seal Circlip
3 N/A Water Seal Spring 7 061528 Rotary Water Seal
4 N/A Water Seal - Seal Ring Shell
 Unscrew the set screws holding the Water Seal to the Main Shaft.
 Slide the Seal off the Main Shaft.
 Check the wear on the Seal Face. on Page 9-39
 Check the mating faces for scores and chipping.
 Check the o-ring for deformation or cuts.
 Replace the complete seal assembly if any problems are found.
9-38
Figure 66: Water Seal Wear Limit
1 061528 Rotary Water Seal
Refit the Water Seal

 Handle the seal carefully.
 Make sure the Seal has not been damaged.
 Check the Main shaft for scoring or damage
 Fit a new retaining circlip into the groove on the Main Shaft.
 Wet the forward part of the Main Shaft with a 20:1 water and household dish washing detergent mix.
Do not use any oil or Grease.
 Carefully slide the water seal assembly onto the shaft until the seals rests against the circlip.
 Tighten the Set Screws a quarter of a turn at a time to the correct torque Refer: "Threaded Fastener
Tightening Torques" on Page 10-26.
Water seal faces must be clean and free of grease.

Use alcohol to clean the seal faces if necessary.
9-39
Disassemble the Bearing Housing
Figure 67: Dismantle the Bearing Housing
1 201447 Main Bearing 5 111038 HJ292 Bearing Housing

2 104621 Bearing carrier 6 N/A Water Seal Mating Ring Assembly - Gasket
3 104617 Seal Sleeve (Inner) 7 N/A Water Seal Mating Ring Assembly - Insert
4 201499 Oil Seal (Inner) 8 205781 Water Seal Mating Ring Assembly
Remove the following parts from the Bearing Housing:

 Bearing Carrier.
 Bearing.
 Inner Seal Sleeve.
 Press out the Inner Oil Seal.
 O-Ring from the Intake Recess
 Water Seal Mating Ring Insert and Gasket from the back of the Bearing Housing.
9
Thoroughly clean all parts and check for the Following:
 Oil Seals and Seal Sleeves - Check for Cuts, wear and deformation.
 Bearing - Check for wear or damage.
 Bearing carrier - Check for wear or damage.
 Replace where necessary.
9-40
Refit the Bearing Housing
Figure 68: Refit the Bearing Housing
1 N/A Water Seal Mating Ring Assembly - Insert

2 N/A Water Seal Mating Ring Assembly - Gasket
3 205781 Water Seal Mating Ring Assembly
4 200978 O-Ring
5 201499 Oil Seal (Inner)
 Lubricate the Recess at the rear of the Bearing Housing with a 20:1 water and household dishwashing
detergent mix (H). Do not use oil or grease.
 Press the Mating Ring Gasket and Mating Ring Insert into the rear of the bearing Housing. Make sure
they are located squarely in the Housing.
The Mating Ring Insert is ceramic so care must be used to avoid chipping.
 Smear the O-Ring with Grease and fit to the recess in the rear of the Bearing Housing.
 Smear the Inner Oil Seal with grease and press into the front of the Bearing Housing. Make sure the seal
9
is facing the correct way.
9-41
Figure 69: Fit the Bearing to the Housing
1 201447 Main Bearing

2 104621 Bearing carrier
 Gently tap the Bearing Carrier with a soft headed hammer until it sits flush with the outside face of the
Bearing.
 Prepack the Bearing with grease then press it into the Bearing Housing.
9
Figure 70: Refit the Bearing Housing
1 104617 Seal Sleeve (Inner)

2 104617 Seal Sleeve (Outer)
 Grease the outer surface of the inner Seal Sleeve and slide onto the Mainshaft until it rests against the
shoulder.
 Carefully fit the bearing Housing to the Main Shaft taking care not to damage the ceramic face of the
Water Seal Mating Ring.
 Slide the Outer Seal Sleeve onto the Mainshaft and up against the Bearing.
9-42
Refit the KMT Nut
Figure 71: Refit the KMT Locknut
1 N/A KMT Nut Locking Set Screws

2 N/A KMT Nut brass Locking Pin
3 201448 KMT Nut Spanner
 Before fitting KMT Locking nut, make sure the Locking Set Screws are backed off and the Locking pins
are not protruding into the thread path.
 Lightly grease (A) the threads of the KMT Nut and the Locking screws.
 Screw the KMT Nut onto the Mainshaft and hand tighten only.
 Temporarily refit the Coupling Key, Coupling, Torque arm and Coupling Nut.
 Tighten the KMT Lock nut to the specified torque.
 Tighten the Locking Set Screws to the specified torque.
 Remove the Coupling Nut, Coupling and Coupling Key.
9-43
Refit the Bearing Cap
Figure 72: Refit the Bearing Cap
1 111069 Bearing Cap

2 201499 Oil Seal
4 201312 M16 Nut
 Smear the Outer Oil Seal with grease (A) and press into the Bearing Cap. Make sure the seal is facing the
correct way. (Opposite to normal Oil Seal Orientation).
 Lightly grease the contact faces between the Bearing Cap and Bearing Housing.
 Lightly grease the inner face of the outer oil seal and fit the Bearing cap onto the studs on the bearing
housing.
 Fit nuts using Loctite® 243 and special flat washers and tighten to the specified torque.
9-44
Refit the Coupling
Figure 73: Refit the Coupling
 Lightly grease:
 The Mainshaft Coupling Taper.
 The Mainshaft Coupling Key way.
 Threads on the Mainshaft.
 Bore and keyway of the coupling.
 Fit the Coupling Key and Coupling to the Mainshaft.
 Make sure that the Coupling Nut Locking Set screw has been backed off.
 Fit the Coupling Nut.
 Fit the Torque Arm to the Coupling.
 Tighten the Coupling Nut to the specified torque.
 Tighten the Locking Set Screw using Loctite® 222
 Grease the Bearing via the Grease Nipple while slowly turning the Mainshaft.
 Continue greasing until grease is seen escaping from between the outer Seal and Seal Sleeve.
 Make sure the Mainshaft rotates freely.
Refit the Oil Pump

Once the bearing housing is attached to the Jet unit the Oil pump can be refitted Refer: "Remove the Oil
Pump" on Page 9-34 and the controls manual supplied with this jet unit for details of the Oil pump.
9
9-45
Internal Intake Anode Replacement
Figure 74: Intake Internal Anode
1 201311 M12 Nut 5 200991 O-Ring

2 201396 M12 Spring Washer 6 111059 Anode
3 201385 M12 Flat Washer 7 201394 M8 Spring Washer
4 106439 Inspection Hatch Cover 8 201330 M8 Nyloc Nut
Internal Anode replacement should only be done when the vessel is in dry dock
 Remove the Inspection Cover Refer: "General Information" on Page 9-1.

 Check the Anode mounted inside the Intake for wear or damage. Refer: "Anode Replacement" on Page
9
9-4
 Make sure the Anode is fitted with the curved side into the recess.
 Smear the O-ring with grease (A) and refit to the groove in the Inspection Cover.
 Refit the Inspection Cover.
The maintenance described in this section must be done when the vessel is in dry dock.
The Reverse Duct and Steering Linkages must be removed before proceeding Refer: "Reverse Duct
Overhaul" on Page 9-6, "Steering Assembly Overhaul" on Page 9-20.
Impeller Check for Wear and Damage:

Look for signs of corrosion damage on all surfaces of the Impeller.
9-46
Impeller - Checking for Wear
The wear of the Impeller should be checked before removing the Tailpipe. Refer: "Impeller
Blades:" on Page 8-12
Remove the Tailpipe
Figure 75: Tailpipe Removal
1 201313 M20 Nut

3 110950 HJ292 Tailpipe
4 104916 O-Ring
5 111202 Marine Bearing Sleeve
9
6 Rubber Hammer
 Disconnect any hoses attached to the water off-take.

 Remove nuts and washers holding the Tailpipe.
 Gently tap the Tailpipe with a rubber hammer to release it from the Intake.
 Discard the large O-Ring fitted between the Impeller Race and the Intake.
9-47
Tailpipe Overhaul
Replace the Marine Bearing
Figure 76: Remove the Marine Bearing
1 106265 Marine Bearing

1 106627 Marine Bearing (Dry Run)
2 104618 Tailpipe Fairing
3 Support for Tailpipe Hub
 Check the fit of the Marine Bearing Sleeve in the Marine Bearing.
 If the Bearing Sleeve is badly scored or worn it should be replaced. Refer: "Marine Bearing:" on Page
8-12
 Replace the Bearing Sleeve and the Marine Bearing if the Impeller has just been overhauled and the
Wear Ring has been replaced.
9 Generally it is better to replace both the Marine Bearing and the Sleeve together.
However:
If the sleeve is badly scored but Marine Bearing is still in good condition, then replace the
sleeve only.
If the sleeve is still in good condition with wear less than 0.2mm, but the rubber of the Marine
Bearing is badly worn, then replace the Marine Bearing and keep the sleeve.
 Replace the Bearing if the Impeller has been repaired or the Wear Ring has been replaced.
To remove the Bearing:
 Using a suitable sized Drift, press out the Tailpipe Fairing.
 Turn the tailpipe over and press out the Bearing.
Make sure the inner hub of the Tailpipe is supported to prevent overloading the stator blades
9-48
Refit the Marine Bearing
Figure 77: Refit the Marine Bearing
Make sure the inner hub of the Tailpipe is supported to prevent overloading the stator blades
Apply grease (A) to the Tailpipe bore.

 Press in the new Marine Bearing.
 Apply Loctite Activator 7471 to the to the spigot of the Fairing and allow to dry.
 Apply Loctite® 680 to the spigot bore on the Tailpipe.
 Fit the Fairing to the Tailpipe.
Loctite® Activator 7471 must be used to refit the Fairing otherwise the Loctite® 680 will not
cure.
There are to be NO dry areas between the Fairing Spigot and the bore once the Fairing is
fitted.
9-49
Dry Run Bearing
Figure 78: Dry run Bearing
Part# Description
1 106627-1 Marine Bearing Shell
2 106627-2 Marine Bearing Inner
3 111126 Marine Bearing Circlip
When fitting the Bearing Inner, make sure there is no groove at the bottom of the
bearing Refer: Figure "Impeller - Checking for Wear" on Page 9-47, "Dry Run Bearing"
on Page 9-50.
HJ292 Tailpipe Anodes
9
Figure 79: Tailpipe Anodes
1 201330 M8 Nyloc Nut

3 111655 Anode Mounting Plate
4 111593 Internal Tailpipe Anode
5 102185 Anode
6 201309 M8 Nut
9-50
Tailpipe Anodes
With the Tailpipe removed from the Jet Unit, remove the Anode Mount Plate fitted to the forward face of
the Tailpipe and check the condition of the Internal Anodes.
Also check the condition of the external Anodes attached to the Tailpipe Refer: "Anode Replacement" on
Page 9-4.
9-51
Impeller Area - Overhaul

Minor corrosion damage on the intake can be repaired by welding.
Grind the weld flush with the original surface.
If the surface wear is more than 1mm deep, a new Intake should be fitted.
Remove the Impeller
Figure 80: Remove the Marine Bearing Sleeve
1 201412 Socket 50mm A/F

2 201245 M8x10 Socket Head Set Screw
3 112291 Impeller Nut
9
4 111202 Marine Bearing Sleeve
6 Various Coupling
 Fit the Torque Arm to the Coupling to prevent the Mainshaft from turning.
 Remove the Impeller Nut Securing Set Screw.
 Using the Supplied 50mm A/F Socket, Unscrew the Impeller Nut.
 If the Impeller Nut is difficult to remove, apply gentle heat on the Nut.
 Remove Marine Bearing Sleeve.
Make sure the Bearing sleeve is pulled straight off the Main Shaft otherwise it could Gall and
jam.
9-52
Figure 81: Fit the Impeller Puller
1 104648 Impeller Puller

