Jet Manual HJ292 089292 R1A36 (BW) PDF

HJ292 Product Manual
HJ292
Jet unit Manual
R1A36
Copyright © 2018 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 Model HJ292
Part number 089292
Revision R1 01/06/11
Amendment A36 04/12/18
Contents
1 - Introduction _______________________________________________________ 1-1

Limited warranty _________________________________________________________ 1-1
Warranty and ownership registration form ____________________________________ 1-3
General safety notice ______________________________________________________ 1-4
Symbols_________________________________________________________________ 1-5
2 - Product Description ______________________________________________ 2-1

Introduction _____________________________________________________________ 2-1
Equipment description _____________________________________________________ 2-2
Main components ___________________________________________________ 2-3
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 ____________________________________________________ 3-8
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 ______________________________________________ 3-11
Critical speed of mainshaft ___________________________________________ 3-12
i
Jet mainshaft alignment___________________________________________________ 3-13
Water offtake ___________________________________________________________ 3-14
Engine location and mounting ______________________________________________ 3-15
General __________________________________________________________ 3-15
Engine shaft rotation _______________________________________________ 3-15
Engine mounting ___________________________________________________ 3-16
Engine systems ____________________________________________________ 3-16
Exhaust systems ___________________________________________________ 3-16
Governor settings __________________________________________________ 3-17
Dry run kit (optional extra) ________________________________________________ 3-17
Scope of use ______________________________________________________ 3-17
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 ______________________________________________ 4-3
Earth bonding system _____________________________________________________ 4-3
Corrosion monitor ________________________________________________________ 4-4
Trim tabs and other submerged fittings _______________________________________ 4-4
Earth connections for electronic equipment ___________________________________ 4-4
Anodes _________________________________________________________________ 4-5
Hull anodes ________________________________________________________ 4-5
Anti-fouling paint _________________________________________________________ 4-5
Anti-seize compound ______________________________________________________ 4-5
Impressed current protection _______________________________________________ 4-6
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
ii
5 - Installation _________________________________________________________ 5-1
General _________________________________________________________________ 5-1
Installation drawings ______________________________________________________ 5-2
Hull preparation __________________________________________________________ 5-2
Installing the intake block _____________________________________________ 5-2
GRP hull intake block ______________________________________________________ 5-2
Fixing the intake block to GRP hulls _____________________________________ 5-3
Cut the transom (If required) __________________________________________ 5-5
Aluminium hull intake block ________________________________________________ 5-6
Fixing the intake block to aluminium hulls _______________________________ 5-6
Prepare the transom_________________________________________________ 5-7
Steel hull intake block _____________________________________________________ 5-7
Electrical isolation ___________________________________________________ 5-7
Preparing the hull cutout _____________________________________________ 5-8
Prepare the transom _____________________________________________________ 5-11
Cut the transom hole _____________________________________________________ 5-11
Equipment preparation ___________________________________________________ 5-12
Removal of components _____________________________________________ 5-12
Mounting the jet unit _____________________________________________________ 5-12
Approved lifting points ______________________________________________ 5-13
Preparation _______________________________________________________ 5-13
Mounting the jet unit to the hull ______________________________________ 5-14
Attach the transom plate to the hull ___________________________________ 5-15
Final assembly _____________________________________________________ 5-17
Multiple jet installations _____________________________________________ 5-18
Engine mounting ___________________________________________________ 5-19
Installation checks for the jet unit _____________________________________ 5-20
6 - 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
iii
7 - Fault Finding_______________________________________________________ 7-1
Jet unit faults ____________________________________________________________ 7-1
Engine RPM increases suddenly ________________________________________ 7-1
Engine RPM decreases _______________________________________________ 7-1
Water leaking from the bearing housing _________________________________ 7-1
Loud high pitched rattling whine _______________________________________ 7-2
Excessive vibrations, gradually increasing ________________________________ 7-2
Engine RPM increases gradually over time, Take off performance poor ________ 7-2
Sudden increase in vibration from the jet unit ____________________________ 7-2
Gradual increase in vibration from the jet unit ____________________________ 7-2
Low engine RPM ____________________________________________________ 7-2
Thrust bearing excessively hot _________________________________________ 7-2
Dry run faults ____________________________________________________________ 7-3
Bearing seizes when dry running _______________________________________ 7-3
Changing sound from the jet unit ______________________________________ 7-3
Excessive scouring of the shaft sleeve ___________________________________ 7-3
Reverse system faults _____________________________________________________ 7-3
Reverse duct will not move ___________________________________________ 7-3
Reverse duct creeping down from the raised position ______________________ 7-3
Oil leaking from the reverse cylinder ____________________________________ 7-3
Reverse duct will not go fully down or stay down __________________________ 7-4
Loss of hydraulic oil _________________________________________________ 7-4
Water leaking in around the front head _________________________________ 7-4
Poor reverse thrust __________________________________________________ 7-4
Poor forward thrust _________________________________________________ 7-4
Steering system faults _____________________________________________________ 7-5
Steering nozzle slow to respond _______________________________________ 7-5
Steering jamming ___________________________________________________ 7-5
8 - Maintenance _______________________________________________________ 8-1

General _________________________________________________________________ 8-2
Jet surface coating procedure _______________________________________________ 8-2
Introduction and scope_______________________________________________ 8-2
Application of antifoul coatings ________________________________________ 8-3
Maintenance of waterjet coatings ______________________________________ 8-4
Preservation (pre installation) _______________________________________________ 8-8
iv
Preservation (post installation) ______________________________________________ 8-8
Servicing intervals ________________________________________________________ 8-9
HJ Jet unit service intervals ___________________________________________ 8-9
Daily "pre use" servicing checks _______________________________________ 8-10
Jet unit servicing details ___________________________________________________ 8-10
Thrust bearing _____________________________________________________ 8-10
Marine bearing: ___________________________________________________ 8-10
Water seal: _______________________________________________________ 8-11
Anodes: __________________________________________________________ 8-11
Screen rake and bearings ____________________________________________ 8-11
Steering cotter pins_________________________________________________ 8-11
Steering linkages: __________________________________________________ 8-12
Steering shaft and bushes ___________________________________________ 8-12
Steering crank _____________________________________________________ 8-12
Steering nozzle ____________________________________________________ 8-12
Cylinders and Hoses ________________________________________________ 8-12
Reverse cylinder shaft ______________________________________________ 8-12
Driveshaft: ________________________________________________________ 8-12
Insulation checks (steel hulls only)_____________________________________ 8-12
Jet unit ________________________________________________________________ 8-13
Impeller blades: ___________________________________________________ 8-13
Marine bearing: ___________________________________________________ 8-13
Reverse duct: _____________________________________________________ 8-13
Steering and reverse linkages_________________________________________ 8-13
Tailpipe, nozzle and nozzle housing: ___________________________________ 8-13
Jet unit paintwork: _________________________________________________ 8-14
Excessive wear: ____________________________________________________ 8-14
Tools __________________________________________________________________ 8-14
Threaded fasteners ______________________________________________________ 8-15
Thread locking agents _______________________________________________ 8-15
Recommended oils and lubricants __________________________________________ 8-15
Care and storage of spare V-belts ___________________________________________ 8-16
9 - Overhaul____________________________________________________________ 9-1
General information _______________________________________________________ 9-2
Introduction _______________________________________________________ 9-3
v
Servicing hydraulic equipment _________________________________________ 9-4
Recommendations for the fitting of oil seals ______________________________ 9-5
Care of jet unit paintwork ____________________________________________ 9-5
Torqueing sequence of nuts ___________________________________________ 9-6
Anode replacement _________________________________________________ 9-6
Refitting locating dowels _____________________________________________ 9-7
Reverse duct overhaul _____________________________________________________ 9-8
Reverse duct overhaul _______________________________________________ 9-8
Reverse cylinder overhaul ___________________________________________ 9-10
Reverse duct refit to jet unit _________________________________________ 9-21
Steering assembly overhaul ________________________________________________ 9-23
Steering assembly removal __________________________________________ 9-23
Steering shaft removal ______________________________________________ 9-25
Steering shaft bushes _______________________________________________ 9-26
Steering crank bush ________________________________________________ 9-29
Nozzle assembly removal ____________________________________________ 9-30
Nozzle insert ______________________________________________________ 9-31
Steering nozzle removal _____________________________________________ 9-32
Overhaul the steering nozzle _________________________________________ 9-33
Refit the steering nozzle _____________________________________________ 9-34
Adjusting nozzle end float ___________________________________________ 9-35
Lip seal replacement ________________________________________________ 9-36
Nozzle assembly refit to jet unit_______________________________________ 9-36
Refit the steering shaft ______________________________________________ 9-37
Refit the steering cylinder ___________________________________________ 9-37
Adjust the steering linkage ___________________________________________ 9-37
Bearing housing assembly overhaul _________________________________________ 9-38
Remove the oil pump _______________________________________________ 9-38
Removing the coupling ______________________________________________ 9-39
Removing the bearing housing ________________________________________ 9-40
Water seal ________________________________________________________ 9-41
Disassemble the bearing housing______________________________________ 9-44
Refit the bearing housing __________________________________________________ 9-45
Refit the KMT nut __________________________________________________ 9-48
Refit the bearing cap________________________________________________ 9-49
Refit the coupling __________________________________________________ 9-50
Refit the oil pump __________________________________________________ 9-50
Internal intake anode replacement __________________________________________ 9-51
vi
Tailpipe area overhaul ____________________________________________________ 9-52
Impeller - checking for wear __________________________________________ 9-52
Remove the tailpipe ________________________________________________ 9-53
Tailpipe overhaul __________________________________________________ 9-54
Impeller - overhaul _______________________________________________________ 9-56
Remove the impeller _______________________________________________ 9-57
Wear ring removal and replacement ___________________________________ 9-60
Impeller overhaul __________________________________________________ 9-63
Tailpipe area re-assembly ____________________________________________ 9-64
Overflow preventer/hatch extension (optional extra) ___________________________ 9-68
Hatch extension _________________________________________________________ 9-68
Fitting the hatch extension ___________________________________________ 9-69
Screen rake assembly overhaul (if fitted) _____________________________________ 9-70
Remove the intake screen ___________________________________________ 9-71
Screen rake removal ________________________________________________ 9-71
Screen rake reassembly _____________________________________________ 9-72
Screen rake blanking plugs ________________________________________________ 9-74
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
vii
Temperature readings _____________________________________________ 10-22
Speed trial readings _______________________________________________ 10-22
Aluminium weld procedure _______________________________________________ 10-24
Tightening torques ______________________________________________________ 10-26
Nut tightening torques _____________________________________________ 10-26
Screw tightening torques ___________________________________________ 10-27
Stud installation __________________________________________________ 10-28
Set screws _______________________________________________________ 10-29
Hydraulic cylinder piston ___________________________________________ 10-29
Hydraulic fittings __________________________________________________ 10-30
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 __________________________________________________________ 10-38
Starting up _______________________________________________________ 10-38
Ahead, zero speed and astern controls ________________________________ 10-38
Power assisted slowdown __________________________________________ 10-39
Steering _________________________________________________________ 10-39
Manual control of steering nozzle and reverse duct ______________________ 10-40
Emergency manoeuvring ___________________________________________ 10-41
Manoeuvring and docking __________________________________________ 10-41
Cruising _________________________________________________________ 10-44
Shallow water operation ___________________________________________ 10-44
Acceleration to high speed __________________________________________ 10-45
Aerated water ____________________________________________________ 10-46
Blockages (debris in the jet unit) _____________________________________ 10-46
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
viii
HJ292 Product Manual Introduction
1 - Introduction
In This Section
Limited warranty ................................................................................................................... 1-1

Warranty and ownership registration form .......................................................................... 1-3
General safety notice ............................................................................................................ 1-4
Limited warranty
Terms of coverage
C.W.F. Hamilton & Co. Ltd. (HamiltonJet) 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 HamiltonJet within the
warranty period, HamiltonJet'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 HamiltonJet.
 Defective products shall be returned to HamiltonJet or its authorised service representative for
inspection with transportation charges prepaid by the purchaser to the location specified by HamiltonJet.
 This warranty only applies where the product is shown, to the satisfaction of HamiltonJet, to be defective
in material or workmanship during the warranty period.
 HamiltonJet 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 HamiltonJet determines it is unable to
repair or replace any component part(s) found to be defective in materials and/or workmanship,
HamiltonJet's warranty liability shall be limited to payment by HamiltonJet 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 HamiltonJet.
 All warranty claims shall be lodged with HamiltonJet or its authorised distributor.
Warranty period
 The warranty period for HamiltonJet products is limited to a period of twenty-four (24) months from the
date of original shipment from the HamiltonJet factory, or twelve (12) months from the vessel launch
date, whichever occurs first.
1-1
Introduction HJ292 Product Manual
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 HamiltonJet, 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.
 HamiltonJet 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.
Warranty does not extend to failures, damages or defects resulting from the following:
 What HamiltonJet 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 HamiltonJet.
 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 HamiltonJet Product Manual and the applicable HamiltonJet
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 HamiltonJet Product Manual, and a Jet
Mainshaft critical speed check carried out to HamiltonJet's written satisfaction.
Warranty does not cover or provide payment or reimbursement for the following:
 Any repairs or alterations carried out with the use of parts or accessories not manufactured by
HamiltonJet or its authorised representatives.
 Items incorporated in any HamiltonJet product (other than by HamiltonJet) 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.
 Any product which may have been serviced, repaired or altered in any way by anyone other than
HamiltonJet or a HamiltonJet authorised facility.
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 HamiltonJet 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 HamiltonJet 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]
1-2
Warranty and ownership registration form

To allow HamiltonJet 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
HamiltonJet 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 HamiltonJet. 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
1-3
General safety notice

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.
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.
Link:
This symbol informs you where to find additional important information on a topic.
(►Page)
1-4
Symbols
Common symbols used throughout this manual:
Loctite®:
Grade of Loctite will be shown in the illustration
Multipurpose marine grade 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
The illustrations used throughout this manual are there to enhance the explanation of the
installation and overhaul procedures.
They may not necessarily reflect the jet model that this manual refers to.
1-5
1-6
HJ292 Product Manual Product Description
2 - Product Description
In This Section
Introduction ........................................................................................................................... 2-1

Equipment description .......................................................................................................... 2-2
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 and
today we have over 30,000 units in service worldwide.
2-1
Product Description HJ292 Product Manual
Figure 1: Hamilton Quinnant Jet, Circa 1953
With a complete range of models suitable for power inputs of up to 10000kW per unit, the Hamilton waterjet
is 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 world's leading certifying authorities.
The global HamiltonJet organisation provides full support through factory support staff, regional offices and
an extensive network of factory trained distributors in over 50 locations worldwide.
Equipment description
The HamiltonJet HJ series is a range of highly efficient single stage waterjets suitable for propelling craft
typically up to 20metres in length and 30tonnes displacement, at speeds up to 50knots. Generally, high
speed diesel engines drive HJ series waterjets directly.
The HamiltonJet HM & HT series are larger single stage waterjets suitable for vessels typically up to 65m in
length. Generally, high speed diesel engines drive HM & HT series waterjets via a reduction gearbox.
Mounted partly inboard at the stern of the vessel, the HamiltonJet waterjet consists of a totally integrated,
jet mounted hydraulic steering, reverse and control system package.
The waterjet draws water through an intake screen at the base of the intake. The intake screen mounts 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 fully transmits 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 duct, directs the jet
stream back underneath the hull to provide powerful astern thrust.
The reverse duct can be set to a "zero speed" position (where the ahead and astern thrusts are balanced) at
which point full steering is still available.
Selecting infinitely variable forward and reverse control by varying the position of the reverse duct combined
with the highly efficient steering results in unparalleled vessel control and manoeuvrability.
2-2
Main components
Intake block
The Intake block forms the inlet for the jet unit. It is either moulded, welded or bolted (depending on hull
material) into an opening in the hull bottom.
Intake
Cast from high silicon aluminium alloy, the intake bolts to the intake block and represents the main structural
body of the jet unit. The intake is capable of transmitting the full thrust of the jet unit to the hull bottom.
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, the thrust bearing absorbs the thrust generated by the impeller.
No external thrust bearing is required.
Water seal
The water seal Mounts on the mainshaft aft of the bearing housing and stops water entering the bearing
housing or the vessel.
Coupling and driveshaft

The 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.
Impeller
The impeller is a mixed flow type, capable of pumping large volumes of water at relatively low pressures. It
provides high propulsive coefficients 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.
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 converts 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, the steering assembly consists of a nozzle housing, nozzle insert and
steering nozzle.
The steering nozzle mounts inside the nozzle housing on vertical pivot pins and rotates 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 any disturbance by the steering mechanism, thus maximising steering efficiency.
2-3
Reverse duct
Can be positioned up or down by the reverse cylinder.
Incorporated into the reverse duct is a splitter which divides and angles 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. The transom seal bolts to the vessel
transom and incorporates a rubber ring which seals around the jet unit.
Screen rake
Available as an optional extra, 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 that can operate out of the water for short periods of
time. Standard rubber marine bearings must always be operated wet.
Dry run kit (optional extra)

Available as on optional extra, the jet unit can be fitted with a dry run kit.
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 operate out of the water for short periods of
time. Standard rubber marine bearings must not operate dry.
Overflow preventer/hatch extension (optional extra)

The overflow preventer or hatch extension, is an optional extra for use with jet units where the water level
(when the vessel is fully laden) is above the normal level of the main inspection cover.
The overflow preventer attaches to the top of the intake around the outside of the main inspection cover.
2-4
Figure 2: Jet unit, main components

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
2-5
2-6
HJ292 Product Manual Design Basics
3 - Design Basics
In This Section
Propulsion system design ...................................................................................................... 3-1

Hull design ............................................................................................................................. 3-4
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
Propulsion system design

Jet unit selection
Jet unit selection is a complex task. Consult HamiltonJet 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 Product 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
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, use the following approximate equation to adjust the hull reaction forces.
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. Contact HamiltonJet for guidelines
on suitable hull shapes, performance and engine matching.
Mono hulled vessel

Aerated water generated by the vessel’s bow wave must not pass directly aft to the jet unit intake(s).
 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 appendages that may create turbulent water
flow into the jet unit(s) must not be fitted in front of or adjacent to the jet unit intakes. Refer to figure:
Mono hull design (► page 3-4).
For directional stability at speeds over 30knots, use monohedron (constant deadrise) hulls without
appendages.
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 jet unit when the engine is started..
For applications using multiple jet units, contact HamiltonJet for jet unit spacing details.
Mono hull design

1 Strakes inside width of intake should stop 0.5
metres aft of dynamic air/water interface.
2 Keep the shaded areas free of any appendages
including water pickups.
3 Air/water interface.
4 Strake.
5 Jet unit intake.
Figure 4: Mono hull design
3-4
Multi hulled vessels

It is possible to fit Jet units in catamaran and some trimaran hulls.
These types of vessels can trap air between the hulls. Make sure that this trapped air does not enter the jet
unit intake(s).
To avoid this, make sure 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.
In all cases when using jet units with these types of hulls, consult HamiltonJet.
Figure 5: Multi hull design
Trim tabs
Find more information here (► page 4-4) regarding the fitting of trim tabs.
When moving astern, trim tabs mounted alongside the jet unit, will interfere with the reverse jetstream
reducing thrust. Therefore do not mount trim tabs beside the jet unit.
Mount trim tabs 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 HamiltonJet if further information is 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 thrust bearing carries 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 thrust bearing will not withstand excessive radial loads caused by adapters and belt
pulleys overhanging the jet coupling flange.
 The thrust bearing will not withstand excessive loads produced by rigid drivelines which
do not accommodate misalignment resulting from engine movement or hull flexing.
 The driveline must not impose any axial force in the aft direction. On installation there
should be a small gap between the waterjet and driveline coupling that closes when
tightening the bolts.
 There is a limit to the driveshaft weight that the jet unit can support.
Requirements of the driveline

The driveline:
 Must allow for parallel and angular misalignment.
 Must allow for axial movement due to bearing end float, heat expansion, and hull flexing.
 Must not exceed the allowable weight at the jet coupling. (Affected by critical speed calculation)
 Must have at least one torsionally flexible element of sufficiently low stiffness to prevent resonance
within the operating speed range.
 Does not have to transmit thrust loads as the jet unit absorbs these.
 Must transmit the torque to the Jet Unit with an acceptable life expectancy.
Always do a torsional vibration analysis on the complete drive train. The vibratory torque should not exceed
10% of the nominal torque for most applications. The resultant torque must always be in the same direction
and carefully checked at engine idle speed.
Engineering checks
Consult all component suppliers (including driveline, engine and jet suppliers) 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 HamiltonJet.
 Critical speed check for whirling of the driveshaft: Consult driveline supplier.
 Engine to jet alignment: Consult HamiltonJet and driveline supplier.
 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).
3-7
Driveline options
The above diagram shows the different types of driveline components and their uses. Note that this diagram
is a guide only.
Always contact HamiltonJet before designing the driveline.
Driveline components
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 900mm to 3,000mm. The maximum allowable weight at the jet unit
coupling and the critical speed of the mainshaft will limit the length of the driveshaft.
Double element torsionally flexible coupling

Use a double element torsionally flexible driveshaft with support bearings as illustrated below.
The engine is located in line with the jet unit. This type of coupling allows the engine to be flexibly mounted.
Length is from approximately 200mm (8") upwards. The maximum allowable weight at the jet unit coupling
will limit the length of the driveshaft.
Examples of these couplings are Centaflex and Mega flex.
3-8
Figure 8: Double element torsionally flexible coupling

1 Jet coupling
2 Coupling adaptor
3 Torsionally flexible coupling
4 Centring support bearing
5 Fly wheel
Torsionally flexible couplings (TFC)

The torsional vibration analysis will determine the quantity and position of torsionally flexible couplings. Fit
at least one TFC either:
 Between the engine and the gearbox.
 Immediately between the gearbox and any shafting leading to the jet unit.
Gear coupling
The coupling consists of two steel hubs with crowned teeth that engage in a flanged sleeve with internal
straight parallel teeth. As a result of the teeth curvature, the hubs can oscillate in the flanged sleeve if shaft
misalignment occurs.
The double jointed coupling compensates for angular misalignment and radial offset while also allowing axial
end float. It is torsionally rigid.
Follow the manufacturer's recommendations regarding installation and alignment.
A double jointed coupling is required.
Double element, non torsionally flexible couplings

These are a metal disc or diaphragm type couplings and allow for a small angular misalignment and radial
offset as well as axial movement, but are torsionally rigid.
Examples are Centadisc and Metaflex
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:
 HamiltonJet recommends the use a fixed lineshaft supported on pedestal bearings.
 Use 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 directly attach the
lineshaft to the gearbox flange using normal propeller shafting criteria.
Mount the gearbox rigidly to avoid misalignment.
3-9
Universal driveshaft alignment

There are only two possible centreline locations for jet unit and gearbox.
 'W' configuration
 'Z' configuration
Assemble universal driveshafts with the yokes (forks) in the same plane.
Install the heavier splined end of the driveshaft 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.
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.
It is very important to position the engine so that the universal joints of the driveshaft have
equal offset angles.
Refer to the driveshaft manufacturers recommendations for joint angles (typical range is
between 1.5 and 5degrees).
Figure 9: 'W' configuration driveshaft

1 Jet coupling flange 3 Jet mainshaft axis
2 Engine / gearbox flange
θ1 and θ2 must be equal

If X1 = X2 and both input and output axis meet at point P, then θ1 = θ2
The best method of alignment is to mount pointers on the jet coupling (or output) flange and the 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
Figure 10: 'Z' configuration driveshaft

1 Jet coupling flange 4 Engine /gearbox axis
2 Engine/coupling flange 'L' Axial distance between the universal driveshaft yokes
3 Jet mainshaft axis 'Q' Offset
θ1 and θ2 must be equal

Offset = L x Tanθ
Jet coupling flange details

Refer to the following technical drawing(s) in the back of this manual:
 HJ29202002 - Coupling.
Moments of inertia
Carry out a torsional vibration analysis for the complete driveline including engine flexible coupling, gearbox,
driveshaft and jet rotational assembly, especially where a universal driveshaft does not utilise a torsionally
resilient member or gearbox.
It is the boat builder’s responsibility to make sure that either the engine manufacturer or the flexible
coupling manufacturer performs a vibration analysis on the driveline.
To allow for a torsional vibration analysis, HamiltonJet provides the following moments of inertia data for the
jet unit.
Mainshaft dimensions
1 Mainshaft
2 Coupling
3 Impeller
4 Thrust bearing
5 Marine bearing
CoG Impeller centre of gravity
D1 180
D2 810
D3 172
D4 42
D5 776
D6 101
Figure 11: Mainshaft dimensions
HJ292 mainshaft dimensions

D1 180
D2 810
D3 179 (Aquadrive CVA Coupling 202)
D4 90
D5 708
D6 117 (Aquadrive CVA Coupling 140)
3-11
HJ292 moments of inertia table

Item Description Type Mass Polar Mol - Shaft
(kg) dry (kg.m²) Stiffness
kNM/rad
1 Mainshaft Ø57.15 11.9 0.0049 108
2 Coupling 150mm 4.743 0.0079
1610 4.75 0.0124
CV42 7.5 0.029
3 Impeller 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) 14.7 0.11
4 Bearing
5 Centre of Gravity
6 Water Lubricated Bearing
To convert to engine speed for torsional vibration analysis calculations, divide moments of inertia
and stiffness values by gear ratio squared.
Critical speed of mainshaft

Contact your local HamiltonJet distributor for advice when calculating the critical speed of the
jet unit mainshaft.
Fit the heavier splined end of the universal driveshaft towards the engine.
If a heavy driveline is used then carry out a transverse vibrational analysis of the jet unit mainshaft.
3-12
Jet mainshaft alignment

If the jet unit mainshaft is inclined at an angle of 5° to the intake block base and the port and starboard jets
mount 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 unit mainshaft when mounting the jet unit 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.
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°
30° 2.5° 4.3°
3-13
Water offtake
A 186kW
B 96kW
C 40kW
D 12kW
E 6kW
F 3kW
The graph shows flow rates
at zero speed
Figure 13: Water offtake pressure / flow
The jet unit is fitted with a water offtake which may be used as a supplementary water supply (e.g. for deck
wash) or engine cooling.
The water offtake is fitted with a 1¼" BSP plug [A].
Fit the supplied 1¼" hose tail [B] to the water offtake to
allow for the connection of a hose.
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.
Do not feed the water directly to the engine without a raw water pump unless:
 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.
3-14
To be sure of correct water flow for engine cooling, use a conventional water pick-up and engine raw water
pump.
It is possible to use the jet water offtake for a deck cleaning hose but the pressure is not high enough to be
used for a fire hose.
If the engine is fitted with a gearbox or clutch, do not use the jet water offtake for engine cooling
since the jet water offtake will provide no water when the jet unit is disengaged.
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 unit.
Engine location and mounting

General
Position the engines to give the craft the most suitable fore and aft trim for the proposed boat speed.
For semi-planing and moderate planing speed craft, position the engine(s) well forward towards amidships
for best trim and speed.
For very high speed vessels the position the engine(s) aft, close to the jet unit, to obtain best trim and speed.
Contact your local HamiltonJet distributor for advice or follow the boat designer's recommendations.
Engine shaft rotation

Shaft rotation is defined as clockwise or anti-clockwise (clockwise or counter clockwise) when viewing the
shaft from the waterjet looking forward in the vessel towards the engine, as shown in the following figure.
Shaft rotation is reversed when the waterjet is back flushing.
1: Waterjet
2: Engine
A: Clockwise engine shaft rotation
B: Anti-clockwise engine shaft rotation
Drive shaft rotation must be anti-clockwise for HJ292

waterjets.
3-15
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 directly transmits from the
jet unit directly to the hull.
Flexible engine mounts reduce vibration and noise. Use these in conjunction with a driveshaft system which
does not cause a radial or side load at the jet coupling as the engine moves.
For steel hulls

Make sure the driveline electrically isolates the engine 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.
Locate the engine exhausts above the waterline.
Water containing exhaust gasses 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.
1 Exhaust outlets
2 Exhaust Gasses
3 Water Flow
4 Chine
5 Keel
Figure 14: Exhaust system layout
3-16
Governor settings
The no load governor setting (or high idle) on diesel engines, should be set well clear of the full throttle RPM
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. Use a calibrated hand tachometer to measure the RPM.
If there is no gearbox fitted, then disconnect the driveline at the engine flywheel and check RPM.
Example:
 If the maximum RPM for driving the jet unit is 2800rpm, then the governor should not begin to operate
until at least 2850rpm. On most diesel engines this means the "no load" governor setting (or "high idle")
should be at least 3050rpm (i.e. 250rpm 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.
Dry run kit (optional extra)

Available as on optional extra, the jet unit can be fitted with a dry run kit.
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 operate out of the water for short periods of
time. Standard rubber marine bearings must not operate dry.
Scope of use
Because there is no cooling for a dry run system, the water seal 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 1000rpm
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 use in dirty water for long periods is expected, then regular checks of the marine bearing wear will be
necessary.
3-17
3-18
HJ292 Product 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 ................................................................................................................. 4-4
Trim tabs and other submerged fittings ................................................................................ 4-4
Earth connections for electronic equipment ........................................................................ 4-4
Anodes ................................................................................................................................... 4-5
Anti-fouling paint ................................................................................................................... 4-5
Anti-seize compound ............................................................................................................. 4-5
Impressed current protection ............................................................................................... 4-6
Steel hulls and carbon fibre reinforced F.R.P. hulls............................................................... 4-6
General
 85114 - Earth Bonding System.
 HM00013001 - Corrosion Monitor.
 HJ29213003 - Anode Location
To prevent corrosion, vessels using HamiltonJet waterjet units must be bonded and wired as
described in this section.
Electrical wiring system

Always seek the guidance of local inspecting authority rules.
4-1
Precautions Against Corrosion HJ292 Product 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 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.
Find further information (including circuit diagrams) in American Boat and Yacht Council (ABYC) publication
E-11 AC and DC electrical systems on boats.
4-2
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 HamiltonJet.
 A correctly wired polarization transformer in conjunction with a galvanic isolator is acceptable for
connecting to an AC shore power system.
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 14.5sq mm cross
section area (e.g. 5mm diameter) to give very low (e.g. 0.01Ohm) 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.
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.
4-3
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.
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 unit, 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

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 400mm 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 25mm 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 protruding inboard to which all the zero voltage
wires from equipment are connected.
 Connect the earth plate using an insulated wire to the vessels "earth bonding system".
4-4
Anodes
The Jet unit will be fitted with one or more anodes to protect against corrosion.
The anodes are made from aluminium alloy to MIL-A-24779 (SH).
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 0.2Ohms.
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.
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.
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 apply copper oxide based anti-fouling paints.
Do not paint over the anodes.
Anti-seize compound
Anti-seize compounds
Do not use anti-seize compounds that contain graphite, nickel, copper or metal flake - these will
cause corrosion.
Anti-seize compounds, usually containing zinc flakes, are available for aluminium.
4-5
Impressed current protection

Use impressed current protection if desired. Follow the supplier's 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.
Steel hulls and carbon fibre reinforced F.R.P. hulls

For steel 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)

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

Regularly check the insulation between the jet unit(s) and the steel hull.
With the vessel out of the water
 Rinse the sea salt from the jet unit/hull area using fresh water.
 The resistance between the jet unit(s) and the hull should be greater than 1000 Ohms.
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 2000mV).
 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).
4-6
HJ292 Product Manual Installation
5 - Installation
In This Section
General .................................................................................................................................. 5-1

Installation drawings ............................................................................................................. 5-2
Hull preparation .................................................................................................................... 5-2
GRP hull intake block ............................................................................................................. 5-2
Aluminium hull intake block .................................................................................................. 5-6
Steel hull intake block............................................................................................................ 5-7
Prepare the transom ............................................................................................................. 5-11
Cut the transom hole............................................................................................................. 5-11
Equipment preparation ......................................................................................................... 5-12
Mounting the jet unit ............................................................................................................ 5-12
General
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 unit.
Before using any Loctite® product, please read and understand the Loctite® Application
Guide (► page 10-3).
When using marine sealant, bolt and tighten all components within 2 hours of
application.
Once fitted, the intake block becomes part of the hull structure.
It is the designer's responsibility to be satisfied that the strength of attachments and the
integrity of this area are in accordance with hull design criteria and any classification
society or other marine authority involved.
5-1
Installation HJ292 Product Manual
Installation drawings
Refer to the correct installation drawings in the back of this manual when cutting the holes in the hull. Cut-
out sizes and locations will vary depending on hull type, jet configuration etc.
Refer to the relevant Installation drawings as well as these instructions when installing this jet unit.
HJ29208001 Installation Details for GRP Hulls with 0 degree shaft line
HJ29208002 Installation Details for Aluminium Hulls with 0 degree shaft line
HJ29208003 Installation Details for Steel Hulls with 0 degree shaft line
HJ29208011 Installation Details for GRP Hulls with 5 degree shaft line
HJ29208012 Installation Details for Aluminium Hulls with 5 degree shaft line
HJ29208013 Installation Details for Steel Hulls with 5 degree shaft line
Hull preparation
Cut openings in the bottom of the hull to fit the intake blocks
The central longitudinal and keel plate strip should be in position before installing the intake blocks.
The transom should be in place before installation of the intake blocks.
Installing the intake block