2 Various Impeller
3 104190 Impeller Seal
4 210253 Impeller Fairing
5 201243 M6x6 Set Screw
 Reaching through the Inspection Hatch, loosen the 3 x Impeller fairing Set Screws 1 turn.
 Fit the Impeller Puller to the Impeller.
9-53
Figure 82: Remove the Impeller
1 201102 M24x75 Hex Bolt (Forcing Screw)

2 104191 Impeller Key
3 104190 Impeller Seal
6 104192 Dowel Pin
 Turn the Forcing Screw until the Impeller releases form the Main Shaft.
 Remove the Impeller.
 Remove the Impeller Key from the Mainshaft ensuring that the Locating Dowel remains fitted to the
Mainshaft. Refit the locating dowel if loose Refer: "Refitting the Locating Dowels" on Page 9-4.
 Remove the Impeller seal and Impeller Fairing. Discard the Impeller Seal.
9 Wear Ring Removal and Replacement
Only replace the Wear Ring if it is excessively worn, or bulging inwards. This could indicate
corrosion build up underneath the Wear Ring.
9-54
Removal of the Wear Ring and Insulator Strip
Figure 83: Wear Ring Removal

1 Intake
2 Insulator
3 Screw Driver
4 Wear Ring
Step A
 Find the joint in the Wear Ring
Step B
 Force a long thin screw driver between the Wear Ring and the Insulator adjacent to the Wear Ring joint,
 Keep forcing until the end of the Wear Ring comes free.
Step C
 Pull the free end of the Wear Ring inwards and remove it from the Impeller Race.
 Remove the Insulating Strip.
 Thoroughly clean and degrease the impeller race bore.
Preparing a New Wear Ring for fitting

 Trial fit the new Wear Ring into the Tailpipe with no Insulator fitted.
9
 There should be a gap of 1mm ±0.1 between the mating ends of the Wear Ring when completely
inserted into the Tailpipe bore.
The Wear Ring may not fit without filing the mating ends slightly to reduce the
circumference.
Do Not Remove too Much Metal from the ends of the Wear Ring.
The Wear Ring must be a tight fit in the Tailpipe once the Insulator is fitted.
9-55
Fitting a New Insulator

 Paint the Impeller Race with a thin layer of two pot vinyl etch primer suitable for aluminium and allow
to dry. (Alternatively Zinc Phosphate may be used)
 Apply a thin coat of zinc phosphate epoxy primer suitable for aluminium, (such as International Paints
Intercure 200 HS) and allow to dry.
 Apply a second coat of zinc phosphate epoxy primer. While the primer is still wet, fit a new Insulator
into the Impeller Race, ensuring the Insulator is in contact with the primer over the whole surface.
 Smear the complete Insulator surface with a thin layer of grease or oil.
Fitting a New Wear Ring
Figure 84: Fit a New Wear Ring
Step A
 Take the test fitted Wear Ring and with the chamfer end leading, twist the Wear Ring slightly until the
two chamfers on the front edge butt together. This reduces the front edge diameter making the Wear
Ring easier to insert into the Impeller Race.
Step B
 Gradually feed the Wear Ring inside the Insulator fitted in the Impeller Race until it butts fully.
 Slide the Wear Ring in evenly as far as possible by hand.
Step C
 Place a heavy steel plate against the edge of the Wear Ring (The plate is used to prevent damage to the
end of the Wear Ring and should cover whole diameter of Wear Ring).
9
 Drive the Wear Ring evenly into the Impeller Race by hitting the plate with a large hammer.
 Continue driving the Wear Ring into the Impeller Race until the Wear Ring sits flush or slightly below
both outer flanges of the Impeller Race
 The Wear Ring must not contact any part of the Jet Unit except for the Insulating Strip.
 After fitting the Wear Ring the electrical insulation between the Wear Ring and the Intake should be
checked using a multimeter. The resistance reading should be more than 1000 ohms.
The Wear Ring is in the correct position when there is an approximate gap of 0.8mm between
the Wear Ring and the back of the Intake recess, and sits flush with the front of the Intake recess
This gap must be maintained to prevent electrical contact between the Wear Ring and the
Intake of the Jet Unit.
9-56
Figure 85: Wear Ring Gap
1 Intake
2 Wear Ring Insulator
3 Wear Ring
Impeller Overhaul
Avoid using excessive heat during welding
Impellers are stainless steel type CF8M conforming to ASTM A 743 or 316 to BS 3100.
Filler metal should have a chemical analysis similar to AISI 316L (Carbon content less than 0.03%)
Post weld heat treatment is not required.
Passivation is required after welding.
Inspection
Check the Impeller surfaces for corrosion.
Weld repair damaged areas and dress back to a smooth surface.
9
Bent or dented blades may be straightened and dressed using suitable tools.
Bring the blade back to it’s original smooth profile checking against undamaged blades.
Check the leading Edges.
Worn or blunt leading edges may be built up by welding.
Sharpen the leading edges as shown.
Blunt Impellers can cause loss of performance and cavitation.
9-57
Check the Impeller O.D.
Blade Leading Edge Repair Procedure

Refer: Drawing "82206 Impeller Dressing Information" on Page 11-36
Dress the edge back to a smooth curve, removing the minimum amount of metal.
Weld repair damaged edges.
Dress both faces of the blade. Take slightly more metal off the rear side until the leading edge is the correct
thickness.
Blend well back into the original blade surface.
Both front and rear surfaces are to be a smooth uniform curve with no sudden bumps or change in
direction.
Grind or file a smooth radius along the leading edge.
Impeller Outside Diameter (O.D.) Repair Procedure:

If the Impeller OD is excessively worn it can be built up by welding.
After welding, turn on a mandrel to the correct OD. Use light cuts to avoid blade distortion.
Dress the faces back flush with the original surfaces.
File and polish.
New Max Diameter New Min Diameter Worn Min Dia

287.8 287.6 287.0
Balancing
The Impeller must be balanced if any welding or grinding has been done.
Balance the Impeller statically, on a suitable mandrel set on horizontal knife edges or bars to within the
maximum out of balance specified.
Balance weights of 316 Stainless Steel may be welded to the inside of the Impeller Hub and grinding is
permitted.
Passivation
Appropriate safety glasses, protective gloves and clothing must be worn to prevent skin
exposure to Nitric Acid.
9 If the Impeller has been welded, passivation is required.

Immerse the Impeller in hot 30% Nitric Acid for at least 2 hours.
Rinse in clean water.
If Nitric Acid immersion is not possible, a "Brush On" pickling / passivation gel may be used on weld and
heat affected areas.
Tailpipe Area Re-Assembly
All mating surfaces, (except those to be treated with Marine Sealant) should be smeared with a
light coating of grease to assist with future dismantling.
9-58
Impeller Refitting
Figure 86: Refit the Impeller
1 201245 M8x10 Socket Head Set Screw

2 112291 Impeller Nut
 Smear a light coating of grease over the Mainshaft from in front of the Impeller Seal position and aft to
the rear of the Impeller Nut Threads.
 Slide the Impeller Fairing and Impeller Seal over the Mainshaft past the taper.
 Fit the Impeller Key. Make sure that the Locating Dowel is securely fitted in the keyway.
 Slide the Impeller onto the Mainshaft and over the Impeller Key.
9
 Fit the Marine Bearing Sleeve.
When fitting a new Impeller into a Jet, the Impeller taper must be
lapped to the shaft in accordance with British Standard MA 74.
 Prevent the Mainshaft from turning by fitting the Torque Arm to the Coupling.
 Fit the Impeller Nut and tighten to the recommended torque.
 Apply Loctite 222 to the threads of the Setscrew, fit and tighten to the recommended torque.
 Working through the Inspection hatch, slide the Impeller Seal and Impeller Fairing up against the nose
of the Impeller.
It may be easier to access the Impeller fairing through the Jet

Intake if the screen has been removed.
Tighten the Impeller Fairing Ring Set Screws evenly to the recommended torque.
9-59
Tailpipe Refitting
Figure 87: Refit the Tailpipe
1 111202 Marine Bearing Sleeve 5 201313 M20 Nut

2 104916 O-Ring 6 103452 M20 Flat Washer
3 106265 Marine Bearing 7 104618 Tailpipe Fairing
4 110950 HJ292 Tailpipe
Tailpipe Re-Assembly
 Wipe the Bearing Sleeve clean to ensure that the Marine Bearing remains free of grease.
 Dust the rubber of the Marine Bearing with talc or french chalk. Alternatively use detergent and water
mix.
 Clean and grease the Tailpipe / Intake contact faces.
Smear the O-Ring with grease and fit it to the groove in the Intake.
9

 Fit the Tailpipe onto the Studs with washers and nuts and tighten to the recommended torque
 Make sure that the mainshaft assembly rotates freely.
Transom Plate Assembly Overhaul
The Transom Plate should only be removed if damaged or leaking around the Transom
O-Ring.
Before removing the Transom Plate, the following components must be removed:
 Reverse Duct
 Reverse Cylinder
 Steering Cylinder
 Steering Nozzle
 Tailpipe
The Reverse Duct and Tailpipe can be removed as a complete unit.
Refer to the relevant Overhaul Sections to remove the above equipment.
9-60
Transom Plate
Figure 88: Transom Plate Removal
A Bolting Arrangement for Aluminium Hulls

B Bolting Arrangement for Steel Hulls (Fit Insulating Bushes and Gasket)
C Bolting Arrangement for GRP Hulls (Fit continuity Strap)
1 201309 M8 Nut 6 111191 Transom Gasket

2 201394 M8 Spring Washer 7 065008 Continuity Strap
3 201383 M8 Flat Washer 8 111037 Transom Plate
4 201221 M8x40 Machine Screw 9 111183 Transom Seal O-Ring
9
5 201528 Insulating Bush
To remove the Transom Plate:

 Remove the Nuts, Washers and Screws holding the Transom plate to the transom
 Remove the Continuity strap if used (GRP Hulls Only).
 Remove the Nylon Insulating Bushes if Used (Steel Hulls Only).
 Remove the Transom Plate from the Transom.
The Transom Plate is secured to the Transom using Marine Sealant. Some effort may be
required to separate the Transom Plate from the Transom.
 Remove and discard the Transom Plate O-Ring.

 Clean the old Sealant from the Transom and Transom Plate, and examine for damage and corrosion.
Replace or repair as required.
Refit the Transom Plate

To refit the Transom Plate Refer: "Fit the Transom Plate" on Page 5-22:
9-61
Overflow Preventer/Hatch Extension (Optional Extra)

 HamiltonJet Units can be fitted with an Overflow Preventer (Hatch Extension) as an optional extra.
 The Overflow Preventer is used where the static waterline (when the vessel is fully laden) is above the
level of the Inspection Hatch.
 It is attached to the Intake Main Inspection Hatch.
Hatch extension
Figure 89: Hatch Extension
1 201311 M12 Nut

9
4 106439 Inspection Hatch Cover
5 200991 O-Ring
6 108323 Inspection Hatch Extension
9-62
Fitting the Hatch extension
Inspection Covers
Extreme care is required whenever Inspection Covers are removed, as water may enter
the vessel through these openings.
Inspection Cover Nuts should not be fully removed until the Inspection Cover has
been loosened, so that if the water level is higher than expected, the Inspection Cover
can be re-secured.
Never leave Inspection Covers removed without continuous monitoring of the water
levels.
To fit the Overflow Preventer do the following:-

 Make sure that the water level is below the level of the Main Inspection Hatch. Ballast the bow of the
vessel so that water does not enter through the inspection hatch.
 Carefully remove the Main Inspection Hatch Cover and O-Ring.
 Check the O-Ring fitted to the Inspection Cover for wear or damage and replace if necessary.
 Smear the O-Ring with grease (A) and fit to the Inspection Cover
 Smear the Hatch Extension O-Ring with grease (A) and fit to the O-ring groove in the base of the Hatch
Extension.
 Fit the Hatch Extension over the Inspection Cover opening and secure in position tightening the nuts to
the specified torque.
 Refit the Inspection Cover and tighten nuts to the specified torque.
 Make sure there are no water leaks from the Drain bung or from under the Overflow Preventer while the
vessel is in use.
9-63
Screen Rake Assembly Overhaul (If Fitted)
Figure 90: Screen Rake Removal
1 201309 M8 Nut 8 201395 M10 Spring Washer

2 201394 M8 Spring Washer 9 201384 M10 Flat Washer
3 103637 M8 Special Flat Washer 10 200965 O-Ring
9
4 105931 Cotter 11 110860 Screen Rake Bearing Port
5 102364 Tension Spring 12 200967 O-Ring
6 106274 Rake Actuator 13 110861 Screen Rake Bearing Starboard
7 201310 M10 Nut 14 200917 Grease Nipple
15 111242 Screen Rake Assembly
Refer: Drawing "HJ29201000 Base Jet Assembly" on Page 11-2

Before removing the Screen Rake, ensure that the Screen has been removed.
Only dismantle the Screen Rake if:
 The Screen Rake Bearings are worn.
 The O-Rings are leaking.
 The Screen Rake is damaged or bent.
9-64
Remove the Intake Screen
Figure 91: Intake Screen Rake Removal
1 111035 Intake Screen 0deg

1 111036 Intake Screen 5deg
The Vessel must be removed from the water before the screen and Screen Rake can be overhauled.
 Support the Screen from beneath the vessel
 Remove the nuts and washers holding the Screen to the Intake
9
 Lower the Screen from the Vessel.
 Reverse the process to refit the screen.
Screen Rake Removal

 Support the Screen Rake from beneath the vessel.
 Disconnect the Tension Spring from the Rake Actuator.
 Remove the Rake Actuator.
 Remove the Starboard Screen Rake Bearing.
 From beneath the Vessel slide the Screen Rake to starboard until the it clears the Port Screen Rake
Bearing.
 Slide the Screen Rake to Port until it clears the Starboard Screen Rake Bearing.
 Lower the Screen Rake from the vessel.
 Remove the Port Screen Rake Bearing.
9-65
HJ292 Screen Rake Overhaul

 Check the Screen Rake for Distortion, Damage or excessive wear. Repair or replace as necessary
 Check the O-Rings on the Screen rake Bearings and replace if damaged or distorted.
 Remove the Grease Nipples and check that the grease channels are not blocked.
 Check the Bearings for wear or damage. Replace if necessary.
 Clean all components before reassembly.
 Refit the Grease Nipples.
Screen Rake Reassembly
Figure 92: Screen Rake Bearings
 Smear new O-Rings with grease (A) and fit to the Screen Rake Bearings.
 Smear the bore of the Bearings with Grease (A).
9-66
Figure 93: Screen Rake Refitting
1 201142 M10x40 Bolt

2 201310 M10 Nut
 Fit the Port Bearing to the Intake and tighten nuts to the specified torque. (Make sure the Grease Nipple
is at the top of the Bearing).
 Before fitting the Starboard Bearing:
From beneath the vessel, feed the Screen Rake pivot through the starboard Bearing mounting hole in
the Intake
Raise the port side for the Screen Rake and slide the Screen rake pivot fully home into the port
bearing.
 Fit the Starboard Bearing to the Intake and tighten nuts to the specified torque. (Make sure the Grease
Nipple is at the top of the Bearing).
9
 Fit the Screen Rake Actuator and Cotter pin. Tighten nuts to the specified torque.
 Connect the Tension spring to the Actuator Arm.
 Grease the Bearings Via the Grease Nipples until grease is seen to ooze from the inside ends of the
Bearings.
 Operate the Screen Rake to make sure that the Rake does not foul on the Intake Screen.
9-67
Screen Rake Blanking Plugs
Figure 94: Screen Rake Refitting
1 201310 M10 Nut

3 105921 Screen Rake Blanking Plug
4 200967 O-Ring
If the Jet unit does not require a Screen Rake, then blanking plugs must be fitted to replace the screen rake
bearings.
To fit the Blanking plugs:
 Smear the O-Ring and shaft of the Blanking plug with grease (A)
 Fit the Blanking plus to the Intake.
 Tighten Nuts to the specified torque.
9-68
HJ292 Installation and Service Manual Appendix
10 - Appendix
In This Section
Conversions ....................................................................................................... 10-2

Loctite Application Guide .................................................................................. 10-3
Installation Checks............................................................................................. 10-12
Commissioning Checks...................................................................................... 10-16
Aluminium Weld Procedure .............................................................................. 10-24
Threaded Fastener Tightening Torques .............................................................. 10-26
Recommendations for Lubricants and Oils ........................................................ 10-32
Drivers Guide .................................................................................................... 10-37
10
10
10-1
Appendix HJ292 Installation and Service Manual
Conversions
Torque Liquid Measure (Imperial)

1 pound foot = 1.3558 newton metres 1 Pint = 0.5506 litre
1 newton metre = 0.7375 pounds foot 1 gallon =4.546 litres
1(UK) gallon = 1.201 (US) gallon
Distance 1 litre = 0.2199 (UK) gallons
1 inch = 2.54 centimetres To Convert Fahrenheit to Celsius, subtract 32 then multiply
1 foot = 0.3048 metre by 5/9
1 mile = 1.609 kilometres To convert Celsius to Fahrenheit, multiply by 9/5 then add
1 nautical mile = 1.8532 kilometres 32.
1 millimetre = 0.03937 inches
Liquid Measure (U.S.)
1 metre = 3.2808 feet
1 kilometre = 0.6214 mile 1 pint = 0.473 litre
1 kilometre = 0.539 nautical mile 1 gallon = 3.785 litres
Area Speed
1 inch² = 6.4516 centimetres² 1 mile per hour = 0.8690 knots
1 foot² = 929.03 centimetres² 1 kilometre per hour = 0.5396 knots
1 centimetre² = 0.1550 inch² 1 knot = 1.8532 kilometres per hour
1 metre² = 10.76 feet² 1mile per hour = 1.609 kilometres per hour
1 kilometre per hour = 0.621 miles per hour
Power 1 knot = 1.151 miles per hour
1 horsepower = 0.7457 kilowatts
Pressure
1 horsepower (Metric) = 0.7355 kilowatts
1 kilowatt = 1.341 horsepower 1 pound/inch² = 0.0689 bar
1 kilowatt = 1.3596 metric horsepower 1 pound/foot² = 4.8824 kilogram/metre²
1 pound/inch² = 6.895 kilopascal
Force 1 Newton/millimetre² = 145.04 pounds/inch²
1 kilonewton = 224.86 pounds force 1 bar = 14.5038 pounds/inch²
1 pound force = 4.448 newtons 1 kilogram/metre² = 0.2048 pounds/foot²
1 kilopascal = 0.145 pound/inch²
Weight 1 bar = 100 kilopascal
1 ounce = 28.35 grams

1 pound = 0.4536 kilograms
1 gram = 0.0353 ounce
1 kilogram = 2.205 pounds
1 tonne = 2205 pounds
Temperature
Fahrenheit Celsius
248 120
212 100
176 80
140 60
104 40
10
95 35
86 30
77 25
68 20
59 15
50 10
41 5
32 0
10-2
Loctite Application Guide

85144 Issue F
General Practice
No smoking in the presence of Primer, Activator or Accelerator, as these products are

highly flammable. Never mix Primer or Activator and Adhesive directly as liquids. For
additional safe handling procedures refer to the product material safety data sheets (MSDS)
and technical data sheets (TDS) available from www.Loctite.com
 All parts must be free from oil and or grease. Do not use paint thinners for cleaning. Use solvent or
degreaser such as Methylated Spirits, Trichlorethylene or Acetone.
 All painted bores must be fully cured before the application of Loctite.
 Fixing and full cure times for all Loctite will be increased at reduced temperatures.
 To prevent the product from clogging in the nozzle, do not allow the tip to touch metal surfaces during
application.
 In general, nuts that secure anodes use Loctite 243 and a spring washer. Anodes in internal water
passages use nylocnuts, external anodes use plain nuts.
Primers, Activators and Accelerators

Primers are used when the surfaces to be threadlocked are not active enough to cause curing, or when the
cure is required to be accelerated.
 Primers, Activators or Accelerators are not required on ‘active surfaces’, such as Bronze, Brass and Mild
steel.
 For ‘Inactive Surfaces’ (including Stainless Steel or Aluminium) Primers, Activators or Accelerators are
optional for threadlocking and are required for retaining.
 Primers, Activators or Accelerators are not to be applied to any painted surface.
 Allow sufficient time for Primers, Activators or Accelerators, where applied, to dry.
10
10-3
Equivalents
Loctite Grade Equivalent

222 Purple Low Strength Threadlocker:
 Loctite 221 (Compatible Primer is 7471)

243 Blue Medium Strength Threadlocker:

263 Red High Strength Threadlocker:
 Loctite 262 (Compatible Primer is 7471 or 7649)

 Loctite 276 (No Primer Required)
 Loctite 277 if necessary (Compatible Primer is 7649)
680 Green High Strength Retainer:

325 Amber Structural Adhesive:

542 Brown Hydraulic Thread Sealant:

Additional Notes for Equivalents

 Primer 7471 and Primer 7649 can be interchanged if necessary, however performance may be reduced
 Loctite 248, 268, 668 and 561 are in stick form.
10
10-4
Unpainted Bores, Stainless Bushes
Loctite Colour Primer, Activator, Accelerator Loctite Cure Speed without Primer
Activator, Accelerator
680 GREEN Type Drying Time Partial Full

n/a n/a 30 Min 4-6 Hrs
Bushes, Sleeves, Composite Bush Assemblies. (extra high strength retaining) Primer
will be used in all retaining applications.
1 - Apply Primer to whole surface of Bore and allow to dry before fitting.
2 - Apply Loctite to whole surface of bore and front of bush before fitting.
 There are to be no dry areas between the Bush and the Bore.
Rotate Bush when fitting to distribute the Loctite evenly
For Press Fitted Bushes, coat the entire Bush and Bore before pressing in the Bush.
Unpainted Bores, LG2 Bushes

Bushes, Sleeves, Composite Bush Assemblies. (extra high strength retaining)

Primer will be used in all retaining applications.
Do not apply primer to LG2 Bushes
1 - Apply Primer to whole surface of Bore and allow to dry before fitting.
2 - Apply Loctite to whole surface of Bore and front of Bush before fitting.
 There are to be no dry areas between the Bush and the Bore.
 Rotate Bush when fitting to distribute the Loctite evenly
For Press Fitted Bushes, coat the entire Bush and Bore before pressing in the Bush.
Painted Intercure Bores, Stainless Steel Bushes
Loctite Colour Primer, Activator, Accelerator Loctite Cure Speed with Primer
325 AMBER Type Drying Time Partial Full
Activator 1-3 Min 5 Min 24 Hrs
10
7075
Bushes, Sleeves, Composite Bush Assemblies. (high strength adhesive) Activator will
be used in all retaining applications.
325 Loctite will not cure without the Activator. Do not apply Activator to painted
Bores.
1 - Apply Activator to outside of Bush and allow to dry.
2 - Apply Loctite to whole surface of Bore and outside of Bush before fitting Bush.
 There are to be no dry areas between Bush and Bore.
10-5
Painted Gloss Bores, Stainless Steel Bushes