The intake block forms the inlet for the jet unit. It is either moulded, welded or bolted (depending on hull
material) into an opening in the hull bottom.
The intake block carries the jet unit and transmits the propulsive loads into the hull.
Once fitted, the intake block becomes an integral part of the hull.
GRP hull intake block

Manufactured from LM6 grade aluminium, the intake block comes 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.
5-2
Fixing the intake block to GRP hulls
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, mount the intake block 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.
 90° for 0° mainshaft angle
 For centre-mounted jets, provide a smooth triangular surface 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 underside of the hull and the intake block, at the front and
rear, are smooth to within 2mm.
5-3
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
After moulding, bolt the intake block in place in the hull

 Drill holes at the dimples in the bottom of the intake block, up through the intake block flange and hull
 Countersink the holes.
 Apply a bead of marine sealant (F) to the bolt holes and under the head of the bolts (F).
 From under the hull, fit countersunk bolts up through the hull and through the intake block.
 From inside the vessel fit the flat and spring washers and nuts
 Tighten nuts to the specified torque. Find tightening torques for fasteners here (► page 10-26)
The fixing of the intake block, the cross members to the hull and the strength of the
transom must be sufficient to carry the loads imposed by the jet unit on the hull.
5-4
Cut the transom (If required)
Figure 17: Cutting the transom

1 Cut out the transom
2 Fibreglass or weld the cutout back to the transom at the correct angle
3 Brace the cutout
X 90° for 0º shaftline, 95° for 5º shaftline
An area at the transom must be prepared at the correct angle to accept the transom plate.
If the transom is not at the correct angle, do the following:
 Cut out a rectangular section from the transom approximately 100mm 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.
 Depending on hull type, weld or fibreglass the cut out back to the transom.
 The transom thickness adjacent to the jet unit should be a minimum of 20mm.
 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.
5-5
Aluminium hull intake block

Manufactured from LM6 grade aluminium, the intake block comes ready to weld into a prepared opening in
the bottom of the hull.
The aluminium plating of the Hull should be one of the following types 5083, 5086, 6061, 6063, 6101, 6202,
6151, or 6951. If not, consult HamiltonJet.
Weld the intake block into the hull using the weld procedure shown here (► page 10-24).
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 and position 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 welding
 Weld the intake block to the hull as detailed on the installation drawing.
 Grind flat where necessary.
5-6
Prepare the transom

2 Weld the cutout back to the transom at the correct angle
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.
 Weld this section back into the transom using spacers to obtain the correct angle.
 90deg for 0º shaftline
Steel hull intake block

An LM6 grade aluminium intake block is supplied ready to bolt into the bottom of the hull.
When mounted in a steel hull, the jet unit and transom plate must be electrically isolated from the hull to
prevent jet unit corrosion.
To achieve this, gaskets and insulating bushes are used.
Electrical isolation
When mounted in a steel hull, the jet unit and transom plate must be electrically isolated from the hull to
prevent jet unit corrosion.
To achieve this, gaskets and insulating bushes are used.
5-7
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
Preparing the hull cutout

 Form a recess 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.
After welding the angles into the hull, 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 angle
with the drill when it breaks through.
 Remove the intake block, countersink and deburr the holes.
5-8
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.
5-9
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.
 Apply a bead of marine sealant (F) to the bolt holes and under the head of the bolts (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 should be
greater than 1000 Ohms
 If satisfactory fit the remaining bolts nuts and washers.
 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 areas of the insulating gasket.
5-10
Prepare the transom

2 Weld the cutout back to the transom at the correct angle
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.
 Weld this section back into the transom using spacers to obtain the correct angle.
Cut the transom hole
Figure 24: Cut the hole in the transom
 Once the transom has been prepared, a hole can be cut for the jet unit.
 Refer to the appropriate installation drawings for the size of the cutout.
5-11
Equipment preparation
Do not unpack the jet unit until it is required for installation. This will prevent mechanical damage and entry
of foreign matter into the jet. Unpack carefully to prevent damage and loss of small items.
Removal of components
Figure 25: Removal of components before installation
The steering crank (A), reverse duct (B) and tailpipe (C) 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 to the appropriate area in the overhaul section and assembly drawings for details.
Mounting the jet unit

Spiral wrap protects all cylinder shafts during shipping. Carefully remove the wrap before first
operation.
Do not unpack the jet unit until it is required for installation. This will prevent mechanical
damage and entry of foreign matter into the jet. Unpack carefully to prevent damage and loss
of small items.
5-12
Approved lifting points
Figure 26: 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, tailpipe and steering nozzle have been removed.
 Make sure the lifting slings do not foul on the reverse cylinder.
Preparation
Trial fit the jet unit onto the intake block to check the locations of the jet unit and the hole in the transom
 From inside the hull, use approved lifting equipment to lower the jet unit onto 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.
5-13
Mounting the jet unit to the hull

Fitting the studs
Fit all the studs into the intake block.
Screw the stud into the casting until the thread just
disappears.
Do not thread past this point.
Fix the studs into the intake block using Loctite®

263. Find instructions for the correct use of
Loctite® here (► page 10-3).
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
Apply a 6-8mm bead of marine sealant (F) to the top of the

intake block and on the underside of the jet intake flange.
Using approved lifting equipment, gently lower the jet unit
over the studs in the intake block.
Fasten the jet unit intake to the intake block with flat
washers, spring washers and nuts [C, B, A].
Tighten all fasteners to the specified torque. Find
tightening torques for fasteners here (► page 10-26).
Remove any excess marine sealant.
A 201310 M10 nut

B 201395 M10 spring washer
C 201384 M10 flat washer
D 110431 M10x55 stud
After mounting the jet unit to the intake block, fit the
intake screen [A] from underneath the hull.
5-14
Attach the transom plate to the hull

 Drill the dimples in the transom plate to 8.5mm.
 Remove all burrs, swarf and sharp edges after drilling.
 Position the transom plate centrally over the jet unit intake and up against the transom.
 Rotate to position the transom plate on the jet unit vertical centreline, square with the intake flange.
 Using the transom plate as a template, mark the mounting holes onto the transom.
 Drill all the holes in the transom 8.5mm diameter.
 Remove all burrs, swarf and sharp edges after drilling.
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

Smear the transom plate o-ring with grease (A) and fit
into the seal groove on the jet intake[B C].
Do not to get any grease on the transom where
applying the sealant.
If used, apply marine sealant (F) to the outside of the

insulating bushes and fit to the transom plate mounting
holes [A]
New bushes must be trimmed to length. Insulating
bushes are only required with steel hulls.
5-15
Apply marine sealant (F) to the mating face of the

transom and transom plate [B].
If used, apply sealant to both sides of the insulating
gasket [A].
Fit the insulating gasket into position on the transom
making sure the holes align. The sealant should hold
the gasket in position.
The insulating gasket is only required with steel

hulls
Slide the transom plate over the o-ring and up against

the vessel transom (or insulating gasket if used).
Bolting the transom plate to steel hulls:

Apply a bead of marine sealant (F) to the bolt holes
and under the head of the bolts (F)
From outside the vessel
Fit bolts and flat washers through the insulating
bushes and vessel transom [A, B, C].
Bolting the transom plate to GRP and aluminium

hulls:
Apply a bead of marine sealant (F) to the bolt holes
and under the head of the bolts (F)
Fit bolts through the transom plate and vessel
transom [A].
5-16
Apply Loctite® 263 to the threads of the bolts. Find

instructions for the correct use of Loctite® here (►
page 10-3).
Fit flat washers, spring washers and nuts to the bolts
[A, B, C].
For steel hulls, make sure the insulation

resistance between the jet unit and the vessel
hull is greater than 1000 Ohms (► page 4-6).
Tighten nuts to the specified torque. Find tightening

torques for fasteners here (► page 10-26)
Remove any excess marine sealant.
For GRP hulls only:

The continuity strap is required with GRP hulls to bond
the transom plate to the jet unit [A].
Fit the strap between the transom mounting bolts and
one of the oil cooler cover bolts [B].
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 the reverse duct.
Refer to the appropriate area in the overhaul section and assembly drawings for details
5-17
Multiple jet installations

 Refer to drawing:
 CTSJK04010 Tie rod kit.
In multiple jet installations using manual controls, mechanically link the jet units using 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.
Centring the steering
Before fitting the steering tie rods, centre all steering nozzles.
Temporarily clamp the nozzles in position so that the tillers cannot move.
The tie rod length is adjustable to allow accurate centring of the jet.
Twin jet tie rod arrangement
X = 1500mm (maximum tie rod length eye to eye)

ø = Hull deadrise angle
Triple jet tie rod arrangement
X = 1500mm (maximum tie rod length eye to eye)

ø = Hull deadrise angle
5-18
Tillers
A Starboard arrangement
B Centre and port arrangement
1 102834 Cotter
2 102993 M10 special flat washer
4 201310 M10 nut
Fit the tiller cotter pins must as shown in the above diagram.
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 directly transmits from the
jet unit directly to the hull.
Flexible engine mounts reduce vibration and noise. Use these in conjunction with a driveshaft system which
does not cause a radial or side load at the jet coupling as the engine moves.
General
Position the engines to give the craft the most suitable fore and aft trim for the proposed boat speed.
For semi-planing and moderate planing speed craft, position the engine(s) well forward towards amidships
for best trim and speed.
For very high speed vessels the position the engine(s) aft, close to the jet unit, to obtain best trim and speed.
Contact your local HamiltonJet distributor for advice or follow the boat designer's recommendations.
5-19
Installation checks for the jet unit

After installation, do the following checks to ensure correct installation.
Spiral wrap protects all cylinder shafts during shipping. Carefully remove the wrap before
first operation.
Carefully inspect all hydraulic cylinder shafts and pushrods for scratches, paint, weld splatter,
dirt or any other contamination.
To prevent damage to the seals, these shafts must be perfectly clean before operating the
hydraulics.
Anti-fouling paints
HJ274 to HJ364 jet models have optional paint finishes: 'grey gloss' or 'antifoul' schemes.
HJ403 and larger are available with the antifoul scheme only.
The jet unit must have additional coats of antifoul applied typically within two weeks of the
launch of the vessel (refer to the antifoul manufacturers datasheet).
The supplied antifoul coating will require light abrasion and cleaning prior to further
application of antifoul (► page 8-2).
Do not apply copper oxide based anti-fouling paints since these will cause jet corrosion. Only
use antifoul for which the paint manufacturer has stated suitability for use on aluminium
substrates.
Jet unit mounting

Check the following:
 Check the fairing of the intake block to the underside of the hull. Contours should be smooth with no
steps or protrusions greater than 2mm.
 There are no flow obstructions forward of the intake block. Refer to figure: Mono Hull Vessel (► page 3-
4).
 Check for distortion or gaps between the intake block and the intake base flange.
 The marine 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.
 Engine exhausts are above the expected waterline or well clear of the waterjets.
 The hull trim tabs (if fitted) will not interrupt reverse flow from the jet units.
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 greater than 1000 Ohms).
 Check the insulation between the jet unit and the hull (Resistance is greater than 1000 Ohms).
 Check that the intake block gasket fits properly and is not protruding into the water passage.
For GRP hulls
 Make sure that continuity strap has been fitted between the transom plate and the jet unit.
 Check for electrical continuity between the transom plate and the intake.
5-20
Jet unit, general

 Make sure that the impeller matches the engine rating. View the impeller part number (stamped on the
impeller hub) through the main inspection hatch.
 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 and greased and that the tightening torque
on inspection cover securing nuts is correct.
 Before operating the jet for the first time, check that the grade and quantity of grease in the bearing
housing is correct (► page 10-32).
 Water off-take connections (if fitted) must be correctly fitted and secure. Unused water off-takes must
be fitted with plugs
 Any internal and external anodes are in place and not painted over.
 The alignment of the steering linkage rod ends and clevises are in the same plane, inboard and outboard.
Application of antifoul to new jets
HJ274 to HJ364 jet models have optional paint finishes: 'grey gloss' or 'antifoul' schemes. HJ403 and larger
are available with the antifoul scheme only.
The intention is for vessels that are not continually afloat, for example trailered boats, use the grey gloss
scheme. Do not apply antifoul paint directly over the gloss paint, as the antifoul will not adhere.
For the antifoul scheme, the wetted surfaces of the waterjet, 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 its effectiveness in preventing bio-fouling accumulation. Before
launching the vessel, follow one of the following processes:
1 Restore the antifoul effectiveness by wet sanding or abrading the surface using abrasive hand pads
(Scotch-Brite).
2 Apply additional coats of antifoul as follows:
 Degrease (with a water soluble degreaser).
 Wet sand or abrade the antifouled surface using abrasive hand pads (Scotch-Brite).
 Apply additional coats of antifoul. Up to three layers of Trilux antifoul may be applied, any further coats
do not offer better fouling protection. Masking of the impeller and mainshaft is optional as it is
acceptable to have overspray on the mainshaft and impeller.
The factory application of antifoul is a single coat. To provide optimal effectiveness and life of the antifouling,
HamiltonJet recommends the application of addition coats of antifoul.
Anti-fouling paints
5-21
Drive shaft
HamiltonJet recommends that a qualified driveline specialist install and align the driveshaft.
HamiltonJet must check and approve all driveline details.
For universal joint drive shafts:

 Yoke offset angles are in the same plane, are equal and less than 5°.
 Yokes are in the same plane (► page 3-10).
For line shafts supported by bearings:
 Align support bearings with the engine flywheel.
 Position outer support bearings 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 greater than 1000 Ohms).
5-22
HJ292 Product Manual Commissioning
6 - Commissioning
In This Section
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
The information in this section is for the use of HamiltonJet representatives. Refer to the controls system
manual for details of commissioning checks specific to the controls system.
Securely moor the vessel during commissioning as the jet unit can produce large thrust forces.
Make sure that the bearing housing is filled with the correct amount and grade of grease
(► page 10-32).
6-1
Commissioning HJ292 Product Manual
Pre-launch checks
Spiral wrap protects all cylinder shafts during shipping. Carefully remove the wrap before first
operation.
Carefully inspect all hydraulic cylinder shafts and pushrods for scratches, paint, weld splatter, dirt or
any other contamination.
To prevent damage to the seals, these shafts must be perfectly clean before operating the
hydraulics.
Anti-fouling paints
HJ274 to HJ364 jet models have optional paint finishes: 'grey gloss' or 'antifoul' schemes. HJ403 and
larger are available with the antifoul scheme only.
The jet unit must have additional coats of antifoul applied typically within two weeks of the launch
of the vessel (refer to the antifoul manufacturers datasheet).
The supplied antifoul coating will require light abrasion and cleaning prior to further application of
antifoul (► page 8-2).
Do not apply copper oxide based anti-fouling paints since these will cause jet corrosion. Only use
antifoul for which the paint manufacturer has stated suitability for use on aluminium substrates.
Check the security of all inspection hatch covers.