Bushes, Sleeves, Composite Bush Assemblies. (Extra high strength retaining)

Primer is used in all retaining applications.
Do not apply Primer to painted Bore.
1 - Apply Primer to outside of outside of Bush and allow to dry.
2 - Apply Loctite to whole surface of Bore and outside of Bush before fitting Bush.
Painted Gloss Bores, LG2 Bushes

Bushes, Sleeves, Composite Bush Assemblies. (Extra high strength retaining)

1 - Apply Loctite to whole surface of Bore and outside of Bush before fitting
Bush.
Studs M8 and Larger
Loctite Colour Primer, Activator, Accelerator Loctite Cure Speed

263 RED Type Drying Time Partial Full
Primer 7649 30-70 Sec With Primer 10 Min 2 Hrs

(Optional) n/a Without Primer 20 Min 6 Hrs
10
Studs (high strength locking)
Primer is used to improve cure reliability, and reduce cure time.
1 - Apply optional Primer to the thread of the Stud and allow to dry.
2 - Apply several drops of Thread Locker down the sides of female thread.
3 - Apply Loctite to the thread engagement area of the Stud in sufficient quantity
to fill all engaged threads.
Assemble the Stud to specifications.
10-6
D-Glide Thrust Washers

7075
D-Glide Thrust Washer retention (high strength adhesive)
Activator will be used in all retaining applications.
325 Loctite will not cure without the Activator.
1 - Apply Activator to one side of Thrust Washer and allow to dry.
2 - Apply Loctite evenly to Housing Recess.
 Press Thrust Washer into Recess, Activator side to Adhesive.
 Remove any excess Loctite from the Bush Bore.
Hold the Washer in place, for approx. 15 minutes, until the bond is firm.
Machine Set Screws, Set Screws, Grub Screws
243 BLUE Type Drying Time Partial Full

222 PURPLE Primer 7471 30-70 Sec With Primer 10 Min 2 Hrs
Machine Screws, Set Screws, Grub Screws (low strength thread locking).
Primer is used to shorten the cure time when the temperature is below 15°.
1 - Apply optional Primer to the thread of the Screw and allow to dry. Screws fitted
into Bronze do not require Primer.
2 - Apply Loctite to the thread engagement area of the Screw in sufficient quantity to
fill all engaged threads.
3 Fit the Screw to the specified torque.
Cylinder Shafts, Compensator Shafts

10
Cylinder Shafts, Compensator Shafts (hydraulic, pneumatic thread sealant).

1 - Apply optional Primer to the threads of the Shafts and allow to dry.
2 - Apply Loctite to the female threads in the Piston and to the threads on the
Shafts in sufficient quantity to fill all the threads.
Assemble the Shafts and Piston as per the drawing specifications.
10-7
Water Offtake Bungs and Hose Tails

567 White Type Drying Time Partial Full
Accelerator 7649 30-70 Sec With Primer 2 Hrs 6 Hrs

(Optional) Without Primer 12 Hrs 24 Hrs
Water Offtake Bungs & Hose Tails (thread sealant)

Accelerator is used where cure speed is unacceptably long.
1 - Apply optional Accelerator to thread of Plug or Hose Tail and allow to dry.
2 - Do not apply Accelerator to Brass Hose Tails.
3 - Apply Loctite to thread engagement area of the Plug or Hose Tail leaving the
first thread Loctite free.
Screw Plug or Hose Tail into Tailpipe until Plug or Hose Tail bottoms, and tighten
firmly.
Unpainted Bores, D-Glide Bushes

7075
D-Glide Bush retention (high strength adhesive).
Activator will be used in all retaining applications.
325 Loctite will not cure without the Activator.
1 - Apply Activator to outside of Bush and allow to dry.
2 - Apply adhesive to whole surface of Bore.
Press Bush into Bore within 15 minutes.
Mainshaft Nuts Without Locking Devices


Mainshaft Nuts (medium strength thread locking)

10 1 - Apply optional Primer to the threads on the Mainshaft and allow to dry.
2 - Apply Loctite to the thread engagement areas of the Mainshaft in sufficient
quantity to fill all engaged threads.
Assemble Nuts to `Jet Specific' torque specifications.
10-8
Tailpipe Fairings Without Locking Devices

Tailpipe Fairings without Locking Devices (extra high strength retaining).

1 - Apply Primer to Spigot of Fairing and allow to dry.
2 - Apply Loctite to Spigot Bore of Tailpipe.
Fit using normal methods.
Nuts on Studs and Bolts (Where Specified)

222 PURPLE Primer 7471 30-70 Sec With Primer 10 Min 2 Hrs
Nuts (low strength thread locking).

1 - Apply optional Primer to the thread of the Stud or bolt and allow to dry.
2 - Apply Loctite to the thread engagement area of the Stud or Bolt in
sufficient quantity to fill all engaged threads.
Tighten Nuts to specified torque.
Tailpipe Inserts (Where Fitted)


Tailpipe Inserts (high strength thread locking).
10
Primer is used in all retaining applications.
1 - Apply Primer to the thread of the Insert and allow to dry.
2 - Apply Loctite to the female threads in the Tailpipe and the threads of the
Insert in sufficient quantity to fill all the engaged threads.
 There are to be no dry areas between Insert and Tailpipe threads.
Screw Insert into the Tailpipe until it bottoms. Tighten firmly.
10-9
Steel Cylinders and AB2 Frontheads
542 BROWN Type Drying Time Partial Full
n/a n/a 45 Min 24 Hrs
Steel Cylinders and AB2 Frontheads (Med strength hydraulic thread sealant)
Leave the first thread free of sealant.
Force the sealant into the threads to thoroughly fill all threads.
1 - Apply Loctite to the leading threads of the cylinder (Fronthead end only).
Assemble the Fronthead to the Cylinder and tighten firmly.
Stainless Steel Cylinders and Backheads
Stainless Steel Cylinders & Backheads (Med strength hydraulic thread sealant).
Leave the first thread free of sealant.
Force the sealant into the threads to thoroughly fill all threads.
1 - Apply Loctite to the leading threads of the Cylinder (Backhead end).
2 - Apply Loctite to the Shaft threads (Piston end).
3 - Apply Loctite to the Shaft thread (Connector end).
Fit the Shaft into the Piston and Connector and tighten the Backhead to the torque
specified on the assembly drawing.
Tapered Male Nipples into Female Holes
Tapered Male Nipples in Female Holes (Medium Strength Hydraulic Thread

Sealant).
10
1 - Apply Loctite to the thread engagement area of the Nipple in sufficient quantity
to fill all engaged threads.
Fit the Nipple and tighten to the specified torque.
10-10
Dowel Retention

Dowel retention (extra high strength retaining).

Dowels are to be retained at one end only.
1 - Apply Primer to one end of Dowel and allow to dry.
2 - Apply Loctite to Dowel hole in either Casting or Mounting Plate, not both.
 Fit the end of the Dowel with the Primer into the hole that has the
Loctite.
Remove excess Loctite from the Dowel, before fitting the Mounting Plate over the
Dowel.
Steering Crank Shaft and Mounting Block

Steering Crank Shaft to Mounting Block (Extra high strength retaining).

1 - Apply Primer to bottom half of Shaft and allow to dry.
2 - Apply Loctite to the Bore of the Mounting Block and the bottom half of the
Shaft.
Heat the Mounting Block if required.
Press the Shaft into the Mounting Block.
Remove excess Loctite from the top half of the Shaft
10
10-11
Installation Checks
Jet Unit Mounting
Item Check Completed

1 Check the Intake Block is flush with the exterior of the Hull bottom.

2 Check that there are no flow obstructions forward of the Intake (Refer to the
Hull details in Jet Designers Manual). Make a record of the size and position
of any through Hull penetrations or strakes around the Jet area, for use when

commissioning the Jet Unit.
3 Inspect the Intake Base Flange for obvious distortion or gaps between the
Intake base Flange and the Hull. 
4 Check the Intake Gasket (or silicon sealant) between the base and the
mounting surface has not squeezed out into the water passage. Trim off any
excess gasket and sealant.

5 Check the Transom Plate Seal is correctly located and secured. (Do not
overtighten). If two people are available and the boat is indoors, a strong light
may be used to check the fit of the Transom cut out and Seal.

6 For Steel Hulls make sure that the Jet Unit is insulated from the Hull (Refer to
the drawings and the "Corrosion" Section of the Product Manual). 
7 Check that engine exhaust outlets are above the expected waterline and well
to the side of Jet Units (Refer to the Design Basics Section in the Jet Unit
Product Manual)..

8 Check that the Hull Trim Tabs (if fitted) will not interrupt the reverse flow
(Refer to the Design Basics Section in the Product Manual). 
Notes:
10
10-12
Jet Unit General

1 Ensure that the correct Impeller is fitted to match engine duty. Impeller part
number (stamped on hub) can be seen through the Jet Unit Inspection Cover. 
2 Make sure that all Anodes are in place and have not been painted over. (Refer
to the Anode Location drawings shown in the Product Manual). 
3
Anti Fouling Paints 
HJ274 to HJ364 jet models have an optional paint finish:
grey gloss or antifoul. HJ403 and larger are available with
the antifoul finish only.
Additional coats of antifoul must be applied to the Jet
Unit, typically within two weeks of the launch of the
Vessel.
The supplied antifoul coating will require light abrasion
and cleaning prior to further application of antifoul Refer:
"Application of Antifoul to New Jets" on Page 5-27.
4 Check that the Inspection Hatch Seal is correctly located in the seal groove
and that the Inspection Hatch securing bolts are tightened to the correct
torque.

5 Check that the correct Dipstick is fitted to the Bearing Housings for the
deadrise of the Jet (Refer to the Dipstick Drawings shown in the Product
Manual) and that the oil level in the Bearing Housings are correct.

6 Check that the Water Offtake Hoses (when fitted) are appropriately and
securely fitted. 
7 Check that any unused Water Offtakes are plugged.

8 Check that the Bearing Housing has been filled with approved grease or oil.

Notes:
10
10-13
Jet Systems Steering

1 For Jet Units with Tiller type Steering check that the Cotter Pins (Tapered Pins
which locate the Tiller Arms on the Steering Shaft) are facing the correct
direction for the deadrise angle and the number of Jets (Refer to the Steering

Drawings in the Product Manual).
2 For manual hydraulic helms ensure that:-

 Correct steering ratio (1 to 2 turns of Helm from lock to lock). 
 Full lock travel is limited by the cylinder, not the steering linkage.
 Steering sense is correct (i.e. port Helm provides port Nozzle
movement).
Ensure that all air has been bled from the Steering system (feel at the Wheel
will be soft and spongy if there is still air in the Steering system).
Notes:
10
10-14
Drive Shaft

1 Ensure driveline details have been approved by CWF Hamilton & Co Ltd.

2 On universal joint Driveshafts (Refer to the Design Basics Section in the
Product Manual) check: 
 Yoke offset angles are in the same plane, are equal and are <5º.
 Yokes are in the same plane.
3 On Bearing supported Line Shafts (Refer to the Design Basics Section in the
Product Manual) check: 
 The Support Bearings are aligned with the Engine Flywheel.
 Outer Support Bearings are close to the end of the Couplings.
Notes:
10
10-15
Commissioning Checks
Pre Launch Checks

1 Check that the plastic spiral wrap protective cover (where fitted) has been
removed from hydraulic shafts (HM-Models only). Check all hydraulic shafts
for damage and check that they are free from contamination (weld splatter,

grinding dust, fibreglass resin, etc).
2 Check that all the Jet Unit inspection covers are correctly fitted and secured.

3 Check that all the Anodes have been fitted and that they have not been
painted over. Refer to Anode Location Drawing. 
4 If the Steering Assembly, Tailpipe or Reverse Duct have been removed during
jet installation, check that all fasteners securing these items have been torqued
correctly.

Notes:
10
10-16
Post Launch Checks

1 Check for water leaks at the Transom Seal, Intake base, and from under the
Bearing Housing (Water Seal leaking). 
2 For oil lubricated Main Bearings (HJ-362 and above), check that the correct
Dipstick is fitted and that oil level is correct (Dipstick length is dependent on
the deadrise angle of the Jet Unit). For HM-651 to HM-811, check that the

Dipsticks are on the correct side (Refer to the Dipstick drawings in the
Product Manual).
3 For grease lubricated Main Bearings (HJ-322 and below), add grease until
grease comes out of the front Seal as shown in the "Initial Bearing Housing
Re-Assembly" Section.

Make sure that all Bearing Housings and JHPU Tanks are filled
with the correct quantity and grade of oil
4 If a Main Bearing Oil Pump is fitted (HM-651 to HM-811) then check the Oil
Pump operation by loosening the Oil Pipe fitting on top of the Bearing
Housing and checking for oil flow.

5 Check the JHPU oil level and replenish as required.
5 If the vessel is fitted with shore power, then unplug the shore power and Measured
measure the electrical resistance between the hull and the earth pin of the Resistance
vessel shore power plug. A correctly wired isolation transformer or galvanic
isolator will result in high electrical resistance (>1kΩ) between the hull and
the earth conductor. (Refer to "Precautions Against Corrosion" section of the _______Ω
product manual).
Direct electrical connection of the hull to the earth conductor of a

shore power supply can result in rapid jet corrosion. Refer to
"Precautions Against Corrosion" section of the product manual.
Notes
10
10-17
Engine Checks (Vessel Moored)

1 The Marine Bearing (Cutless Bearing) must operate wet unless the
optional Dry Run Kit has been fitted (Dry Run Kit available for HJ-212 to
HJ-364 Jet Units only).

For a Jet Unit fitted with a Dry Run Kit, the following applies:-
 Maximum Dry Run Time of 3 minutes with engine speed not
exceeding 1000 RPM. Minimum time between Dry Runs of 1
hour.
 Do not operate the standard Jet Unit with the vessel out of the
water, or with the vessel ballasted such that the Jet Unit does not
prime (pump water properly) when the engine is started.
For jets specified with a water feed system for the waterseal and marine
bearing (specified on jets where the mainshaft is above the static
waterline, typically on multi-jet monohulls with high deadrise), check
that water is being supplied to the waterseal and marine bearing before
running the Jet Unit
2 Ensure the vessel is securely moored fore and aft and in deep clean water.

3 With the Reverse Controls set to "Zero Speed", the engine(s) may be
started and the engine suppliers representatives can carry out engine
checks.

4 If the engine cooling water is taken from the Jet Unit offtake, confirm that
water is coming out of the engine exhaust outlets where possible.
Periodically check that the engine is running at the correct operating

temperature. Check that the cooling water hoses are secure.
Failure to check cooling water hoses may result in flooding of

the vessel.
5 If the vessel is equipped with HSRC or HYRC and the pressure alarm
sounds, immediately shut the engine off and refer to the Controls Product
Manual to check adjustments. Failure to immediately shut down the

engine may result in serious damage to the hydraulic pump due to
overheating.
6 Check for water leaks around the Jet Unit while the engine is running
10
particularly under the Bearing Housing (Mainshaft Water Seal). 
7 Check that the Jet Unit and Driveshaft are running smoothly (no
vibration). 
8 Periodically check the Bearing Housing temperature. The temperature
should not exceed 80ºC. On multi-Jet installations, all Bearing Housings
should be at a similar temperature

9 Check that the Reverse Controls are working by monitoring the Reverse
Duct position while moving the Reverse Control Lever(s). 
10-18
10 Check that the Steering Controls are working by monitoring Steering

Nozzle position while moving the Helm. (Check that port helm gives port
Nozzle deflection, starboard helm gives starboard Nozzle deflection and

that all Nozzles are steering in the same direction).
11 Check that steering travel is limited by the hydraulic Steering Cylinder

and not the Steering Linkage. (For Jet Units fitted with Steering Cylinders
and Linkages).

12 After stopping the engine, check the Main Bearing and JHPU oil levels
and replenish if required. 
Notes:
10
10-19
Vessel Trial

1 Leave the mooring and check that the steering is operating correctly at
"Forward Speed", at "Zero Speed" and going "Astern". 
2 Observe the jet stream when going "Dead Ahead" at speed to ensure that it
is relatively clean with an even shape. 
3 Check that the Jet Unit and Driveshaft are running smoothly (no vibration)
over the entire engine operating speed range (i.e. from "Idle" to "Full
Ahead")

4 Periodically check the Bearing Housing temperature and record the
temperature once it reaches a steady value. Due to friction caused by the
Seals, the Bearing Housing is likely to be warm. The temperature should not

exceed 80ºC.
5 If practical check the Driveshaft Coupling joint temperatures (if fitted).
Increased joint temperature may indicate Driveshaft misalignment. 
6 Periodically check the hydraulic oil temperature at the oil tank. Record the
temperature reading after a sustained run at cruising speed and after a
period of vessel manoeuvring.

7 Record maximum speed (using GPS) and engine revolutions (strong currents
will result in inaccurate speed readings since the GPS provides speed over
ground). At maximum speed the jet revolutions should be verified with a

hand held tachometer at the Jet Unit Coupling.
8 Record vessel speed at varying engine revolutions if possible.

9 Record observations on vessel trim, loading, etc.

Notes
10
10-20
After Initial Trials

1 Refer to the Maintenance Section of the Product Manual for any servicing
that may be required on completion of trials. 
2 For Steel Hulls check that the Jet Unit is insulated from the Hull. The
resistance should be approximately 100 ohms but will vary depending on
water salinity and hull characteristics. Refer to the Precautions Against

Corrosion Section of the Product Manual.
3 Check for water leaks at the Transom Seal, Intake Base, and from under the
Bearing Housing (Water Seal leaking). 
Notes
10
10-21
Jet Unit Trials & Commissioning Data
Commissioning Commissioning Date

Engineer
Vessel Description Hamilton Jet Project
Number
Vessel Displacement Jet Unit Serial
Numbers
Jet Model(s) Gearbox Ratio
Impeller rating Engine Power & RPM
Engine Model
Temperature Readings
Driveshaft Joints, Bearing Housing, Hydraulics
Temperature Location & Comments
Speed Trial Readings
Engine Speed Vessel Speed Comments (Loading, Sea Conditions etc)
10
10-22
Notes
10
10-23
Aluminium Weld Procedure

085080 Issue D
1 Welds
 To be full penetration and conform to relevant Classification Society requirements (e.g. ABS, Lloyds
Register, DNV).
2 Welder Qualifications
 Properly qualified welder to relevant Classification Society requirements, in downhand or overhead as
required.
3 Inspection
 Inspection to be done by a welding inspector qualified to relevant Classification Society requirements.
4 Site
The site must be:
 Dry and free from steel dust or any other contaminates that could effect the finished weld condition.
 Sheltered from draughts to prevent disturbance to shielding gas.
5 Welding Process
M.I.G.
6 Welding Wire
 Plate (5086 or 5083) to Plate (5086 or 5083), use 5356 Filler Wire.
 Casting (EN AC 44100) to Casting (EN AC 44100), use 4043 Filler Wire.
 Casting (EN AC 44100) to Plate (5086 or 5083), use 4043 Filler Wire.
 5356 filler wire may be used if the local process/conditions show superior weld quality to 4043,
however adequate inspection shall be performed as per paragraph 15.
7 Shield Gas
 Argon or Helium.
8 Weld Position
Weld position options are:
 Flat downhand. Turn hull over to do the other side flat downhand. Requires double vee prep.
 Single vee prep. Use backing strip. Weld flat downhand one side only, then grind off backing strip.
 Double vee prep. Flat downhand one side. Overhead other side.
10
10-24
9 Weld Prep
Double vee butt weld prep:
Single vee butt weld prep with backing strip:
10 Cleanliness
 Dress all surfaces to be welded just prior to welding to remove surface oxides.
 Cast aluminium that has been submerged in salt water must be thoroughly rinsed in fresh water then
dried, prior to final dressing.
11 Preheat
 Remove chill 50º - 60ºC (120º - 140º F) to ensure weld prep area is dry.
12 Support
 A rigid strong back should be clamped or tacked to intake blocks during welding to prevent distortion of
the block.
13 Weld Runs
 Multipass runs may be necessary depending on plate and casting thickness.
 Stitch 75 mm with 75 mm gaps for first 2 runs to minimise distortion.
 Stitch sequence for intake blocks to be a star sequence, rather than proceeding linearly around the block
circumference.
 Grind stop starts before filling in. Subsequent runs may be full length runs.
14 Back Gouging
 Chipping, Routing, Milling, grinding or other suitable methods are to be employed at the root or under
side of the weld to obtain sound metal before applying subsequent beads.
 Grind stop/start craters.
15 Visual Inspection of welds Acceptance Level
 No cracks, porosity, lack of fusion, cold laps or undercut.
 Use dye penetrant to check outer surface of welds and intermediate weld passes, such as root passes,
and also to check back-chipped, ground or gouged joints prior to depositing subsequent passes,
10
 Any die penetrant used is to be thoroughly removed from area before rewelding.
 Dye penetrant is not to be used where complete removal of the dye penetrant material cannot be
assured.
10-25
Threaded Fastener Tightening Torques

85113 Issue T
Make sure all threads are clean

Lubricate all Stainless Steel threads unless otherwise specified. (Loctite® specified)
Where Loctite® is specified Refer: "Loctite Application Guide" on Page 10-3.
For specific instructions on tightening torques for Impeller Nuts, Coupling Nuts, and Bearing
Lock Nuts refer to the relevant Jet Assembly Drawing.
Torques specified in assembly drawings take precedence over this drawing. Use this drawing
when the assembly drawing does not specify torque for the fastener
Nut Tightening Torque

Nuts on 316 Stainless Steel Studs (Non Magnetic)
Size Torque
M6 5 N·m (3.6 lbf·ft)
M8 12 N·m (9 lbf·ft)
M10 24 N·m (18 lbf·ft)
M12 45 N·m (33 lbf·ft)
M16 75 N·m (55 lbf·ft)
M20 120 N·m (90 lbf·ft)
Nuts on 2205 Stainless Steel Studs (Magnetic)
Size Torque
With Grease With Antiseize
M12 60 N·m (44 lbf·ft) 45 N·m (33 lbf·ft)
A - Centre Drill
Nuts on 316 Stainless Steel Cotter Pins
10
Size Torque
M6 5 N·m (3.6 lbf·ft)
M10 24 N·m (18 lbf·ft)
M12 45 N·m (33 lbf·ft)
10-26
Nuts on Bolts and Screws
Size Torque
Metric
M3 0.8 N·m (0.6 lbf·ft)
M4 2 N·m (1.5 lbf·ft)
M5 4 Nm (3 lbf·ft)
M8 16 N·m (12 lbf·ft)
M10 33 N·m (24 lbf·ft)
M12 60 N·m (44 lbf·ft)
M16 140 N·m (103 lbf·ft)
M20 260 N·m (190 lbf·ft)
M24 410 N·m (300 lbf·ft)
Imperial
1/4" UNC 7.5 N·m (5.5 lbf·ft)
5/16" UNC 15.3 N·m (11.3 lbf·ft)
3/8" UNC 27 N·m (20 lbf·ft)
1/2" UNC 65 N·m (48 lbf·ft)
5/8" UNC 130 N·m (96 lbf·ft)
3/4" UNC 230 N·m (170 lbf·ft)
Screw Tightening Torques