For steel hulls, make sure the insulation resistance between the jet unit and the vessel hull is greater than
1000 Ohms (► page 4-6).
Post launch checks

Before starting the engine(s), check the following:
 There are no water leaks:
 At the transom seal.
 At the intake base.
 Visually check for water leaks from under the bearing housing
 The waterline is at least up to the mainshaft centreline. This will allow the jet unit to prime (pump water
properly) when the engine is started.
 The vessel is securely moored fore and aft in deep water and well clear of other objects or craft.
 Jet hydraulic power units are filled with the correct grade and amount of grease or oil.
 Control checks have been done (refer to the controls manual supplied with the jet unit).
6-2
HJ292 Product Manual Commissioning
Engine running checks (vessel moored)

Do not run the waterjet out of the water unless it is fitted with a dry run kit, or the marine
bearing and mainshaft water seal are kept wet by some means.
 With the reverse lever set to zero speed, start the engine(s) and have the engine supplier's
representative can carry out engine checks.
 If the jet unit water offtake supplies the engine cooling water, confirm where possible that water is
coming out of the engine exhaust outlets.
 Periodically check that the engine is running at the correct operating temperature. 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).
 Periodically check the bearing housing temperature. The bearing housing operating temperature should
not exceed 80°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 cylinder and not the steering linkages limit the steering travel.
 After stopping the engines, check the hydraulic system oil level and refill if required.
6-3
Commissioning HJ292 Product Manual
Vessel speed and handling trials

A HamiltonJet distributor should be present to observe, record and verify results.
In the event of any problems, immediately reduce power and return to the mooring. Do not
operate the waterjet until the fault is rectified.
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 the jet unit and driveshafts are running smoothly (no vibration) over the entire engine operating speed
range (i.e. from idle to full ahead).
Regularly check and record the bearing housing's surface temperature.
 Due to friction caused by the seals, the bearing housing will be warm.
 Bearing operating temperature should not exceed 80°C.
 A faulty bearing can be heard and felt as vibration through the bearing housing and is likely to cause
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 the 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, verify the jet unit revolutions using a hand held tachometer at the jet unit coupling.
If possible, record vessel speed at varying engine revolutions.
Record the vessel trim, loading etc.
After initial trials (after engine shutdown)

 Do any after trial maintenance that may be required (► page 8-9).
 Ensure that all important information recorded during trials is stored for later reference.
 Check for water leaks around the waterjet, especially at the transom at the intake block and under the
bearing housing (water seal leaks).
 For steel hulls, make sure the insulation resistance between the jet unit and the vessel hull is greater
than 1000 Ohms (► page 4-6).
6-4
HJ292 Product Manual Fault Finding
7 - Fault Finding
In This Section
Jet unit faults ......................................................................................................................... 7-1

Dry run faults ......................................................................................................................... 7-3
Reverse system faults ............................................................................................................ 7-3
Steering system faults ........................................................................................................... 7-5
The following pages contain solutions to problems that may occasionally occur:
 Locate a symptom similar to that experienced.
 Try each solution, starting with the simplest until the fault is rectified.
 For further information refer to the pages indicated.
Jet unit faults

Engine RPM increases suddenly
Possible cause Solution
Screen blocked Remove the blockage (► page 10-46)
Object jammed in stator Remove the object (► page 10-46)
Air is getting into the jet unit Check that the inspection hatch covers are fitted correctly
Blockage in the jet unit Remove the blockage (► page 10-46)
Engine RPM decreases

Screen blocked Remove the blockage (► page 10-46)
Object jammed in stator Remove the object (► page 10-46)
Air is getting into the jet unit Check that the inspection hatch covers are fitted correctly
Water leaking from the bearing housing

Faulty water seal Inspect and replace the water seal (► page 9-41)
7-1
Fault Finding HJ292 Product Manual
Loud high pitched rattling whine

Blocked intake screen
Faulty thrust bearing Inspect and repair/replace thrust bearing (► page 9-38)
Cavitation Check Impeller
Blunt or damaged impeller
Excessive impeller tip clearance
Wrong impeller type fitted
Overloaded vessel
Weight too far aft
Bad weather or sea conditions
Excessive vibrations, gradually increasing

Worn marine bearing Inspect and repair/replace marine bearing (► page 9-54)
Bearing water drain blocked Remove the blockage (► page 10-46)
Worn driveshaft universal joint Refer manufacturer's documentation
Engine RPM increases gradually over time, Take off performance poor
Worn or blunt impeller Inspect and repair impeller
Excessive impeller tip clearance
Sudden increase in vibration from the jet unit

Debris stuck in impeller Remove the blockage (► page 10-46)
Gradual increase in vibration from the jet unit

Worn driveshaft joints Refer manufacturer's documentation
Worn marine bearing Inspect and repair as necessary (► page 9-54)
Low engine RPM

Problem with engine Refer manufacturer's documentation
Incorrect impeller or nozzle insert selection Contact HamiltonJet. Refer to drawing: Impeller Drawing
Thrust bearing excessively hot

Thrust bearing failure Overhaul/replace thrust bearing (► page 9-38)
Water seal failure Replace water seal (► page 9-41)
7-2
Dry run faults

Bearing seizes when dry running
Possible Cause Solution
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

Possible Cause Solution
Impeller hitting the wear ring nut due to worn dry run Replace bearing and or sleeve (► page 9-54, ► page 9-55)
bearing Check the wear ring for Wear Ring Removal and Replacement
(► page 9-59)
Excessive scouring of the shaft sleeve

Operating in dirty water Do not use high RPM in water when starting off
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
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 and purge the hydraulic system.
Leaky hoses Repair or replace leaking hoses and fittings
Bent reverse cylinder rod Overhaul reverse cylinder and replace the rod (► page 9-9)
Refer to the controls manual supplied with the jet unit for details of the hydraulic system.
Reverse duct creeping down from the raised position

Cylinder hose leaking Repair or replace leaking hoses and fittings.
Cylinder oil seal failure Overhaul the reverse cylinder (► page 9-9).
Refer to the controls manual supplied with the jet unit for details of the hydraulic system.
Oil leaking from the reverse cylinder

Cylinder oil seal failure Overhaul the reverse cylinder (► page 9-9)
7-3
Reverse duct will not go fully down or stay down

Back pressure too low. The back pressure should be Replace the pressure relief valve Refer to HamiltonJet.
500psi (34bar) at a flow of 9litres per minute.
Loss of hydraulic oil

Cylinder oil seal failure Overhaul the reverse cylinder (► page 9-9)
Leaking hoses and fittings Repair or replace leaking hoses and fittings
Damaged cylinder Overhaul the reverse cylinder (► page 9-9)
Water leaking in around the front head

Cylinder seal failure Overhaul the reverse cylinder (► page 9-9)
Poor reverse thrust

Reverse duct not traveling 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 (► page 3-5)
Engine exhaust being ingested into the intake Reposition engine exhausts to above the water line (► page
3-16)
Poor forward thrust

Reverse duct not travelling fully up Determine the reason and correct
Overhaul the reverse cylinder (► page 9-9)
Overhaul the reverse duct
7-4
Steering system faults

Steering nozzle slow to respond
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 (► page 9-23).
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 flanged bushes and spacing washers on Remove pivot pins, flanged bushes and spacing washers. Check for
the nozzle. wear.
Also check seal ring for wear and damage.
Replace with new parts as necessary (► page 9-23).
Steering crank shaft or steering crank worn or loose. Check the steering crank shaft and steering crank for wear. Replace
or repair as necessary (► page 9-23).
Corrosion build-up around the steering push rod or Clean up shaft. Replace seals and bushes where necessary (► page
steering shaft seal bush. 9-23).
Steering nozzle pivot pins loose or bent. Tighten or replace pivot pins (► page 9-23).
Steering nozzle or steering housing deformed by Remove, rebuild or replace as necessary (► page 9-23).
impact.
Steering jamming
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 (► page 9-23).
Steering nozzle pivot pins loose or bent. Tighten or replace pivot pins (► page 9-23).
Steering nozzle or steering housing deformed by Remove, rebuild or replace as necessary (► page 9-23).
impact.
7-5
7-6
HJ292 Product Manual Maintenance
8 - Maintenance
In This Section
General .................................................................................................................................. 8-1

Jet surface coating procedure ............................................................................................... 8-2
Preservation (pre installation) ............................................................................................... 8-8
Preservation (post installation) ............................................................................................. 8-8
Servicing intervals .................................................................................................................. 8-9
Jet unit servicing details ........................................................................................................ 8-10
Jet unit ................................................................................................................................... 8-13
Tools ...................................................................................................................................... 8-14
Threaded fasteners................................................................................................................ 8-15
Recommended oils and lubricants ........................................................................................ 8-15
Care and storage of spare V-belts ......................................................................................... 8-16
8-1
Maintenance HJ292 Product Manual
General
This maintenance schedule is for normal operating conditions and assumed vessel usage of 2000 operational
hours per year.
If the jet unit operates in an environment which exposes the control equipment to salt spray e.g. an open
vessel, grease all linkages on a weekly basis.
The overhaul section of this manual provides removal and refitting instructions for the various jet unit
components.
Inspection covers
Extreme care is required when removing inspection hatch covers while the vessel is afloat, as
water may enter the vessel through these openings.
Before fully removing the inspection hatch cover nuts, loosen the inspection hatch cover. If
the water level is higher than expected, then the inspection hatch cover can easily be re-
secured.
Never leave inspection covers removed without continuous monitoring of the water levels.
Before removing an inspection cover:

 Stop all engines.
 Check that the static water level will be below the inspection cover lip.
 If the static water level is too high, place ballast on the bow to raise the stern high enough
to allow removal of the inspection cover.
 Alternatively, fit an optional hatch extension/overflow preventer to the inspection hatch
opening to allow inspection of the intake at higher water levels.
When servicing hydraulic equipment, it is important to read and understand the general notes
in the overhaul section (► page 9-3).
Jet surface coating procedure

Introduction and scope
The purpose of this procedure is to outline the correct method for applying surface coatings to HamiltonJet
waterjet units. This procedure covers the following:
 Application of antifoul coatings to new jets.
 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.
This procedure does not define factory production processes for paint application (refer to drawing 111178
for production process), however this procedure is applicable for production surface coating repair
processes.
8-2
Application of antifoul coatings

Application of antifoul over grey gloss
Trilux antifoul is not normally applied over the grey gloss, as jets are available ex-factory with the antifoul
applied to the wetted surfaces. The antifoul requires an epoxy tie coat, and it is not recommended to apply
this tie coat to the grey gloss as 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 necessary 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" below.
 Apply a tie coat of Interprotect, or alternatively Intergard 263 or Intercure 200 if Interprotect is
unavailable. Masking of the impeller and mainshaft is optional as it is acceptable to have overspray on
the mainshaft and impeller.
 Apply antifoul. Up to three layers of Trilux antifoul may be applied; and any further coats do not offer
better fouling protection.
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 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 manufacturer’s specifications and
recommendations for application.
Anti-fouling paints
8-3
Maintenance of waterjet coatings

Recommended paint systems
The aluminium components of HamiltonJet waterjet units are coated with a 3-coat paint system for both the
grey gloss and the antifoul schemes, as listed in the table below. The system consists of:
 a zinc chromate etching surface primer
 an epoxy primer, and either
 a top coat of grey coloured polysiloxane gloss or
 a top coat of black coloured Trilux antifoul
The painted steel and stainless steel components of HamiltonJet waterjet units are coated with a 3-coat
paint system for both the grey gloss and the antifoul schemes, as listed in the table below. The system
consists of:
 a surface primer
 an epoxy primer tie-coat, and either
 a top coat of grey coloured polysiloxane gloss or
 a top coat of black coloured Trilux antifoul
8-4
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 technical data sheet for the coating compatibility, correct
application thickness and minimum/ maximum recoat times.
System Product Regional Product Name
US & Canada Europe, UK & Asia South America NZ & Australia
Africa
Work Preparation International 950 Super Cleaner Super Cleaner Super Cleaner Awlgr Awlwash
Wash Cleaner
Cleaning
Bare metal Awlprep Plus Awlprep Plus Awlprep Plus Awlprep Plus Awlprep Plus
Solvent Wash Wax and Grease Wax and Grease Wax and Grease Wax and Grease Wax and Grease
Remover T0115 Remover T0115 Remover T0115 Remover T0115 Remover T0115
Aluminium Viny-lux Abrade, then Abrade, then Abrade, then Etch Primer for
Surface Primer Primewash immediately immediately immediately Aluminium Alloys
Aluminium apply Epoxy apply Epoxy apply Epoxy
Grey Gloss
Primer Primer Primer
Systems
Primer Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Grey Gloss Interfine 878 Interfine 878 Interfine 878 Interfine 878 Interfine 878
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
Aluminium
Primer Primer Primer
Antifoul Systems
Antifoul Primer Interprotect, Interprotect, Interprotect, Interprotect, Interprotect,
Intergard 263, or Intergard 263, or Intergard 263, or Intergard 263, or Intergard 263, or
Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Antifoul Trilux 33 Trilux 33 Trilux 33 Trilux 33 Trilux 33
Steel and Stainless

Surface Primer Interprime 820 Interprime 820 Interprime 820 Interprime 820 Interprime 820
Steel
Grey Gloss
Systems
Primer Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Grey Gloss Interfine 878 Interfine 878 Interfine 878 Interfine 878 Interfine 878
Steel and Stainless

Surface Primer Interprime 820 Interprime 820 Interprime 820 Interprime 820 Interprime 820
Steel
Antifoul Systems
Antifoul Primer Interprotect, Interprotect, Interprotect, Interprotect, Interprotect,
Intergard 263, or Intergard 263, or Intergard 263, or Intergard 263, or Intergard 263, or
Intercure 200 Intercure 200 Intercure 200 Intercure 200 Intercure 200
Antifoul Trilux 33 Trilux 33 Trilux 33 Trilux 33 Trilux 33
8-5
Bare metal refurbishment - aluminium

The aluminium castings used in the manufacture of HamiltonJet waterjet units 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 coating to ensure a good bond is achieved. Masking of
the impeller and mainshaft is optional as it is acceptable to have overspray on 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.
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 parts finished with the grey gloss scheme, mask the remaining paint as
applying epoxy primer over the gloss finish is not recommended. Within 30 minutes of abrading the
aluminium surface, a coat of aluminium surface primer (epoxy primer or zinc chromate etch primer) should
be applied to seal the exposed aluminium surface.
It is extremely important to apply the first paint coating within 30 minutes of abrading the bare
aluminium in order to achieve the optimum paint adhesion and therefore paint life.
The use of a zinc chromate etch primer will provide optimum paint system performance in terms of corrosion
protection. Etch primer must only be applied to bare metal, and the coating should be very thin as 'thick'
layers of etch primer lack peel strength - refer to the manufacturer’s specifications and recommendations for
application.
The next step is to apply the epoxy primer. Two coats of epoxy primer are generally required to achieve an
adequate paint dry film thickness.
If filling is required to repair the metal surface, apply a suitable marine epoxy filler. The filler should be
applied after application of the epoxy primer. Sand the filler to achieve a smooth surface and then apply a
further coat of epoxy primer over the filler.
Finally, apply the appropriate top coats to the primed surfaces.
8-6
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 pushrods, bearings and seals are not blasted and that blast media does not contaminate
bearings, bushes, and seals.
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 parts finished with the grey gloss scheme, mask the remaining paint as
applying epoxy primer over the gloss finish is not recommended.
Within 4 hours (steel) or 1 hour (stainless steel) of abrasive blasting, a coat of steel surface primer must be
applied to seal the surface - refer to the manufacturer’s specifications and recommendations for application.
If filling is required to repair the metal surface, apply a suitable marine epoxy filler. The filler should be
applied after application of the epoxy primer. Sand the filler to achieve a smooth surface and then apply a
further coat of epoxy primer over the filler.
The next step is to apply the primer/tie coat to provide further corrosion protection and good adhesion for
the top coat.
Finally, apply the appropriate top coats to the primed surfaces.
Application of topcoats to primed surfaces

Ensure the correct primer has been applied for the intended topcoat.
Ensure topcoat is applied within the minimum and maximum recoat times specified on the manufacturer's
technical data sheet. 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 gloss paint areas had been masked for application of primer, then remove masking in preparation
for over-coating with the gloss finish.
When fully 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 a top coat of gloss or antifoul.
Anti-fouling paints
Application of grey gloss over existing grey gloss

The grey gloss top coat is based on polysiloxane technology. When applying grey gloss over existing grey
gloss (in sound condition), the existing paint requires abrading to provide a key for the new coating. A tie
coat is not used, as an epoxy tie coat is not recommended on a polysiloxane coating.
For touch up repairs to the 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 two 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 the waterjet 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 over-coated with Interfine 1080.
8-7
Preservation (pre installation)

Jet storage prior to installation:
Provide the following storage requirements to prevent damage or deterioration of equipment:
 Temperature must be between 10°C and 40°C and above the "dew point" (so no condensation can form).
 Rotate the mainshaft through several revolutions once a month.
To protect hydraulic fittings, either:
 Protect from corrosion by coating with a thin layer of rust preventative oil or
wrap with oil impregnated corrosion protection tape.
 To prevent hydraulic seals bonding to shafts, operate cylinders a small amount every 3 months.
Open the by-pass valves (where fitted) to allow manual movement of the cylinders.
To prepare the jet unit for use:

 Check that the bearing housing has been filled with approved grease or oil (► page 10-32).
Preservation (post installation)

Do not run the waterjet out of the water unless it is fitted with a dry run kit, or the marine bearing
and mainshaft water seal are kept wet by some means.
When the vessel is not operational for an extended period, follow procedures below to prevent marine
growth and corrosion problems.
If the jet unit is to be laid-up, do the following:
 Clean down the whole jet unit and wash inside and out with fresh water.
 Hose the inside of the jet through the intake grill and the nozzle. Allow to dry completely.
 Spray with a suitable corrosion protection oil such as Shell Ensis.
 Oil and lubricate all moving parts.
If the jet is to remain moored, do the following:
 Actively prevent marine growth through the following procedures:
 Paint the inside and outside of the jet unit with antifouling compound.
 Keep light away from the jet unit.
 Moor in deep water.
 Place an opaque cover over the steering nozzle to stop light entering the inside of the jet unit.
 In shallow water fit an opaque cover over the intake screen.
Do the following at an interval ranging from 1 week to 1 month depending on local

marine growth conditions.
 Rotate the mainshaft through several revolutions once a month This can be done manually if the engine
cannot be started.
 Every month, move the reverse duct and steering nozzle fully several times. Leave the reverse duct in the
raised position and the steering push rod fully retracted.
Before moving any controls, remove any marine growth from the steering and reverse cylinder
shafts or pushrods. This will prevent damage to the seals that the shafts or rods pass through.
8-8
Servicing intervals
Vessel usage is assumed to be 2000 operational hours per year.
Vary the frequency of the service intervals to suit actual operating conditions.
Carry out a complete examination of the jet unit after the first 2000 hours operation and thereafter every
5000 hours.
Do this examination with the vessel out of the water.
HJ Jet unit service intervals
1000 hours
2000 hours
5000 hours
1st 5 hours
100 hours
500 hours
3 months
Monthly
Daily
Item Actions Refer to section:

Thrust bearing Lubricate Thrust Bearing (► page 8-10)
Water seal Check for leaks Water Seal (► page 8-11)
Anodes Check condition Anodes (► page 8-11)
Steering crank Check condition Steering Linkages (► page 8-12, ► page 5-17)
cotter pins
Steering crank Grease, check Steering Linkages (► page 8-12, ► page 5-17)
wear
Steering shaft & Grease, check Steering shaft and bushes (► page 8-12)
bushes wear
Steering linkages Check integrity Steering Linkages (► page 8-12, ► page 5-17)
Nozzle and nozzle Check vertical end Steering Nozzle (► page 8-12).
housing float
Screen rake and Check and Screenrake (► page 8-11)
bearings lubricate
Drive shaft Lubricate Lubricate every 500 hours or as recommended by the manufacturer
Complete jet unit Examine and Jet Unit (► page 8-13)
repair
Steel hulls Insulation checks Checking the Insulation (► page 8-12)
8-9
Daily "pre use" servicing checks

Check the following areas 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 when removing inspection hatch covers while the vessel is afloat, as water
may enter the vessel through these openings.
Before fully removing the inspection hatch cover nuts, loosen the inspection hatch cover. If the
water level is higher than expected, then the inspection hatch cover can easily be re-secured.
Reverse hydraulic oil lines:

 Check for oil leaks, especially after adding oil to the system.
Steering hydraulic oil lines:
 Check for oil leaks around cylinders, hoses and fittings.
Position indicator sensors (if applicable):
 Check for loose electrical connections and linkages.
Thrust bearing housing:
 Check for signs of water leaking from under the bearing housing (leaking water seal). If leaking, replace
the water seal as soon as possible otherwise water could contaminate the bearing oil causing corrosion
and failure of the thrust bearing.
Jet unit servicing details

Thrust bearing
Grease every 100 hours (or 3 monthly whichever comes first).
 Grease with a good quality lithium based ball bearing grease.
 Normal operating temperature is around 50°C (120°F) and is dependent on engine power and seawater
temperature, but the bearing can operate up to 70°C. The seals will generate most of the heat.
Do not over grease, use only 30ml of grease.
Marine bearing:
The wear should be checked when the jet unit is overhauled (► page 9-54).
Do not run the waterjet out of the water unless it is fitted with a dry run kit, or the marine bearing
and mainshaft water seal are kept wet by some means.
8-10
Water seal:
Check for water leaks daily:
 Visually check for water leaks from under the bearing housing.
 Any water found indicates that the water seal is faulty. Replace the water seal as it is not serviceable (►
page 9-41).
Anodes:
Refer to drawing:
 HJ29213003 - Anode Location
The earth 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 two thirds corroded (► page 9-6).
For vessels that are continually afloat, check the condition of external anodes every 3 months.
Rapid anode consumption may indicate shore connection problems. Refer here (► page 4-2) for more
information on shore connections.
For trailer boats (and other vessels that are afloat only periodically) anode consumption will be low.
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
Typically replace all anodes 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. Clean rather than replace any anode expected to corrode less than two thirds by
the next maintenance haul-out.
Clean the anodes as follows:
Remove marine growth by water blasting.
If a hard scale layer forms on the anodes, then clean them using coarse aluminium oxide sandpaper.
Sand anodes by hand or use an orbital, or disc sander.
Do not use a wire brush since this can cause metallic contamination of the anode, making it
ineffective.
Screen rake and bearings

Check operation every 100 operational hours (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.
Steering cotter pins

Daily:
 Check the condition of the cotter pins.
 Check that the nuts are tight.
8-11
Steering linkages:
Visually check monthly
 Make sure that all linkages are secure
Check monthly
 Make sure there are no missing or damaged pivot pins, split pins or washers
 Make sure that all rod ends and clevises are in good condition
Steering shaft and bushes

Grease every 100 hours (or 3 monthly whichever comes first):
 Lightly grease with water repellent grease.
 Check for play in steering shaft and bushes there should be no binding.
Steering crank
Grease every 3 months.
 Lightly grease with water repellent grease.
 Make sure the crank fits securely.
 Make sure the crank is not bent and that there is no wear in the crank ball.
Steering nozzle
Every 100 hours (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 (► page 9-35).
Cylinders and hoses

Check after the first 5 hours and then monthly:
 Check cylinders and hydraulic hoses for any signs of oil leaks, damage or corrosion of the fittings.
Reverse cylinder shaft

Grease every 100 hours (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.
Driveshaft:
Lubricate every 500 operational hours or to suit the manufacturer's recommendations:
 Follow the manufacturer's recommendations for the type of driveshaft used.
Insulation checks (steel hulls only)

Check the insulation monthly.
Check that the insulation between the jet unit and the hull of the vessel is greater than 1000 Ohms (► page
4-6).
8-12
Jet unit
Carry out a complete examination of the jet unit after the first 2000 hours operation and thereafter every
5000 hours.
Do this examination with the vessel out of the water.
It may be necessary to dismantle the jet unit to access some of its internal parts. Refer to the overhaul
section for dismantling and reassembly procedures.
Impeller blades:
Check clearance (► page 9-52):
 Carefully remove the inspection hatch cover
 Use feeler gauges to check the clearance between the tips of the impeller blades and the wear ring at
each side of the impeller (not top and bottom).
Look for corrosion and damage on all surfaces.
Check the impeller leading and trailing edges for damage or wear.
Marine bearing:
Check the marine bearing for scoring or localized wear. Replace if worn or damaged
To check the bearing for wear:
 Push the mainshaft hard from side to side.
 Use feeler gauges to measure the total movement at the impeller tips
 Replace if necessary.
Diametrical clearance
New min clearance New max clearance Max wear limit
0.06 0.35 0.6
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 (► page 9-54).
8-13
Jet unit paintwork:

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, inspect the complete jet unit internally and externally for faults, corrosion, or
breakages. Clean down and repaint the castings where necessary (► page 8-2).
Anti-fouling paints
cause corrosion.
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.
Tools
The following tools are required for normal maintenance activities.
Tool Description
Torque wrench ¾"sq/drive Capacity up to 800Nm (590lbf ft) (for impeller nut)
Torque wrench ½" sq/drive Capacity up to 200Nm (145lbf ft)
Ratchet, torque bar and short ½" & 1" sq/drive
extension
Sockets A/F ½" sq/drive 13mm, 19mm, 24mm
Sockets A/F 1" sq/drive 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
8-14
Threaded fasteners
Tightening torques
Tighten all threaded fasteners to the correct torque as specified in the appendix (► page 10-26),
and any relevant assembly drawing.
Thread locking agents

Some fasteners require thread locking agents to prevent loosening.
Before using any Loctite® product, please read and understand the Loctite® Application Guide (►
page 10-3).
 The Loctite® application guide describes most Loctite® applications.

 The relevant assembly drawings will show any special Loctite® applications.
Recommended oils and lubricants

Refer here (► page 10-32) for Information on oils and lubricants.
cause corrosion.
8-15
Care and storage of spare V-belts

Spare V-belts must be correctly stored to maintain their properties and qualities over a period of several
years:
Store room:
The store room should be dry and free from dust.
V-belts should not be stored together with solvents and chemicals etc.
Temperature:
The recommended storage temperature is +15°C to +25°C.
Light:
Protect V-belts from direct sunlight or strong artificial light.
Ozone:
Store rooms should not contain any ozone production items.
E.g. Fluorescent lights, mercury vapour lamps or high voltage electrical equipment etc.
Dampness:
Store rooms should not be damp. Ideally the relative humidity should be below 65%.
Storage:
V-belts should be stored without tension.
Do not stack V-belts more than 300mm high.
On board emergency spares:
There are emergency spare V-belts mounted around the vessel drive shaft(s). Protect these V-belts from
greases, oils, moisture and dust. This can be achieved using an industrial PVC cling wrap or similar.
Securely mount these V-belts away from the drive shaft making sure not to kink or hold them under tension.
Since the storage environment for these V-belts can be less than ideal, regularly inspect the stored belts
along with the in-service V-belts to ensure they have not deteriorated or been damaged.
It is recommended that when the vessel is in for routine service, the emergency spare V-belts are inspected,
and if fit for use, installed on the jets until the next service period. Then replace the emergency spares with
new V-belts
Belt life:
Well stored V-belts will be fit for service for approximately ten years from date of manufacture (potentially
more in ideal conditions).
Belts stored in machinery spaces such as wrapped emergency spares should typically be fit for service for six
years from date of manufacture.
HamiltonJet supplied Optibelt branded belts have the date

of manufacture printed on the belt.
A two digit number defines the month of manufacture and
a symbol represents the year, the following symbols
represent the year of manufacture.
For example:
The belt in the image displays a manufacturing date of
October 2016.
8-16
HJ292 Product Manual Overhaul
9 - Overhaul
In This Section
General information .............................................................................................................. 9-2

Reverse duct overhaul ........................................................................................................... 9-8
Steering assembly overhaul .................................................................................................. 9-23
Bearing housing assembly overhaul ...................................................................................... 9-38
Refit the bearing housing ...................................................................................................... 9-45
Internal intake anode replacement ....................................................................................... 9-51
Tailpipe area overhaul ........................................................................................................... 9-51
Impeller - overhaul ................................................................................................................ 9-56
Overflow preventer/hatch extension (optional extra) .......................................................... 9-68
Hatch extension ..................................................................................................................... 9-68
Screen rake assembly overhaul (if fitted) .............................................................................. 9-70
Screen rake blanking plugs .................................................................................................... 9-74
9-1
Overhaul HJ292 Product Manual
General information
Inspection covers
Loctite®
Before using any Loctite product, please read and understand the Loctite® Application Guide (►
®
page 10-3).
Secure all studs in castings using Loctite® 263.
cause corrosion.
Hydraulic oil
On completion of the overhaul make sure to fill all bearing housings, JHPU tanks and oil coolers
with the correct grade and quantity of oil (► page 10-32).
Smear mating surfaces not treated with sealant with a light coating of grease to aid with future
dismantling.
Fasteners that do not require Loctite® are to have grease or anti-seize applied before assembly.
Marine grade anti-seize will reduce the risk of thread galling and is recommended on M20 nuts or
larger.
Barrier cord O-rings

Barrier cord O-rings are natural rubber O-rings fitted to Inspection hatch covers. When lubricating
barrier cord O-rings, use non-petroleum based grease.
Petroleum based grease will react with the natural rubber in the barrier cord.
Identify barrier cord by its colour, either brown or white.
9-2
Introduction
Only overhaul components if:
 Worn or damaged.
 Specified on the maintenance schedule.
Before starting the overhaul:

Any control equipment (sensors, linkages etc.) attached to components to be overhauled must be
disconnected and removed.
To allow for correct reconnection, take a note of all electrical and hydraulic connections.
To prevent the entry of dirt or the loss of oil, all hydraulic fittings must be fitted with blanking plugs.
When the overhaul is finished
Commission the jet unit (► page 6-1).
Commission the control system. Refer to the controls manual supplied with the jet unit for details.
Vessel commissioning must be done after any overhaul as adjustments and connections may have
been altered during the process.
Tools:
 HJ29211000 - Tool Kit.
Special tools are required for the overhaul of the jet unit.
For driveshaft service and overhaul, refer to the manufacturer's information.
9-3
Servicing hydraulic equipment

The majority of hydraulic failures are due to oil contamination.
It is very important to filter the oil when filling the oil reservoir.
Only qualified personnel should dismantle hydraulic equipment following the rules below:
 Immobilize the vessel to prevent uncontrolled movements.
 Before doing any maintenance, make sure that the reverse duct is in the fully down position.
 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 to plug the ports and pipes.
 Label hoses and connectors for ease of reassembly.
 Use plenty of oil absorbent cloth to prevent contaminating surrounding areas.
 Renew all seals removed during dismantling.
 Strictly adhered to all recommendations for oil grade, oil and filter inspections and changes shown in this
manual.
 In severe conditions where the oil is likely to become contaminated, replace the oil and oil filter at more
frequent intervals.
 Always check the oil level in the reservoir whenever removing oil from the hydraulic system.
 Unless otherwise specified, lubricate stainless steel hydraulic fittings with hydraulic oil or general
purpose grease (e.g. Accrolube®) (► page 10-32).
9-4
Recommendations for the fitting of oil seals

The use of a special seal fitting tool (not supplied) to fit the oil seals is recommended.
Soften the seals in hot oil to make refitting easier (maximum temp 100°C).
Do not fold the seals, collapse as shown below.
 Remove all metallic particles and other contaminants from the component before fitting seals.
 Make sure that the hydraulic system is free from metallic particles and other contaminants before fitting
components.
 Check that the seal housing is free from damage likely to harm the seal. Remove all sharp edges and
burrs from metal parts paying particular attention to ports, grooves and threads over or through which
the seal must pass during assembly.
 Clean all seal housing areas. Check that other surfaces adjacent to the passage of the seal on fitting are
free of dirt, swarf or other contaminants.
 Where the difference between a thread diameter over which as seal must pass and the seal diameter is
small, use some form of protection over the thread, such as a fitting sleeve made of hard plastic.
 Do not distort the seals during storage. Store seals in a cool, dry and dark place.
 Liberally smear o-rings, seals and metal components with a clean hydraulic fluid of the appropriate type,
or compatible grease, before fitting.
 Where sub-assemblies such as pistons, are awaiting further fitting operations, make sure not to subject
the seals to any misaligned or localised loading which will cause local deformation. Ensure sub-
assemblies remain clean.
 HamiltonJet does not recommend the use of metal levers. If used however, it is imperative that they are
completely smooth and free from nicks and burrs. Make sure that there is no damage to the metal
surfaces adjacent to the seal.
Care of jet unit paintwork

Refer here (► page 8-2) for detailed information on the jet unit paint work.
Anti-fouling paints
9-5
Torqueing sequence of nuts

Tighten circular patterned nuts and screws in the correct
sequence to ensure that the parts pull up square and are
uniformly loaded.
Scope:
Multi-screw coupling, impeller, and bearing nuts.
Flanged joints including impeller race, tailpipe, and
steering housing.
 If there is a central nut/screw, tighten it until the
parts pull together, otherwise fit 4 nuts/screws at
positions 2-5 and tighten each 1 turn at a time until
the parts pull together.
 Fit all remaining nuts/screws hand tight.
 In a crosswise (star) sequence, tighten nuts/screws
to the torque specified by the drawing. Refer to the
sequence patterns in the figure, and choose the
closest applicable pattern.
 Repeat the torque sequence.
 Torque all nuts/screws in a circular order until no
further movement of the nuts/screws occurs.
* If position 1 does not exist, begin sequence at

position 2.
Anode replacement
Replace the anode if more than two thirds corroded:
Clean the end face of the anode insert, 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. Find
instructions for the correct use of Loctite® here (► page 10-
3).
Tighten nuts to the specified torque. Find tightening torques
for fasteners here (► page 10-26)
Nyloc nuts fasten some anodes to the stud. Once removed,
discard the old nuts refit using new nyloc nuts.
9-6
Using a multimeter, make sure that the electrical

resistance between the anode and the mounting stud is
less than 0.2Ω.
If the anode is still in good condition:

Make sure that there is no paint over the anode.
The electrical resistance between the anode and the mounting stud is less than 0.2Ω.
Clean the anodes as follows:
Remove marine growth by water blasting.
If a hard scale layer forms on the anodes, then clean them using coarse aluminium oxide sandpaper.
Sand anodes by hand or use an orbital, or disc sander.
Do not use a wire brush since this can cause metallic contamination of the anode, making it
ineffective.
Refitting locating dowels

To refit loose locating dowels:
Loctite® the locating dowels into one side of the joint only.
Clean all old Loctite® from the dowel hole.
Refit the dowel using Loctite® 680.
Tap the dowel fully into the hole.
Find instructions for the correct use of Loctite® here (► page
10-3).
Wipe away any excess Loctite®.
9-7
Reverse duct overhaul

 Refer to drawing:
 HJ29207001 - Reverse Assembly.
Reverse duct overhaul
Figure 27: 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 203131 Anode
6 106503 Cylinder connecting pin 14 201309 M8 nut
7 110950 HJ292 tailpipe 15 201394 M8 spring washer
8 104608 Threaded bush
9-8
Remove the reverse duct

 Support the reverse duct with an approved 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 pivot bushes.
 Take the weight of the reverse duct and remove the pivot pins
 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 28: Pivot bushes
 Press out the old bush using a suitable sized drift.