Bolts and Screws in all Metals
Size Torque
Metric
M2 0.2 N·m (0.15 lbf·ft)
M2.5 0.35 N·m (0.25 lbf·ft)
M3 0.6 N·m (0.4 lbf·ft)
M4 5 N·m (3.6 lbf·ft)
M5 3 N·m (2.2 lbf·ft)
M6 5 N·m (3.6 lbf·ft)
M10 24 N·m (18 lbf·ft)
M12 45 N·m (33 lbf·ft)
M16 95 N·m (70 lbf·ft)
M20 180 N·m (133 lbf·ft)
Imperial
1/4" UNC 5 N·m (3.6 lbf·ft)
5/16" UNC 11 N·m (8 lbf·ft)
10
3/8" UNC 19 N·m (14 lbf·ft)
1/2" UNC 48 N·m (35 lbf·ft)
5/8" UNC 89 N·m (66 lbf·ft)
3/4" UNC 160 N·m (118 lbf·ft)
The minimum thread length required in aluminium castings is twice the Screw or Bolt
diameter
10-27
Stud Installation
Rolled Formed Studs with Nose
Size Torque
M12 18 N·m (13 lbf·ft)
M16 30 N·m (22 lbf·ft)
M20 48 N·m (35 lbf·ft)
M24 180 N·m (133 lbf·ft)
M30 370 N·m (270 lbf·ft)
316 or 2205 Stainless Steel
A - Nose on Stud Bottomed in Hole
Rolled Formed Studs without Nose

Thread Stud into casting until thread bottoms. Confirm the stud
protrusion is equal to stud length minus thread length as per
stud description
A - No Nose, Stud Bottomed on thread

X = Stud Length minus thread length
Cut Thread Studs

Thread Stud into casting until thread disappears.
Do Not thread Past This Point
A - Stop threading when thread disappears.
Set Screws
Set Screw Tightening Torques (non aluminium)
Size Torque
M3 0.6 N·m (0.4 lbf·ft)
M4 1.5 N·m (1.1 lbf·ft)
M5 3 N·m (2.2 lbf·ft)
M6 5 N·m (3.6 lbf·ft)
M10 24 N·m (18 lbf·ft)
M12 45 N·m (33 lbf·ft)
10
A Steel
Stainless Steel,
Bronze
Water Seal
10-28
Set Screw Tightening Torques (aluminium)
Size Torque
M3 0.4 N·m (0.3 lbf·ft)
M4 1 N·m (0.7 lbf·ft)
M5 2 N·m (1.5 lbf·ft)
M6 3.3 N·m (2.5 lbf·ft)
M10 16 N·m (12 lbf·ft)
M12 30 N·m (22 lbf·ft)
A - Aluminium
Tightening torques for KMT Nuts
Size Torque
M8 18 N·m (13 lbf·ft)
M10 35 N·m (26 lbf·ft)
A - Locking Screws
B - KMTA Nut
C - KMT Nut
Hydraulic Cylinder Piston

Stainless Threads on Mild Steel
Size Torque
M16x2 75 N·m (55 lbf·ft)
M24x3 250 N·m (184 lbf·ft)
Hydraulic Fittings
BSPP Fittings In Jet Castings
Size Torque
1/8 4 Nm (3 lbf·ft)
1/4 10 N·m (7 lbf·ft)
3/8 20 N·m (15 lbf·ft)
1/2 40 N·m (29.5 lbf·ft)
3/4 63 N·m (46 lbf·ft)
10
1 105 N·m (77 lbf·ft)
1-1/4 142 N·m (105 lbf·ft)
1-1/2 320 N·m (240 lbf·ft)
2 500 N·m (370 lbf·ft)
10-29
BSPP Fittings other than Jet Castings
Size Torque
1/8 9 N·m (7 lbf·ft)
1/4 35 N·m (26 lbf·ft)
3/8 45 N·m (33 lbf·ft)
1/2 65 N·m (48 lbf·ft)
3/4 130 N·m (96 lbf·ft)
1 160 N·m (118 lbf·ft)
1-1/4 240 N·m (177 lbf·ft)
1-1/2 320 N·m (240 lbf·ft)
2 500 N·m (370 lbf·ft)
Hoses
Size Torque
1/8 7 N·m (5 lbf·ft)
1/4 20 N·m (15 lbf·ft)
3/8 35 N·m (26 lbf·ft)
1/2 60 N·m (44 lbf·ft)
3/4 115 N·m (85 lbf·ft)
1 140 N·m (103 lbf·ft)
1-1/4 210 N·m (155 lbf·ft)
1-1/2 290 N·m (214 lbf·ft)
2 400 N·m (295 lbf·ft)
Hose Clips
Part # Size Torque

201056 12-20 2.3 N·m (1.6 lbf·ft)
201057 14-32 4 Nm (3 lbf·ft)
201058 30-45 5 N·m (3.6 lbf·ft)
201059 40-60 5 N·m (3.6 lbf·ft)
205780 50-70 5 N·m (3.6 lbf·ft)
201060 60-80 5 N·m (3.6 lbf·ft)
206094 80-100 5 N·m (3.6 lbf·ft)
064924 51-55 15 N·m (11 lbf·ft)
209872 59-63 15 N·m (11 lbf·ft)
10
10-30
Thread Lubricants
Thread Type Lubricant

316 Stainless Studs Multipurpose Marine Grade Grease
2205 Stainless Studs Multipurpose Marine Grade Grease or Marine Grade Anti-seize.
Anti-seize will reduce the risk of thread galling so is recommended on M20 and
larger
Other metric fasteners Multipurpose Marine Grade Grease
1/4" UNC - 1/8" UNC Multipurpose Marine Grade Grease
3/4" UNC Marine Grade Anti-seize
Bronze Impeller or Coupling Nuts Multipurpose Marine Grade lithium Based Grease
Hydraulic Fittings General Purpose Grease or Hydraulic Oil
e.g. Accrolube®
Examples
Multipurpose Marine Shell: Shell Alvania RL2
Grade lithium Based Mobil: Mobilux 2, Mobilux EP 2
Grease Castrol: Molub - Alloy 6040
BP: Engergrease MP-MG 2
Marine Grade Anti-seize Loctite Marine Grade Anti-seize
When using Anti-seize on nuts fitted to 2205 studs, only use Loctite® Marine Grade Anti Seize
to achieve the correct stud preload.
10
10-31
Recommendations for Lubricants and Oils

085018 Issue V
Hydraulic Fluids
Seastar Manual & Powered Hydraulic Steering
Fluids
Fluids meeting MIL H5606C Specifications
Examples
Seastar: HA5430 (1qt), HA5440 (1US gal)
Shell: Shell Aero Fluid 41 or 4
Esso/Mobil: Univis N15 or J13/Mobil Aero HFA
Texaco/Chevron: HO15/Aviation Hydraulic Fluid A
Petro Canada: Harmony HV115
Used on Jet Models

Manual Steering HJ213 HJ214 HJ274 HJ292 HJ322 HJ364 HJ403
Power Steering HJ403 HM461 HM521 HM571
Jastram Manual Hydraulic Steering
Fluid
ISO VG32 Hydraulic Oil
Examples
Castrol: Hyspin AW32
Shell: Tellus 32
Esso/Exon/Mobil: Nuto H32/DTE Excel 32
Texaco/Chevron/Caltex: Rando HD32/AW32
Gulf: Harmony AW32
Used on Jet models

HJ364
10
10-32
Hynautic Remote Control Systems
Fluid
50/50 mixture by volume of distilled water and Ethylene-Glycol (Anti-Freeze).
Note: - Ethylene-Glycol should be as pure as possible (no additives).
Do Not Use Brake fluid
Hydraulic oil
Examples
Hynautic: MCO-03 Hynautic
Used on Jet models

HJ364 HJ403 HM422 HM461 HM521 HM571
Oil Volumes in the previous systems is dependent on several factors: Number of stations, length of tubing etc. and is
determined by the configuration of the vessel.
Hydraulic Systems With Saginaw JHPU
Fluid
Fluids meeting GM Spec. No. 9985010
Do Not Use: Hydraulic Oil
Examples
Shell: Donax TF/Spirax
Esso/Mobil: Dexron/ATF
Castrol: Transmax Dex 111
Texaco/Chevron: Texmatic 7045E/HD-389
Gulf: Dexron VI
Used on Jet Models

Jet Model HJ213 HJ241 HJ274 HJ292 HJ322
Total Oil Volume (ltrs) HSRX/HSRC 1.0 1.0 1.2 1.2 1.7
Total Oil Volume (ltrs) blue ARROW n/a n/a n/a 1.8 2.3
The Saginaw JHPU is shipped filled with oil.
10
10-33
Hydraulic Systems with Hamilton Jet JHPU
Fluid
Use mineral or synthetic based hydraulic fluid conforming to ISO 11158, DIN 51524-2/DIN 51524-3 standards.
The Hydraulic Fluid selected should be within the operating temperature range.
The operating viscosity for Hamilton Jet hydraulic systems is within the viscosity range of 16-36 cSt.
Examples
Shell: Tellus 46
Castrol: Hyspin AWS M46
Esso/Exon/Mobil: DTE 10 Excel 46
BP: Bartran HV46
Gulf: Harmony AW46
Used on jet models

Jet Model HJ364 HJ403 HM422 HM461 HM521 HM571 HM651 HM721 HM811 HT810 HT900 HT1000
Total Oil Volume 5.25 7.5 7.5 7.5 7.5 7.5 21 21 21 21 60 80
(Ltrs)
The Jet Unit is shipped with no oil in the hydraulic power unit, but oil in the Cooler and Control System.
Stated volumes are for the complete hydraulic system.
Bearing Housing Lubrication

Grease Lubricated Bearing Housings
Grease Type
Multi purpose extreme pressure (ep) calcium sulphonate complex or lithium hydroxystearate.
To ensure grease compatibility, purge the housing in line with the grease manufacturers guidelines if grease type is changed.
Ex-factory grease is calcium sulphonate based.
Do Not Use:
Calcium Complex
Bentonite Clay
Polyurea
Examples
BP: Energrease MP-MG2
Castrol: Molub-Alloy 6040/150
Mobil: Mobilux EP2
Shell: Gadus S2 V100
Used on Jet models
10
HJ212 HJ213 HJ241 HJ274 HJ292 HJ322
10-34
Oil Lubricated Bearing Housings
Oil Type
Mineral or synthetic based hydraulic oil to ISO 11158 or DIN 51524-2/ DIN 51524-3. Straight mineral oils with EP additives are
recommended for rolling bearing lubrication. Recommended minimum oil viscosity index is 95. The operating viscosity for Hamilton
Jet systems is within the viscosity range of 16-36 cSt.
Examples
Shell: Tellus 46
BP: Bartran HV46
Gulf: Harmony AW46
Used on Jet Models HJ364 HJ403 HM422 HM461 HM521 HM571 HM651 HM721 HM811 HT810 HT900 HT1000
Oil Cooler Volume (Ltrs) n/a n/a n/a n/a n/a n/a 2.6 5.0 5.0 5.0 6.0 1.0
Bearing Housing Oil 1.1 3.6 3.6 3.6 3.7 3.7 6.2 7.0 9.3 9.3 14 31.2
Volume (ltrs)
Jet Unit oil levels will vary depending on deadrise of hull.

Oil volumes shown are for centrally mounted units with no deadrise.
Oil levels must be within the marks shown on the Dipstick.
Joint Lubrication
Impeller and Coupling Taper Joints
Grease
Multi purpose Lithium based grease or Calcium Sulphate based grease. (Apply a thin film of lubricant to the Shaft Taper)
Examples
Mobil: Mobilux EP2
Steel to Steel Joints
Grease
Multi purpose Lithium based grease or Calcium Sulphate based grease. (Apply a thin film of lubricant between mating faces)
Examples
10
Mobil: Mobilux EP2
10-35
O-Rings (Nitrile Rubber Only)
Grease
Multi purpose Lithium based grease or Calcium Sulphate based grease. (Apply a thin film of lubricant to the O-Ring)
Examples
Mobil: Mobilux EP2
Do not apply grease to Barrier Cord O-Rings
Rotary Water Seal Fitting
Lubricant
Only use (P80 Temporary Rubber Assembly Lubricant p/n 902021)
Or 20:1 detergent to water mix
Do Not:
Lubricate the Seal Faces

Use Grease or Oil
Ball Joints
Grease
Multi purpose Lithium based grease or Calcium Sulphate based grease. (Apply lubricant using a Grease Needle)
Examples
Mobil: Mobilux EP2
Impeller Seal
Lubricant
Only use P80 Temporary Rubber Assembly Lubricant (p/n 902021)
Or Methylated Spirits (Rubbing Alcohol) on Impeller Seal surface to aid assembly.
Do Not Use:
10 Grease or Oil
10-36
Overhung Load Adaptor
Fluid
Use mineral or synthetic based hydraulic fluid conforming to ISO 11158, DIN 51524-2/DIN 51524-3 standards. The hydraulic fluid
selected should be within the operating temperature range.
The operating viscosity for Hamilton Jet hydraulic systems is within the viscosity range of 16-36 cSt.
Examples
Shell: Tellus 46
BP: Bartran HV46
Gulf: Harmony AW46
Used on Jet models

HT900 HT1000
Drivers Guide
Starting Up
Never stop the engine(s), or disengage the drive to the Jet Unit, when approaching a
mooring or at any time when control of the vessel may be required.
Before starting the engines, the following checks should be carried out:
 Ensure that the vessel is securely tied up or well clear of other objects or craft.
 Ensure that the Helm is centered and the Reverse Controls are at Zero Speed.
With Jet or Engine driven Hydraulic Pumps, it is not possible to move the Reverse Duct until
the Pump is running.
 Ensure that Clutches and Gearboxes, if fitted are in the Neutral position.
After starting the Engine(s):
 Adjust the Helm and Reverse Levers, to control vessel movement.
10
10-37
Ahead, Zero speed and Astern Controls

"Astern" and "Zero Speed" are achieved by re-directing the jetstream. If the Reverse Duct is lowered fully,
all of the jetstream is re-directed back under the vessel giving "Maximum Astern Thrust". If the Reverse
Duct is lowered partially the jetstream is split giving some ahead and some astern thrust. At a certain
Reverse Duct position the ahead and astern thrusts will be equal so the vessel will not move ahead or
astern regardless of the throttle opening. This is the "Zero Speed" position, (This term should not be
confused with the neutral position of a gearbox when the driveline stops rotating).
When operating the Hamilton Reverse Control, the Jet Unit is always rotating regardless of the position of
the Reverse Duct. Any intermediate position between ahead and astern can be selected to give infinitely
variable speeds when manoeuvring.
Figure 95: Reverse Duct positions

A Maximum Ahead
B Zero Speed
C Maximum Astern
1 Jet Stream
Power Assisted Slowdown

This procedure should only be used in an emergency.
 Power assisted slowdown produces very rapid deceleration

 Power assisted slowdown should be used with care by new operators.
 Do not use full helm control until the vessel has slowed.
10
 Select zero speed as soon as the vessel has slowed
A fast slowdown can be achieved by lowering the Reverse Duct.
Unless there is an emergency situation, regulate the reverse thrust by either limiting the engine speed, or
by limiting the movement of the Reverse Duct.
10-38
Steering
The Jet Unit Mainshaft must always be rotating whenever steering thrust is required.
The Steering Nozzle deflects the jetstream to port or starboard causing the vessel to steer to port or
starboard respectively.
The following points should be remembered when operating a Jet Vessel:-
 If the engine is stopped, there will be no jet of water to deflect. The vessel cannot then be steered or
stopped.
 Never stop the engine or disengage the drive to the Jet when approaching a mooring or at any time
when steering will be required.
 The more the throttle is opened the greater the steering effect - i.e. the sharper the turn.
 Steering is available at "Zero Speed" as well as all ahead and astern speeds.
It is important to note that while the vessel is moving astern, steering is not reversed. If the
helm is turned to port, the bow of the vessel will also turn to port whether the vessel is
moving ahead or astern. This is the opposite to how steering works in a motor vehicle. It
is recommended that new operators practice heading astern at low speeds until they
become familiar with this method of steering.
Steering Operation
10
Figure 96: Steering Operation
1 Ahead
2 Astern
10-39
Manual Control of Steering Nozzle and Reverse Duct

In the unlikely event of a complete hydraulic power failure, a degree of control over the vessel will be
possible by manually moving the Steering Tiller or using a rope to lift the Reverse Duct as described
below.
If applicable, switch any control system into backup mode.
Emergency Manual Steering Control:
 Open the steering by-pass valve on the jet hydraulic power unit, or disconnect the hydraulic hoses at
the steering cylinder.
 Use the Emergency Tiller Extension Lever (or a suitable pipe or lever) to manually move the steering
mechanism inside the boat.
 If necessary, lock the steering in position by closing the Bypass valve.
 A preferred method of control in Multi Jet vessels is to shut down the failed Jet Unit (with the Reverse
Duct raised) and continue using the other Jet Units.
Manual steering is only possible at low RPM
Emergency Manual Reverse Duct Control:

 Attach a rope to the external reverse duct lifting eye (if Present) or around the reverse duct.
 Take the weight of the reverse duct on the rope.
 Open the reverse by-pass valve on the jet hydraulic power or disconnect the hoses to the Reverse
Cylinder.
 Lift or lower the reverse duct as required.
 Lock the Reverse duct into position by closing the Bypass Valve.
Closing the by-pass valves will lock the steering and reverse cylinders only if the hydraulic
circuit is undamaged.
Manoeuvring and Docking

Low Speed Manoeuvring and Docking
Manoeuvre the vessel as follows:-
 Move the Reverse Control Lever to the "Zero Speed" position.
 Set the throttle to 1/3 open - approximately 1,000 R.P.M. (In strong tide or wind, increase the throttle
opening to obtain greater response as required to suit the conditions).
 A slight movement either way from the "Zero Speed" position will be sufficient to move the vessel ahead
or astern until the manoeuvre is complete.
10
 Steering will be very responsive at this throttle opening. Full steering control is available at all
ahead/astern control lever positions and there is no change of steering "sense" at any time.
 Manoeuvre at a fixed throttle setting, working the steering with one hand and the Ahead/Astern Control
Lever with the other hand.
 Do Not Work The Throttles - Leave as set. With Twin Jets, manoeuvring is best carried out
using the Helm with one hand and both Reverse Levers with the other hand.
 Use only Low Engine RPM - High RPM will give faster response but makes control more
difficult.
 If the bow is rotating to starboard, port lock must be used to stop the rotation (or vice versa)
then the Helm is centred to hold the heading.
 If the vessel is moving ahead then the Reverse Lever(s) must be moved astern to bring the
vessel to rest (or vice versa) and then Zero Speed selected to hold the heading.
10-40
Moving Sideways
Figure 97: Moving Sideways, Twin Jets
If the vessel is moving sideways too fast:

 Set the reverse control levers back to zero speed.
 Return the helm to the centre position.
Alternatively set the controls for sideways movement in the opposite direction until the vessel
stops moving then:
 Set the reverse control levers back to zero speed.
 Return the helm to the centre position.
The required control settings will vary according to wind and tide conditions.
With Twin Jets

The following procedure moves the vessel to port. To move to starboard just transpose port and starboard.
Set both Reverse Control Levers to zero Speed and make sure the vessel is stationary.
10
Set both engine RPM's to just above idle with slightly higher RPM on the port side.
1 Set steering to ahead.
2 Move the port reverse control lever to full astern and the starboard lever to full ahead. This will cause the bow of
the vessel to swing to port.
3 Turn the helm to starboard to counteract the port rotation of the vessel.
The vessel will now move sideways to Port.
Adjust the port engine RPM or bring the starboard reverse control lever back to the zero speed position to
prevent fore and aft movement. (Higher RPM moves vessel aft).
When the vessel is positioned correctly, move both reverse control levers back to zero speed and centre
the helm.
10-41
Figure 98: Moving Sideways, Triple Jets
With Triple Jets

Using all three Jets to move sideways gives best results.
The following procedure moves the vessel to port. To move to starboard just transpose port and starboard.
1 Set Steering to ahead, all three reverse ducts to the zero speed position and RPM on all Engines to the same value.
2 Use the centre Jet Reverse Duct to control fore and aft movement (Duct approximately 80% reversed).
3 Move the port reverse control lever to full astern and the starboard lever full ahead. This will cause the bow of the
vessel to swing to port.
4 As the bow begins to swing, turn the Helm to starboard to counteract the port rotation of the vessel. The vessel will
now move sideways to port
5 This method of sideways manoeuvring should result in 33% more side thrust than if only two Jets were used. Once
set up, only the centre jet reverse control lever and the Helm need to be used for controlling the sideways
movement.
10 

If the vessel is moving sideways too fast:
Set the reverse control levers back to zero speed
Return the helm to the centre position.
Alternatively set the controls for sideways movement in the opposite direction until the vessel
stops moving.
The required control settings will vary according to wind and tide conditions.
10-42
To Stop Sideways Movement

 Set the Steering to dead ahead, Throttle RPM to idle and Reverse to Zero Speed before the vessel
reaches the required position.
 Alternatively set the Controls to start sideways movement in the opposite direction until the vessel stops
sideways movement then set the Steering to dead ahead, Throttle RPM to idle and Reverse to Zero
Speed.
Emergency Manouvering
Single Jet Unit
The vessel can be partially manoeuvred by raising the Reverse Duct with a rope and lowering it under its
own weight. The engine must be kept at idle RPM ("Manual Control of Steering Nozzle and Reverse Duct"
on Page 10-40).
Multiple Jet Units
Shut down the engine driving the Jet without reverse and manoeuvre using the other Jet(s).
Cruising
Running at speed with a partially blocked inlet grill or debris on the impeller will result in
cavitation damage to the jet unit.
Care must be taken to prevent cavitation damage to the Jet Units, as described below:
 Acceleration should be gradual. Full power cannot be used at low vessel speeds such as when operating
on one engine only.
 If there is a blockage of the Jet Unit, the engine will run at a higher than normal RPM, the vessel will
accelerate slowly and best speed will be reduced. If such symptoms are noticed, immediately slow the
vessel and clear the blockage.
 In conditions of severe weather or overload, the engine speed should be reduced accordingly.
Shallow Water Operation
Do not run the Jet Unit if the vessel has run aground as damage may occur to the Impellers
and Stator.
It is important to avoid pumping stones, sand, etc, through the Jet Unit as this will blunt and wear the
Impeller.
The following diagrams illustrate good and bad practice:
10
10-43
Figure 99: High Speed Planing in Shallow Water
At high planing speeds, shallow water operation is not a problem until the vessel is nearly grounded
Figure 100: Shallow water Operation Slow Speed
At slow displacement speeds avoid using high RPM in shallow water.
10 Figure 101: Shallow Water Operation Idle
If it is not possible to pick a deep water area to start and stop in, then "idle" over the shallow area into deep
water before accelerating up to planing speed. If any debris has been picked up in the intake screen,
momentarily stopping the engine should allow the debris to drop away from the screen.
10-44
Acceleration to High Speed
Running at speed with a partially blocked intake screen or debris on the impeller will result
in cavitation damage to the jet unit.
When leaving an area of shallow or debris filled water, ensure Jets are well clear of the debris before
accelerating to high speed.
If debris accumulates in the Jet unit, the engine will run at higher than normal RPM and the vessel will
accelerate slowly and may not reach full (planing) speed.
Prior to commencing operations, remove the Inspection Cover and check for debris around the Impeller or
Intake Screen.
Ensure that the water level is below the level of the Inspection Cover before removing.
Aerated Water
Under certain conditions, some Hulls may feed aerated water into the intake of the Jet Units.
When operating in areas where the water may be excessively aerated. (eg. fast flowing rapids or surf) the
following points should be noted:
 There may be a loss in thrust due to the Jet Unit pumping a significant amount of air instead of water.
 The Impeller may unload suddenly causing the engine RPM to fluctuate wildly.
When these symptoms occur, reduce engine speed until the Jet Unit maintains a steady RPM and thrust.
Blockages (Debris in the Jet Unit)