 If the bush is hard to remove, apply light heat in the area of the bush to break the Loctite® bond.
 Clean out the bore of old paint and corrosion and repaint with a two part etch primer (► page 8-2).
 Apply a thin coating of Loctite® activator 7075 to the whole surface of the bush and allow to dry.
 Do not apply activator 7075 to the bore.
 Apply Loctite® 325 to the outer surfaces of the bushes and to the bore.
 From inside the attachment point, press the new bushes into the reverse duct
 Wipe away any excess Loctite®
Use Loctite® activator 7075 to refit the components otherwise the Loctite 325 will not cure.
There are to be NO dry areas between the bush and the bore once assembled.
Reverse duct anodes

Check the anode(s) for wear and replace if necessary (► page 9-6)
9-9
Reverse cylinder overhaul

Only dismantle cylinders if there is oil is leaking (seal problems) or there are bent or damaged shafts.
 Disconnect the cylinder mainshaft from the reverse duct
 Clean the area around the hydraulic fittings, then disconnect and plug all hoses and fittings (label the
hoses to aid with reassembly)
Remove the reverse control equipment
 This jet unit may be fitted with sensors and/or control equipment. Remove this equipment before
removing the cylinder from the jet unit
Remove the blue ARROW sender assembly
Figure 29: Reverse cylinders (blue ARROW controls)

1 Hoses Various 6 201218 M8x20 machine screw
2 CTSDR03062 reverse sensor assembly 7 201212 M6x16 machine screw
3 206766 Sensor bracket 8 201382 M6 flat washer
4 206766-2 Sensor bracket washer 9 201392 M6 spring washer
5 207437 Tab washer
To remove the blue ARROW reverse sensor assembly:

 Using a screwdriver, bend back the locking tab on the tab washer.
 Unscrew the sensor bracket from the end of cylinder mainshaft.
 Unscrew the sensor assembly from the reverse cylinder.
9-10
Remove the HSRC assembly
Figure 30: Reverse cylinders (HSRC controls)

1 111226 Main shaft assembly 6 201392 M6 spring washer
2 107147 Link bar bracket 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 reverse assembly:

 Unscrew the link bar bracket from the end of cylinder mainshaft (2).
 Unscrew the HSRC assembly from the reverse cylinder (5).
9-11
Cylinder retaining nut
Figure 31: Reverse cylinder retaining nut

1 111207 Cylinder retaining nut
2 112341 Retaining nut washer
3 112340 Outer rubber mount
 Unscrew the reverse cylinder retaining nut (1).

 Remove the retaining nut washer (2).
 Remove the rubber mount (3).
9-12
Remove the reverse cylinder from the jet unit
Figure 32: Withdraw the reverse cylinder

1 064726 O-ring
2 112339 Inner rubber mount
3 112515 Reverse cylinder assembly
4 112338 Cylinder gland sleeve
From inside the vessel

 Withdraw the cylinder through the transom and into the vessel.
 Discard the o-ring (1).
 To prevent loss, refit the retaining nut washer, resilient mounts and retaining nut to the cylinder.
 The gland sleeve should not be replaced unless worn or damaged.
 Before dismantling, take the cylinder(s) to a clean workshop environment (► page 9-3)
9-13
Only suitably qualified personnel should overhaul the hydraulic equipment.

Overhaul all hydraulic equipment in a clean workshop environment (► page 9-3).
Remove all marine growth from the cylinder shaft using Scotchbrite® or 800-1200 grit
wet sandpaper before dismantling.
Figure 33: Dismantle the reverse cylinder

1 201392 M6 spring washer 6 112339 Inner rubber mount
2 201308 M6 hex nut 7 112340 Outer rubber mount
3a 107416 Fronthead/Backhead 8 111207 Cylinder retaining nut
3b 107416 Fronthead/Backhead 9 200918 Grease nipple
4 205062 ¼BSPPx¼BSPP nipple 10 112337 Fronthead extension
5 201766 ¼" bonded seal

 Cap the hydraulics nipples
 Thoroughly clean the outside of the cylinder before starting the overhaul.
 Remove nuts and spring washers holding the backhead to the cylinder.
 Leave the front and backhead nipples in place unless the nipples or bonded seals need replacing
 Replace the bonded seals if removing the nipples
 Do not remove the grease nipple unless it is being replaced.
 Remove the backhead from the cylinder
9-14
Figure 34: Dismantle the reverse cylinder

1 106555 Cylinder
2 111226 Main shaft assembly
3 107416 Fronthead/Backhead
 Remove the cylinder, fronthead and shaft assembly.

Reverse cylinder seals
Figure 35: 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
9-15
When overhauling cylinders, all seals and o-rings must be replaced (► page 9-4).
 Using a seal pick tool or sharp spike, remove the wear rings, seals and wipers taking care not to scratch
the seal housings
 Do not dismantle the shaft assembly. Replace as a complete unit if required
Front and backheads
 Shaft seal
 Shaft wiper seal
 O-ring
Fronthead extension
 Two o-rings
Cylinder retaining nut
 Shaft wiper seal
 Shaft bush
Shaft piston assembly
 Piston seal
When fitting the three part piston seal, it is important that
the two anti-extrusion rings [A] are fitted the correct way
round.
The locating barb on the anti-extrusion ring [B] must fit
into the groove on the sealing ring [C].
Clean and check all parts for wear, corrosion or damage. Repair or replace as necessary.
9-16
Replace the reverse cylinder gland sleeve
Figure 36: Reverse cylinder gland sleeve

1 112338 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.
9-17
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.
 Make sure to fit the seals the correct way around.
Figure 37: Reassemble the reverse cylinder

1 112337 Fronthead extension
2a 107416 Fronthead/Backhead
2b 107416 Fronthead/Backhead
3 107133 M6x335 stud
4 111226 Main shaft assembly
5 106555 Cylinder
 Make sure the four studs [A] securely fit into the fronthead extension. Refit with Loctite® 263 if required.
 Fit fronthead over studs. Make sure the fronthead nipple and the fronthead extension grease nipple are
aligned.
 Lubricate both ends of the cylinder (A).
 Push fit the cylinder onto the fronthead.
 Lubricate the mainshaft and piston assembly with hydraulic oil (B).
 Carefully slide the mainshaft, reverse duct attachment hole first, through the cylinder and fronthead.
Slowly rotate the shaft while inserting so as not to dislodge or damage the seals.
 Fit the backhead over the end of the cylinder. Make sure the nipples on the front and backheads are
aligned.
 Fit the washers and nuts.
9-18
Pressure test the cylinder

After overhaul, the cylinder should be pressure tested to the recommended test pressure of 2250 psi (1.5x
Max operating pressure) for a minimum of 30 seconds in both directions.
Only experienced personnel should pressure test the cylinders.

Extreme care must be taken when pressure testing cylinders, particularly unbalanced types
where excessive pressures can be induced.
Reverse cylinder refit to jet unit
Figure 38: Reverse cylinder resilient mounts

1 112340 Outer rubber mount 5 (Part of intake) transom plate
2 112339 Inner rubber mount 6 111207 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.
9-19
Refit the reverse cylinder to the jet unit

 Fit the inner rubber mount to the fronthead extension.
 Make sure the mount is fitted the correct way round. The inner radius on the mount, faces the reverse
cylinder gland sleeve.
 Make sure a new O-ring has been fitted to the front head extension.
 Lightly smear the fronthead 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 intake until the rubber mount sits firmly against the intake flange.
 Make sure the cut-out in the fronthead extension is located correctly by the locating screw.
 Fit the outer rubber mount onto the fronthead 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 (A) and fit the retaining nut.
Take care not to dislodge or damage the seals when fitting.
 Hand tighten only.

Figure 39: Lubricate the reverse cylinder

1 Lubricate until grease is seen coming from the end of the retaining nut
 Remove the blanking plugs and reconnect the hydraulic hoses

 Grease the reverse cylinder shaft via the grease nipple on the front head extension (A).
 Lubricate until grease is seen coming from the wiper seal at the end of the cylinder retaining nut.
9-20
Reverse duct refit to jet unit
Figure 40: Refit the reverse duct pivot pins
Refer to figure: Reverse Duct Overhaul。

 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.
 Cover the bush and washer with light coating multi purpose marine grease (A).
 Press the new bushes into the reverse duct bores. Make sure that the shoulder of the bush is on the
inside of the reverse duct arm
 Wipe away any excess grease.
 Check that the threads and surfaces of the pivot pins are clean and free of burrs.
 Fit the flat washers over each pivot pin.
 Lift the reverse duct into position.
 Coat the shaft of the pivot pin with marine grease (A).
 Fit the pivot pins through the reverse duct arms making sure the flat washers locate correctly.
 Tighten the pivot pins to the specified torque
9-21
Figure 41: 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 the washer (s) and secure with the split pin.
Figure 42: Refit the reverse cylinder
 Unscrew the reverse cylinder retaining nut.

 Make sure the threads on the fronthead extension are clean and free from burrs.
 Apply Loctite® 569 to the threads.
 Check that the reverse cylinder is positioned correctly relative to the locating screw.
 Check the rubber 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.
 Refit any control equipment that was removed from the cylinder
9-22
Steering assembly overhaul

Refer to drawing: HJ29206000 - Steering Assembly.
Do the maintenance described in this section when the vessel is on a slip or in dry dock.
Steering assembly removal
Figure 43: Steering cylinder

1 111344 Tiller
2 065024 Seastar steering cylinder
3 Various Hoses
4 204032 Steering cylinder bracket
5 CTSDR03050 HJ292 steering sender assembly (blue ARROW controls)
6 CTSDR02030/31 VDO steering sender assembly
The steering system on this jet unit uses 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 cylinders if there is oil is leaking (seal problems) or there are bent or damaged shafts.
9-23
To remove the steering cylinder
Figure 44: 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" nyloc nut
 Clean the area around the hydraulic fittings, then disconnect and plug all hoses and fittings (label the
hoses to aid with reassembly).
 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).
 Before dismantling, take the cylinder(s) to a clean workshop environment (► page 9-3)
 Check all components for wear or damage and replace or repair as necessary.
 Refer to the Seastar installation and service manual for overhaul procedures.
9-24
Steering shaft removal
Figure 45: Steering shaft

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 8 111344 Tiller
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 any position feedback sensors attached to the steering tiller

Check the steering shaft and linkages for:
 Freedom of movement (shaft not binding).
 Wear in the steering crank ball.
 Wear in the steering crank bush.
Remove the cotter pin from the steering crank.
Push the steering shaft into the vessel, making sure the cotter pin grooves do not damage the seals.
Remove the crank from the steering arm.
If necessary remove the tiller
9-25
Steering shaft bushes
Figure 46: 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 Rotary seal
Check the following components for wear or damage and repair or replace as necessary
 Bushes
 Oil seals
 Scraper seals
The bush sleeve and seal housing do not normally require replacing
Replace the rear steering shaft bush

To replace the steering shaft bush:
 Press a new bush into the sleeve, chamfered end first.
If the bush is hard to remove, support the area around the bush with a large mass to prevent
damage to the aluminium casting.
Take care not to scratch or damage the sleeve or housing when removing seals or bushes.
9-26
Figure 47: Transom plate removal

1 Hammer
2 Drift
3 111124 Steering shaft bush
4 Large mass to protect the casting
9-27
Replace the forward steering shaft bush and seals

To replace the oil seals and bush:
 Using a seal pick or sharp spike, remove the old seals taking care not to damage the housing.
Take care not to scratch or damage the sleeve or housing when removing seals or bushes.
 Smear a new oil seal with grease and fit to the front end of the shaft bush housing.
 Press a new steering shaft bush, chamfered end first, into the housing until it just touches the oil seal.
 Smear a new scraper seal with grease and fit to the housing.
 Make sure to fit all seals and or bushes the correct way round
Figure 48: Steering shaft bushes and seals

1 061353 Scraper seal
2 061362 Rotary seal
3 111124 Steering shaft bush
4 111123 Steering bush and seal housing
9-28
Steering crank bush
Figure 49: 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.
 If the bush is hard to remove, apply light heat in the area of the bush to break the Loctite® bond.
 Clean the bore of all old Loctite® and corrosion deposits. Do not paint the bore.
 Apply a thin coating of Loctite® primer 7471 to the surface of the bush and allow to dry
 Apply Loctite 680 evenly to the surface of the bore.
Use Loctite® primer 7471 to refit the components otherwise the Loctite 680 will not cure.
There are to be NO dry areas between the bush and the bore once assembled.
 Press the bush, tapered end first, into the steering arm.
 The bush must sit flush with the bottom of the steering arm.
 Wipe away any excess Loctite®
 Refit the steering arm to the nozzle.
 Tighten fasteners to the specified torque. Find tightening torques for fasteners here (► page 10-26)
9-29
Nozzle assembly removal

With the steering shaft removed, rotate the nozzle through its full arc of travel.
Check the nozzle for stiffness or binding.
Check the pivot bushes for wear or damage
Remove the nozzle and nozzle housing as a complete assembly
Figure 50: Remove the nozzle assembly

3 201310 M10 nut
 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.
9-30
Nozzle insert
Figure 51: Nozzle insert removal

1 201310 M10 nut
4 109239 Nozzle insert
Nozzle insert removal

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.
Nozzle insert refit
 Refit the nozzle insert to the studs in the tailpipe using Loctite® 243 on the threads.
 Tighten nuts to the specified torque.
9-31
Steering nozzle removal
Figure 52: Steering nozzle removal

1 109238 Nozzle housing 6 111480 Pivot bush
2 110951 Steering nozzle 7 111483 Pivot bush sleeve
3 111332 Lip seal 8 201309 M8 nut
4 111481 Pivot pin 9 201394 M8 spring washer
5 105139 Tab washer 10 203124 Anode
To remove the nozzle from the nozzle housing:

 Remove the lip seals.
 Using a flat bladed screwdriver, flatten the tab on the lock washers.
 Support the nozzle and unscrew the top and bottom pivot pins.
 Remove the pivot pins and tab washers.
When removing the lower pivot pin, take care not to lose the thrust washers fitted
inside the pivot bush
 Hook out the thrust washer fitted inside the upper pivot bush
 Separate the nozzle from the housing.
9-32
Overhaul the steering nozzle

The pivot pin bush sleeves do not wear and should not require replacement.
Check the following components for wear or damage and repair or replace as necessary
Pivot pin bush:
 The bushes are a press fit and may need to be split and peeled out from the bush sleeve
 Take care not to scratch or damage the sleeve or housing when removing seals or bushes.
 Press a new bush fully home into the sleeve
Pivot pins:
Steering crank:
Thrust washer:
Lock washers
 Do not reuse, discard and replace.
Cotter pins:
Steering nozzle lip seals
 Check if still fitted securely and are not worn.
Anode(s):
Replace any parts showing signs of wear or damage.
9-33
Refit the steering nozzle
Figure 53: Refit the steering nozzle

1 111481 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 point is facing upward.
 With the nose of the nozzle tilted slightly upwards, feed the upper nozzle mounting point into the nozzle
housing.
 Align the upper and lower pivot pin holes in the nozzle and nozzle housing
 Smear the threads of the pivot pins with grease.
 Fit a 2.5mm thick thrust washer into the upper and lower pivot pin bushes. Use grease to hold the
washers in position.
 Screw the pivot pins fitted with new tab washers into the nozzle housing and nozzle. Tighten the pivot
pins firmly but do not bend the tabs on the washer at this stage.
9-34
Adjusting nozzle end float
Figure 54: Adjust the nozzle end float
Adjust the nozzle vertical end float to achieve a maximum end float of
Spacer washers are available in various thicknesses to achieve this.
 Adjust the lower thrust washer thickness until the nozzle sits centrally in the nozzle housing.
 Using a feeler gauge, check the vertical end float between the nozzle and nozzle housing (► page 9-35)
 Use a suitably thick top thrust washer to set the vertical end float to that specified in the above figure.
 Tighten the pivot pins to the specified torque
 Rotate the nozzle through its full arc of travel. Make sure there is no touching or binding with the nozzle
insert or nozzle housing.
 If the nozzle does not move freely or is outside the vertical clearance limit, re-adjust the spacer washers.
Bend one side of the tab washer up and the other side
down to lock the pivot pins in position. [A]
 Refit the lip seals.

 Refit steering arm.
9-35
Lip seal replacement
Figure 55: 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 screws holding the lip seals in position.
 Remove and discard the old lip seals
 Fit the new lip seals making sure that they are orientated correctly.
 Thoroughly clean and apply Loctite® 222 to the threads of the screws and loosely fit the lip seals in
position.
 Adjust each lip seal until they lightly touch the spherical surface of the nozzle housing.
 Swivel the steering nozzle to make sure that the seals do not bind.
 Make sure that any gap between the lip seal and the housing is no more than 0.25mm.
 Tighten screws to the specified torque. Find tightening torques for fasteners here (► page 10-26).
Nozzle assembly refit to jet unit

 Refit the nozzle assembly to the jet unit using Loctite® 243 on the stud threads.
9-36
Refit the steering shaft

Refer to drawing: HJ29206000 - Steering Assembly.
Smear the ball of the steering crank with grease and fit into 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
 Slowly rotate the shaft while inserting so as not to dislodge or damage the seals.
 Feed the end of the mainshaft into the steering crank
 Refit the tiller.
 Refit the cotter pins in the crank and tiller.
Make sure the cotter pins, tiller and crank are all orientated correctly (this will depend on jet
location and angle and should have been noted when the steering shaft was removed).
 Tighten cotter pin nuts to the correct torque (► page 10-26).

 Re-fit the inspection hatch.
Refit the steering cylinder

More information on the steering cylinder can be found here (► page 9-24)
 Refit the steering cylinder to the cylinder mounting bracket. Make sure the anti-rotation bracket has
been refitted correctly.
 Reattach the cylinder rod end to the tiller.
 Remove the blanking plugs and reconnect the hydraulic hoses.
 Re-connect any feedback sensor units attached to the steering assembly.
 Tighten all fasteners to the specified torque. Find tightening torques for fasteners here (► page 10-26)
Adjust the steering linkage

The steering nozzle and the steering cylinder must link correctly so that at full lock in both
directions there are a few millimetres clearance between the steering nozzle and the steering
nozzle housing.
 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.
 In multiple jet applications when removing or replacing tie rods, refit the tie rods as detailed here (►
page 5-17).
9-37
Bearing housing assembly overhaul

Refer to drawing: HJ29201000 - Base Jet Assembly
Figure 56: Bearing housing assembly

1 Bearing housing assembly
2 Coupling
3 V-belts
4 Hydraulic oil pump
Take extreme care if overhauling the bearing housing with the vessel afloat as water may enter the
vessel through the opening in the intake.
Remove the oil pump

Depending on the control system 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.
Refer to the controls manual supplied with this jet unit for information on the removal and
reassembly of the hydraulic pump unit.
9-38
Removing the coupling
Figure 57: 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 reaction arm to the coupling The reaction arm prevents the mainshaft from rotating while
tightening or loosening the nut
 Loosen the coupling nut locking screw.
 Unscrew the coupling nut two turns only
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.
 Bolt the coupling puller to the coupling
9-39
Figure 58: Using the coupling puller

1 108142 Forcing screw
2 Various Forcing bar extension

3 112113 Coupling key
 Fit the appropriate forcing bar extension to the forcing bar.

 Fit the forcing bar to the coupling puller using the cap screws.
 Tighten each screw a quarter of a turn at a time until the coupling releases from the shaft.
 Remove the coupling puller from the coupling.
 Remove the coupling nut and coupling from the mainshaft.
 Remove the coupling key from the keyway in the mainshaft.
Removing the bearing housing
Figure 59: 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
9-40
Removing the bearing retaining nut

 Remove the nuts and washers holding the bearing housing to the intake.
 Remove the bearing cap complete with the outer oil seal.
 Loosen the three locking screws located around the circumference of the bearing retaining nut
Brass locking pins are fitted under the locking screws and are forced into the mainshaft threads when the
locking screws are tightened.
To release the locking pins, firmly tap in the vicinity of the locking screws, with a soft headed hammer.
Figure 60: Removing the bearing housing

1 201448 KMT nut spanner
2 104617 Seal sleeve (outer)
3 200978 O-ring
 Refit the coupling key and the coupling, complete with the reaction arm attached, and loosely fit the
coupling nut (This will stop the mainshaft rotating while removing the bearing retaining nut).
 Using the bearing nut spanner, unscrew the bearing retaining nut.
 Remove the coupling nut, puller and coupling etc. from the mainshaft.
 Remove the bearing nut and outer seal sleeve.
 Slide the bearing housing off the mainshaft.
 The water seal fixed components will come away with the bearing housing.
 Remove the bearing housing from the jet unit and continue the overhaul in a workshop (► page 9-38)
Water seal
Take extreme care 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, or there is insufficient material left to last to the next
inspection.
Do not dismantle the water seal cartridge.
9-41
Remove the water seal
Figure 61: Rotary water seal

1 N/A Drive collar 5 N/A Cup point set screws
2 N/A O-ring 6 N/A Circlip
3 N/A Spring 7 061528 Rotary water seal
4 N/A Seal ring shell
 Loosen the set screws securing the water seal to the mainshaft.
 Carefully slide the water seal off the mainshaft.
 Check the wear on the seal face. There must be more than 0.5mm of material on the seal face
 Check the mating faces for scoring and chipping.
 Check the o-ring(s) for wear, deformation or cuts and replace if necessary.
 Any problems detected will mean that the complete water seal assembly will need replacing.
9-42
Figure 62: Water seal wear limit

1 061528 Rotary water seal
Refit the water seal

 Handle the seal carefully.
 Make sure not to damage the seal.
 Check the mainshaft for scoring or damage. Replace or repair as necessary
 Fit a new circlip into the groove on the mainshaft.
 Wet the forward part of the mainshaft 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 seal rests against the circlip.
 Tighten the set screws a quarter of a turn at a time to the correct torque (► page 10-26).
Water seal faces must be clean and free of grease.

Clean both rotating and stationary seal faces with a lint free rag and isopropyl
alcohol.
Any oil, grease, assembly lubricant, fingerprints, or other residue from the
installation process can cause the seal to leak.
9-43
Disassemble the bearing housing
Figure 63: Dismantle the bearing housing

1 201447 Main bearing 5 111038 HJ292 bearing housing
2 104621 Bearing carrier 6 N/A Mating ring assembly - gasket
3 104617 Seal sleeve (inner) 7 N/A Mating ring assembly - insert
4 201499 Oil seal (inner) 8 205781 Water seal mating ring assembly
Remove the bearing carrier and bearing from the housing.

 If the bearing is hard to remove, apply light heat to the housing.
Remove the oil seal sleeve
Remove and discard the old oil seal.
Remove the O-ring from the intake recess.
Remove the water seal mating ring assembly from the rear of the housing
Clean and check all parts for wear, corrosion or damage. Repair or replace as necessary
 Seal sleeves - check for cuts, wear and deformation.
 Bearing - check for wear or damage.
 Bearing carrier - check for wear or damage.
 Replace where necessary.
9-44
Refit the bearing housing
Figure 64: Refit the bearing housing

1 N/A Mating ring assembly - insert
2 N/A Mating ring assembly - gasket
3 205781 Water seal mating ring assembly
4 200978 O-ring
5 201499 Oil seal (inner)
 Wet the recess at the rear of the bearing housing with a 20:1 water and household dish washing
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
locate squarely in the housing.
The mating ring insert is ceramic. Take care to avoid chipping.
 Smear a new o-ring with grease (A) and fit to the recess in the rear of the bearing housing.
 Smear the inner oil seal with grease (A) and press into the bearing housing.
 Make sure to fit the seal the correct way round.
9-45
Figure 65: Fit the bearing to the housing

1 111038 HJ292 bearing housing
2 104617 Seal sleeve
 Carefully fit the bearing housing over the mainshaft and onto the intake studs. Take care not to damage
the mating faces of the water seal.
 Grease the outer surface of the inner seal sleeve (A) and slide onto the mainshaft until it rests against the
shoulder.
9-46
Figure 66: Refit the bearing housing

1 201447 Main bearing
2 104621 Bearing carrier
3 104617 Seal sleeve
 Prepack the bearing with grease (A) then fit it into the bearing housing.
 Slide the bearing carrier down the mainshaft and into the bearing.
 Tap the bearing carrier with a soft hammer until it sits flush with the face of the bearing.
 Slide the outer seal sleeve onto the mainshaft and up against the bearing.
9-47
Refit the KMT nut
Figure 67: 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
4 Various Torque arm
 Make sure the locking set screws in the bearing retaining nut have been backed off and that the brass
locking pins do not protrude into the thread path.
 Lightly apply grease (A) the threads of the retaining nut and the locking screws.
 Screw the bearing retaining nut onto the mainshaft. Tighten firmly but do not torque at this stage.
coupling nut
 Using the reaction arm, turn the mainshaft anticlockwise to tighten the retaining nut to the correct
torque. Refer to drawing: HJ29201000 - Base Jet Assembly.
 Tighten the locking set screws to the specified torque (► page 10-26).
 Remove the coupling nut, puller and coupling etc. from the mainshaft
9-48
Refit the bearing cap
Figure 68: 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 to fit the seal the correct way round (opposite to normal oil seal orientation).
 Lightly grease the contact faces between the bearing cap and bearing housing.
 Lightly grease (A) the surface of the outer oil seal sleeve.
 Fit the bearing cap over the studs and onto the bearing housing.
 Fit nuts using Loctite® 243 and special flat washers.
9-49
Refit the coupling
Figure 69: Refit the coupling
 Lightly grease the taper, keyway and threads of the mainshaft.

 Lightly grease the bore and keyway of the coupling.
 Make sure that the coupling nut locking set screw has been backed off.
coupling nut
 Tighten the coupling nut to the specified torque, Refer to drawing: HJ29201000 - Base Jet Assembly.
Tighten the locking set screw using Loctite® 222 to the specified torque. Find instructions for the correct use
of Loctite® here (► page 10-3).

 Grease the bearing via the grease nipple
 Lubricate until grease is just seen seeping out between the outer seal and seal sleeve. Do not over
grease.
 Make sure the mainshaft turns freely.
Refit the oil pump

Once the bearing housing is attached to the jet unit the oil pump can be refitted.
Refer to the controls manual supplied with the jet unit for details.
9-50
Internal intake anode replacement
Figure 70: Intake internal anode

1 201311 M12 nut 5 200991 O-ring
2 201396 M12 spring washer 6 203130 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 hatch cover.

 Locate the internal anode on the starboard side of the intake.
 Check the anode(s) for wear and replace if necessary (► page 9-6).
If replacing the anode make sure the curved side is fitted into the recess.
Fit the nuts using Loctite® 243. Find instructions for the correct use of Loctite® here (► page 10-3).
 Check the inspection hatch cover O-ring(s) for wear or damage and replace if necessary.
 Refit the inspection hatch cover.
9-51
Tailpipe area overhaul

Do the maintenance described in this section when the vessel is on a slip or in dry dock.
The reverse duct and steering linkages must be removed before proceeding.
 Information on the reverse assembly removal can be found here (► page 9-8).
 Information on the steering assembly removal can be found here (► page 9-23).
Impeller - checking for wear

Check the wear of the impeller before removing the tailpipe.
Radial clearance
New min clearance New max clearance Max wear
0.43 0.77 1.08
Look for corrosion and damage on all surfaces.

Check the impeller leading and trailing edges for damage or wear.
9-52
Remove the tailpipe
Figure 71: Tailpipe removal

1 201313 M20 nut
3 110950 HJ292 tailpipe
4 104916 O-ring
5 111202 Marine bearing sleeve
6 Rubber hammer
 Disconnect any hoses connected to the water off-take.

 Remove the nuts and washers holding the tailpipe.
 Gently tap the tailpipe with a rubber hammer to release it from the intake.
 Remove the large o-ring fitted between the impeller race and the intake.
9-53
Tailpipe overhaul
Replace the marine bearing
Figure 72: 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.
Replace both the bearing sleeve and the marine bearing if overhauling the impeller or replacing the wear
ring.
Generally it is better to replace both the marine bearing and the sleeve together.
However:
If the marine bearing is still in good condition but the sleeve badly scored, 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 badly worn, replace the marine bearing and keep the sleeve.
To remove the marine bearing:

 Using a suitable sized drift, press out the fairing from the tailpipe.
 Turn the tailpipe over.
 Press out the marine bearing.
To avoid damaging the stator blades when pressing the fairing and bearing from the tailpipe, place
a support at the tailpipe hub aft of the bearing and press the fairing out towards the rear.
Turn the tailpipe over and supporting the bearing hub, press the bearing forward out of the tailpipe.
9-54
Refit the marine bearing
Figure 73: Refit the marine bearing
When shrink fitting of the marine bearing is required, chilling must be achieved by gradual cooling
to not more than minus 20°F (-28°C) using a freezer or regular ice. Do not use dry ice.
Pounding or shocking the bearing while in a chilled state could cause the rubber to separate from
the shell.
When pressing in a new bearing, make sure the inner hub of the tailpipe is supported to prevent
overloading the stator blades.
 Apply grease to the tailpipe bore.

 Press in the new bearing until it sits flush with the tailpipe hub.
 Clean all grease from around the bearing and tailpipe bore.
 Refit the tailpipe fairing using Loctite® 680 on the fairing spigot.
Find instructions for the correct use of Loctite® here (► page 10-3).
Dry run bearing
Figure 74: Dry run bearing

1 106627-1 Marine bearing shell
2 106627-2 Marine bearing inner
3 111126 Marine bearing circlip
When fitting a dry run bearing liner, make sure there is no groove at the bottom of the liner when
fitted in the shell
9-55
HJ292 tailpipe anodes
Figure 75: Tailpipe anodes

1 201330 M8 nyloc nut
3 111655 Anode mounting plate
4 203133 Internal tailpipe anode
5 203123 Anode
6 201309 M8 nut
Tailpipe anodes
Remove the anode mount plate complete with anodes attached.
Impeller - overhaul
Repair minor corrosion or pitting 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.
9-56
Remove the impeller
Figure 76: Remove the marine bearing sleeve

1 201412 Impeller/coupling nut socket
2 201245 M8x10 socket head set screw
3 112291 Impeller nut
4 111202 Marine bearing sleeve
5 Various Reaction arm
6 Various Coupling
 Prevent the mainshaft from turning by fitting the reaction arm to the coupling (► page 9-57).
 Loosen the impeller nut securing set screw.
 Using the socket provided in the toolkit, unscrew the impeller nut.
 If the nut is hard to remove, apply light heat in the area of the nut to break the Loctite® bond.
 Remove the bearing sleeve.
Make sure the bearing sleeve is pulled straight from the mainshaft otherwise it could gall and jam.
9-57
Figure 77: Fit the impeller puller

1 104689 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.
 Screw the impeller puller onto the rear of the impeller hub
9-58
Figure 78: 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 from the mainshaft.
 Remove the impeller complete with the puller tool from the intake.
 Remove the impeller key from the mainshaft.
 Make sure that the locating dowel remains fitted to the mainshaft. Refit if necessary (► page 9-7).
 Remove the impeller seal and impeller fairing. Discard the impeller seal.
9-59
Wear ring removal and replacement

Only replace the wear ring if excessively worn, or bulging inwards. This could indicate
corrosion build up underneath the wear ring.
Removal of the wear ring and insulator strip

Step 1
Find the joint in the wear ring [A].
Step 2
Force a thin screw driver between the wear ring and the
insulator, next to the joint.
Keep forcing until the end of the wear ring comes free.
1 Intake
2 Insulator
3 Screw driver
4 Wear ring
Step 3
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.
9-60
Preparing a new wear ring for fitting

 Trial fit the new wear ring with no insulator fitted.
 There should be a gap of 1mm ±0.1 between the mating ends of the wear ring when completely inserted
into the 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 once the insulator is fitted.
Fitting a new insulator

 Paint the inside of 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 let 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 a thin coat of Grease over the inside surface of the insulator.
Fitting a new wear ring
Smear a thin coat of Grease over the inside surface of the
insulator
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
Gradually feed the wear ring inside the insulator.