Avoiding Blockages
Water weed, sticks, and other debris will not normally block or harm the Jet Unit. However, it is good
practice to steer around such debris as any obstruction of the Intake Screen, Impeller or Tailpipe Stator
Vanes can affect the Jet Unit's performance.
Detecting Blockages
In debris laden waters it may be necessary to clear the Intake Screens and Impellers before each run. In
many cases the debris is picked up while the vessel is moored, so it is advisable to clear the Intake Screen
in open or clear waters.
10
Any of the following can indicate a blocked Jet Unit:
 Engine unloading (RPM increases).
 Lack of Jet thrust (vessel speed drops).
 Abnormal noise and vibration from the Jet Unit.
10-45
Clearing Blockages
To clear a blocked Jet Unit try the following:
 Slow or stop the engine driving the blocked Jet Unit. The blockage will often clear itself. This operation
works best when the vessel is still moving forward at speed.
 Backflush the blocked Jet Unit (only possible if a reversible gearbox is fitted) as described below:
 Stop or slow the vessel to displacement speed.
 Move the Reverse Duct to the zero speed position.
 Reverse the rotation of the blocked Jet Unit by engaging reverse gear and opening the throttle slightly.
 The above procedure may need too be repeated several times to clear the blockage.
 Remove the Main Inspection Cover on the Intake and manually clear the obstruction.
Inspection Covers
loosened, so that if the water level is higher than expected, the Inspection Cover can be
re-secured.
Using the Inspection Cover
Before Removing an Inspection Cover:-

 Stop all engines.
 Check that the static water level will be below the Intake Inspection Cover Lip.
 If the static water level is too high, ballast should be placed on the bow to raise the stern
high enough to allow the Intake Inspection Cover to be removed.
 Alternatively, an optional Hatch Extension/Overflow Preventor can be fitted to the
Inspection Hatch opening to allow inspection of the Intake at higher water levels.
Overflow Preventer (optional Extra)

The Overflow Preventer is an optional extra for use with Jet Units where the water level is above the
normal level of the Main Inspection Cover.
It is attached to the top of the Intake around the outside of the Main Inspection Cover.
10
10-46
Operating with an Engine and Jet Unit out of Service

If the vessel is operated with an engine and Jet Unit out of service, it is possible for the Mainshaft to rotate
due to water flowing through the Jet Unit. This can lead to damage of the gearbox.
Use of Shaft Brake (if fitted) to stop Mainshaft rotation:
The Shaft Brake should be fitted to the output shaft of the Gearbox. Apply the Shaft Brake to stop the
Mainshaft rotating in Jet Units not in service.
Use of Engine to stop Mainshaft Rotation:
If a Shaft Brake is not fitted, the Jet Unit Mainshaft can be prevented from rotating by engaging the Gearbox
of the Engine which is out of service.
When using this method, it is possible for the Jet Unit to rotate the Engine. If this
occurs, disengage the Gearbox and let the Jet Unit Mainshaft rotate.
Shutting Down the Jet Units After Use

 Ensure the vessel is securely moored.
 Before shutting down the engine, centralise the Steering Nozzle and move the Reverse Lever to the
“Zero Speed” position. This ensures an orderly and fast start-up for the next time the vessel is used.
 Disengage the Jet Unit from the engine by selecting “Neutral” on the gearbox(es).
 Shutdown the engine(s).
10
10-47
HJ292 Installation and Service Manual Technical Drawings
11 - Technical Drawings
In This Section
HJ29201000 Base Jet Assembly ......................................................................... 11-2

HJ29202002 Coupling ....................................................................................... 11-6
HJ29203001 Impellers ....................................................................................... 11-7
HJ29206000 Steering Assembly ......................................................................... 11-8
HJ29207001 Reverse Assembly ......................................................................... 11-11
HJ29207002 Reverse Cylinder Blanking Plugs ................................................... 11-13
HJ29208001 Installation Details GRP with 0deg Shaft Line ............................... 11-14
HJ29208011 Installation Details GRP with 5deg Shaft Line ............................... 11-15
HJ29208002 Installation Details Al with 0deg Shaft Line ................................... 11-16
HJ29208012 Installation Details Al with 5deg Shaft Line ................................... 11-17
HJ29208003 Installation Details Steel with 0deg Shaft Line ............................... 11-18
HJ29208013 Installation Details Steel with 5deg Shaft Line ............................... 11-20
HJ29209001 Screen Rake Blanking Plugs .......................................................... 11-22
HJ29209002 Screen Rake .................................................................................. 11-24
HJ29210004 Hatch Extension ............................................................................ 11-26
HJ29211000 Tool Kit ......................................................................................... 11-27
HJ29213001 Anode Location ............................................................................ 11-30
HM00013001 Corrosion Monitor ...................................................................... 11-31
HJ29230001 General Assembly 0deg Shaft Line ................................................ 11-32
HJ29230012 General Assembly with blueARROW Controls ............................. 11-35
82206 Impeller Dressing Information ................................................................ 11-36
85114 Earth Bonding System ............................................................................. 11-39
205753 Lubrication Chart .................................................................................. 11-40
11
11-1
HJ29201000 Bas e J et Ass embl y
11-2
11-3
11-4
11-5
HJ29202002 Coupling
11-6
HJ29203001 Impellers
11-7
HJ29206000 Steering Assembl y
11-8
11-9
11-10
HJ29207001 Revers e Assembl y
11-11
11-12
HJ29207002 Revers e C ylinder Bl anking Plugs
11-13
HJ29208001 Installati on Details GR P with 0deg Shaft Li ne
11-14
HJ29208011 Installati on Details GR P with 5deg Shaft Li ne
11-15
HJ29208002 Installati on Details Al with 0deg Shaft Line
11-16
HJ29208012 Installati on Details Al with 5deg Shaft Line
11-17
HJ29208003 Installati on Details Steel with 0deg Shaft Li ne
11-18
11-19
HJ29208013 Installati on Details Steel with 5deg Shaft Li ne
11-20
11-21
HJ29209001 Scr een R ake Blanking Plugs
11-22
11-23
HJ29209002 Scr een R ake
11-24
11-25
HJ29210004 Hatch Extensi on
11-26
HJ29211000 Tool Kit
11-27
11-28
11-29
HJ29213001 Anode Loc ati on
11-30
HM00013001 C orrosi on Monitor
11-31
HJ29230001 General Ass embl y 0deg Shaft Li ne
11-32
11-33
11-34
HJ29230012 General Ass embl y with blueARR OW C ontrols
11-35
82206 Impeller Dr essi ng Informati on
11-36
11-37
11-38
85114 Earth Bondi ng System
11-39
205753 Lubrication C har t
11-40
11-41
Notes:
Contact us
Access to HamiltonJet is unrestricted with the global headquarters and factory in New Zealand complemented by
Company Offices in both the United States of America and the United Kingdom.
This network is further enhanced by authorised factory trained Distributors in over 50 locations worldwide to
provide comprehensive logistic support in the form of commissioning assistance, operation and maintenance
training programmes and spare parts supply. Additionally, factory-based field technicians are on permanent
stand-by to travel anywhere in the world at short notice.
HamiltonJet World Headquarters HamiltonJet Europe
Hamilton Jet Global Hamilton Jet (U.K.) Ltd

Lunns Road Unit 26, The Birches Industrial Estate
PO Box 709 Christchurch East Grinstead West Sussex
New Zealand United Kingdom RH19 1XZ
Phone: +64 3 962 0530 Phone +44 1342 313 437
Fax +64 3 962 0534 Fax +44 1342 313 438
Email: marketing@hamjet.co.nz Email: marketing@hamjetuk.com
Internet: http://www.hamiltonjet.co.nz Internet: http://www.hamjetuk.com
HamiltonJet Americas HamiltonJet Asia
Hamilton Jet Inc. Hamilton Jet Pte Ltd

14680 N.E. North Woodinville Way 30 Toh Guan Road
Suite 100 #80-08B ODC Building
Woodinville, WA 98072 Singapore 608840
Phone: +1 425 527 3000 Phone: +65 656 72202
Toll Free: 800 423 3509 Fax: +65 656 74788
Fax: +1 425 527 9188 Email hamiltonjet.asia@hamjet.co.nz
Email: marketing@hamiltonjet.com
Internet: http://www.hamiltonjet.com
Member of the C.W.F. Hamilton Group

HJ292 Product Manual

Uploaded by

Copyright:

Available Formats

HJ292 Product Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

HJ292 Product Manual

Uploaded by

Copyright:

Available Formats

Manual Amendment Summary

Jet or Control Type HJ292

Jet or Control Type HJ292

1 - Introduction ____________________ 1-1

2 - Product Description ___________ 2-1

3 - Design Basics _________________ 3-1

4 - Precautions Against Corrosion __ 4-1

5 - Installation ___________________ 5-7

6 - Commissioning ________________ 6-1

7 - Fault Finding __________________ 7-1

8 - Maintenance __________________ 8-1

9 - Overhaul ______________________ 9-1

10 - Appendix ___________________ 10-1

11 - Technical Drawings ___________ 11-1

Limited Warranty ............................................................................................... 1-2

No representations or express or implied warranty except as herein stated

1 Warranty and Ownership Registration Form

 The Marketing Department, C.W.F. Hamilton & Co Ltd.

Commissioning / In service Date

Office Use Only

General Safety Notice

Multi purpose Lithium Based Grease

Neutral Cure RTV Silicone Sealant

Tenmat® T814 Bedding in Paste.or D Lube Mounting Grease.

Zinc Anti Seize Compound

Loctite® 515 Gasket Eliminator ®

Apply light heat

20:1 Water and household dish washing detergent mix

Introduction ....................................................................................................... 2-1

Today we have over 30,000 units in service world wide.

Coupling and Driveshaft

Dry Run Kit (Optional Extra)

Overflow Preventer/Hatch Extension (Optional Extra)

HJ292 Main Components

Figure 2: HJ292 Jet Unit, Main Components

Propulsion System Design.................................................................................. 3-1

Propulsion System Design

Figure 3: Loads on Hull

Description Symbol Units Value

HJ292 Maximum Hull Reaction Forces

Description Symbol Units Ahead/Steering Reverse

Mono Hulled Vessel

Mono Hull Design

Figure 4: Mono Hull Design

Multi Hulled Vessels

Figure 5: Multi Hull Design

Figure 6: Allowable Trim Tab Location

1 Maximum Size of Trim Tab

Requirements of the Driveline

1 Jet Unit Coupling

Misalignment Absorbing Coupling

Double Element Torsionally Flexible Coupling

Torsionally Flexible Couplings (TFC)

A Double Jointed Coupling is required.

Double Element, Non Torsionally Flexible Couplings

Long Drive Shafts

Universal Driveshaft Alignment

Figure 9: 'W' Configuration Driveshaft

1 Jet Coupling Flange

θ1 and θ2 must be equal