Slide the wear ring in as far as possible by hand.
9-61
Place a heavy steel plate of the correct size, against the end
of the wear ring (the plate prevents damage to the end of
the wear ring and should cover the whole diameter) [A].
Using a large hammer, drive the wear ring evenly into the
impeller race
Continue driving until the wear ring sits flush with the inner
recess of the impeller race.
The wear ring must not contact any part of the jet unit
except for the insulating strip.
After fitting, check the electrical insulation between the
wear ring and the impeller race. The resistance should be
greater than 1000 Ohms.
The wear ring is in the correct position when it sits flush with the forward and rearward faces of the
impeller race as shown in the figure below. This gap (X) must be maintained to prevent electrical contact
between the wear ring and the tailpipe / intake of the jet unit.
Figure 79: Wear ring gap
1 Intake
2 Wear ring insulator
3 Wear ring
The wear ring must sit flush with the aft end of the intake.
There must be a gap greater than 0.8mm between the forward end of the wear ring and the
impeller race.
This gap is necessary to prevent electrical contact between the wear ring and the intake
9-62
Impeller overhaul
Avoid using excessive heat during welding.
Passivate all welds to prevent corrosion.
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.
Inspection
Check the impeller surfaces for corrosion.
 Weld repair damaged areas and dress back to a smooth surface.
 Check the impeller leading and trailing edges for damage.
 Straighten and dress bent or dented blades using suitable tools.
 Bring the blade back to its original smooth profile checking against undamaged blades.
Check the leading edges.
 Build up worn or blunt leading edges up by welding.
 Sharpen the leading edges as shown on the drawing.
 Blunt impellers can cause loss of performance and cavitation.
Check the impeller O.D.
Blade leading edge repair procedure
 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
 Build up an excessively worn impeller OD 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 diameter
287.8 287.6 287.0
Balancing
 Balance the impeller after any welding or grinding.
 Balance the impeller statically, on a suitable mandrel set on horizontal knife edges or bars to within the
maximum out of balance specified.
 Weld 316 stainless steel balance weights to the inside of the impeller hub. Grinding is permitted.
9-63
Passivation
Wear appropriate safety glasses, protective gloves and clothing to prevent skin exposure to
nitric acid.
 After any welding of the impeller, 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, use a "brush on" pickling / passivation gel to treat 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.
Impeller refitting
Figure 80: Refit the impeller

1 201245 M8x10 socket head set screw
2 112291 Impeller nut
9-64
 Smear a light coating of grease (A) over the mainshaft from the impeller taper up to the impeller nut
threads.
 Slide the impeller fairing and impeller seal over the mainshaft past the taper.
 Fit the impeller key making sure that the locating dowel fits securely in the keyway.
 Slide the impeller onto the mainshaft and over the impeller key.
 Fit the marine bearing sleeve.
When fitting a new impeller onto the mainshaft, lap the impeller taper to the
mainshaft in accordance with British Standard MA 74.
 Prevent the mainshaft from turning by fitting the reaction arm to the coupling (► page 9-57).
 Fit the impeller nut and tighten to the recommended torque, Refer to drawing: HJ29201000 - Base Jet
Assembly
 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.
 Remove the reaction arm from the coupling.
9-65
Tailpipe refitting
Figure 81: 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 of any grease.
 Dust the inside rubber of the marine bearing with French chalk or talcum powder Alternatively, use a
20:1 water and household detergent mix.
 Clean and lightly grease the contact faces between the tailpipe and the intake.
 Smear a new o-ring with grease and fit into the groove in the intake.
 Lift the tailpipe over the bearing sleeve and slide up the mainshaft and over the studs in the intake.
 Secure with nuts and washers using Loctite® 222.
 Make sure that the mainshaft assembly rotates freely.
 Reconnect any water offtake hoses attached to the tailpipe.
9-66
Transom plate assembly overhaul
The transom plate should only be removed if it is damaged or there is water leaking from
around the seal.
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.
Transom plate
Figure 82: 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
5 201528 Insulating bush
9-67
To remove the transom plate:

 Remove the nuts bolts and washers holding the transom plate to the vessel transom.
 Remove the continuity strap if used (GRP hulls only).
 Remove the nylon insulating bushes if used (steel hulls only).
 Remove the transom plate
The transom plate has been fitted 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.

 Remove all old sealant from the transom and transom plate.
 Clean and check all parts for wear, corrosion or damage. Repair or replace as necessary
Refit the transom plate
Details on refitting the transom plate can be found here (► page 5-15)

Hatch extension
Figure 83: Hatch extension

1 201311 M12 nut
4 106439 Inspection hatch cover
5 200991 O-ring
6 108323 Inspection hatch extension
9-68
Fitting the hatch extension

Inspection covers
Extreme care is required when removing inspection hatch covers while the vessel is
afloat, as water may enter the vessel through these openings.
Before fully removing the inspection hatch cover nuts, loosen the inspection hatch
cover. If the water level is higher than expected, then the inspection hatch cover can
easily be re-secured.
Never leave inspection covers removed without continuous monitoring of the water
levels.
To fit the overflow preventer:

 Make sure that the water level is below the level of the intake inspection hatch. If necessary, ballast the
bow end of the vessel so that water will not enter the vessel through the inspection hatch if removing
the cover.
 Carefully remove the inspection hatch cover.
 Check the o-ring(s) for wear, deformation or cuts and replace if necessary
 Smear the hatch extension o-ring with grease and fit to the o-ring groove in the base of the hatch
extension (A).
 Fit the hatch extension over the inspection hatch opening and secure in position.
 Refit the inspection cover and o-ring to the top of the hatch extension.
 Once the vessel is in use, make sure there are no water leaks from the hatch extension.
9-69
Screen rake assembly overhaul (if fitted)
Figure 84: 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
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 to drawing: HJ29201000 - Base Jet Assembly.
Only dismantle the screen rake if:

 Bearings are worn
 O-rings are leaking
 Screen rake is damaged or bent
Remove the intake screen before removing the screen rake..
9-70
Remove the intake screen
Figure 85: Intake screen rake removal

1 111035 Intake screen 0deg
1 111036 Intake screen 5deg
4 201311 M12 nut
The vessel must be removed from the water before the screen and screen rake can be overhauled.
 From beneath the vessel, support the screen using suitable lifting equipment.
 Remove the nuts and washers and carefully lower the Screen.
 Check that the studs are still secure, if necessary refit using Loctite® 263.
 Check the screen for corrosion or damage, Replace or repair as necessary
 Refit the screen to the intake block.
Screen rake removal

 Support the screen rake from beneath the vessel.
 Disconnect the tension spring(s) from the rake actuator.
 Remove the cotter pin and release the rake actuator.
 Remove the starboard screen rake bearing.
 From beneath the vessel, slide the screen rake to starboard until it clears the port screen rake bearing
hole.
 Slide the screen rake to port until it clears the starboard bearing mounting hole.
 Lower the screen rake from the vessel.
 Remove the port screen rake bearing.
9-71
HJ292 screen rake overhaul

 Clean and check all parts for wear, corrosion or damage. Repair or replace as necessary
 Remove the grease nipples from the bearings and check that the grease channels are not blocked.
 Check the bearings for wear or damage, replace if necessary.
 Refit the grease nipples.
Screen rake reassembly
Figure 86: Screen rake bearings
 Smear new o-rings with grease and fit to the screen rake bearings.
 Smear the bore of the bearings with grease (A).
9-72
Figure 87: Screen rake refitting

1 201142 M10x40 bolt
2 201310 M10 nut
 Fit the port bearing to the intake (make sure the grease nipple is at the top of the bearing).
 From beneath the vessel, feed the screen rake pivot through the starboard bearing mounting hole in the
intake.
 Raise the port side of the screen rake and slide the screen rake pivot fully home into the port bearing.
 Fit the starboard bearing to the intake (make sure the grease nipple is at the top of the bearing).
 Fit the screen rake actuator and cotter pin.
 Connect the tension spring(s) to the actuator arm.
 Grease the bearings via the nipples until grease just oozes from the inside ends of the bearings.
 Refit the screen to the intake block
 Operate the screen rake making sure that it does not foul on the intake screen.
9-73
Screen rake blanking plugs
Figure 88: Screen rake refitting

1 201310 M10 nut
3 105921 Screen rake blanking plug
4 200967 O-ring
Jet units that do not have a screen rake must have blanking plugs fitted to replace the screen rake bearings.
To fit the blanking plugs:
 Smear the o-ring and shaft of the blanking plug with grease).
 Fit the blanking plugs to the intake.
9-74
HJ292 Product 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
Tightening torques ................................................................................................................ 10-26
Recommendations for lubricants and oils ............................................................................. 10-32
Drivers guide.......................................................................................................................... 10-38
10-1
Appendix HJ292 Product 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 by
1 foot = 0.3048 metre 5/9
1 mile = 1.609 kilometres To convert Celsius to Fahrenheit, multiply by 9/5 then add 32.
1 nautical mile = 1.8532 kilometres
1 millimetre = 0.03937 inches Liquid Measure (U.S.)
1 metre = 3.2808 feet 1 pint = 0.473 litre
1 kilometre = 0.6214 mile 1 gallon = 3.785 litres
1 kilometre = 0.539 nautical mile
Speed
Area 1 mile per hour = 0.8690 knots
1 inch² = 6.4516 centimetres² 1 kilometre per hour = 0.5396 knots
1 foot² = 929.03 centimetres² 1 knot = 1.8532 kilometres per hour
1 centimetre² = 0.1550 inch² 1mile per hour = 1.609 kilometres per hour
1 metre² = 10.76 feet² 1 kilometre per hour = 0.621 miles per hour
1 knot = 1.151 miles per hour
Power
1 horsepower = 0.7457 kilowatts Pressure
1 horsepower (Metric) = 0.7355 kilowatts 1 pound/inch² = 0.0689 bar
1 kilowatt = 1.341 horsepower 1 pound/foot² = 4.8824 kilogram/metre²
1 kilowatt = 1.3596 metric horsepower 1 pound/inch² = 6.895 kilopascal
1 Newton/millimetre² = 145.04 pounds/inch²
Force 1 bar = 14.5038 pounds/inch²
1 kilonewton = 224.86 pounds force 1 kilogram/metre² = 0.2048 pounds/foot²
1 pound force = 4.448 newtons 1 kilopascal = 0.145 pound/inch²
1 bar = 100 kilopascal
Weight
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
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 nyloc nuts, 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.
10-3
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 (wax) form.
10-4
Unpainted bores, stainless bushes

Loctite Colour Primer, activator, accelerator Loctite® cure speed
Green Type Drying time Partial Full
680
Primer 7471 30-70 seconds 5 minutes 4-6 hours
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

680
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

Amber Type Drying time Partial Full
325
Activator 7075 1-3 minutes 5 minutes 24 hours
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.
 Rotate bush when fitting to distribute the Loctite evenly
10-5
Painted gloss bores, stainless steel bushes

680
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

680
n/a n/a 5 minutes 4-6 hours
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
Red Type Drying time Partial Full
263
Primer 7649 30-70 seconds With primer 10 minutes 2 hours
(optional) n/a Without primer 20 minutes 6 hours
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

325
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

Blue Type Drying time Partial Full

243
Purple Primer 7471 30-70 seconds With primer 10 minutes 2 hours
222
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
3 Fit the screw to the specified torque.
Cylinder shafts, compensator shafts

263
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

White Type Drying time Partial Full
567
Primer 7649 30-70 seconds With primer 2 hours 6 hours
(optional) Without primer 12 hours 24 hours
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
325
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

243
Mainshaft nuts (medium strength thread locking).

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
Assemble nuts to `jet specific' torque specifications.
10-8
Tailpipe fairings without locking devices

680
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)


243
Purple Primer 7471 30-70 seconds With primer 10 minutes 2 hours
222
Nuts (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 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)

263
Tailpipe inserts (high strength thread locking).

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

Brown Type Drying time Partial Full
542
n/a n/a 45 minutes 24 hours
Steel cylinders and AB2 frontheads (medium 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
542
Stainless steel cylinders & backheads (medium 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
542
Tapered male nipples in female holes (medium strength hydraulic thread

sealant).
1 - Apply Loctite to the thread engagement area of the nipple in sufficient
Fit the nipple and tighten to the specified torque.
10-10
Dowel retention
680
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

680
Steering crank shaft to mounting block (extra high strength retaining).

1- Apply primer 7471 to the bottom half of the steering crank shaft and
allow it to dry. Do NOT apply activator to the bore in the crank mounting
block.
2 - Apply Loctite®680to 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.
Wipe away any excess Loctite®
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, use a strong light 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:
10-12
Jet unit general

1 Make sure that the fitted impeller matches the engine duty. To view the Impeller part number
(stamped on hub), remove the jet unit inspection hatch 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 Check that inspection hatch seals are correctly fitted and for the correct torqueing of the
inspection hatch securing nuts. 
4 Check that the water offtake hoses (If fitted) are appropriately and securely fitted.

5 Check that any unused water offtakes (If fitted) are plugged.

6 Check that the bearing housing has been filled with approved grease (► page 10-32)

Anti-fouling paints
HJ274 to HJ364 jet models have optional paint finishes: 'grey gloss' or 'antifoul' schemes. HJ403 and
larger are available with the antifoul scheme only.
The jet unit must have additional coats of antifoul applied typically within two weeks of the launch
of the vessel (refer to the antifoul manufacturers datasheet).
The supplied antifoul coating will require light abrasion and cleaning prior to further application of
antifoul (► page 8-2).
Do not apply copper oxide based anti-fouling paints since these will cause jet corrosion. Only use
antifoul for which the paint manufacturer has stated suitability for use on aluminium substrates.
Notes:
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:
10-14
Drive shaft
1 Ensure HamiltonJet have approved the driveline details

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 less than 5°.
 Yokes are in the same plane (► page 3-10).
3 On bearing supported line shafts (refer to the design basics section in the
product manual) check: 
 Align support bearings with the engine flywheel.
 Position outer support bearings close to the end couplings.
Notes:
10-15
Commissioning checks
Pre-launch checks
1 Check that the plastic spiral wrap protective cover (where fitted) has been
removed from hydraulic shafts. 
Check all hydraulic shafts for damage and 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:
10-16
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, 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 Make sure the JHPU oil level is correct. Add oil as required (► page 10-
32)
6 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 Resistance
the vessel shore power plug. A correctly wired isolation transformer or
galvanic isolator will result in high electrical resistance (greater than 1kΩ) _______Ω
between the hull and the earth conductor (refer to "Precautions Against
Corrosion" section of the product manual).
10-17
Engine checks (vessel moored)

1 The marine 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 1000rpm. 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 water seal 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 water seal 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
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 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. 
10-18
Notes:
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 the jet unit and driveshafts 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 80°C.
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). Verify the jet revolutions at maximum speed, using
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
10-20
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 100Ohms 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 around the waterjet, especially at the transom at
the intake block and under the bearing housing (water seal leaks). 
Notes
10-21
Jet unit trials & commissioning data

Commissioning Commissioning date
engineer
Vessel description HamiltonJet 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)
10-22
Notes
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 affect 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.
10-24
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 - 140ºF) to ensure weld prep area is dry.
12 Support
 A rigid strong back should be clamped or tacked to the intake block during welding to prevent distortion.
13 Weld runs
 Multipass runs may be necessary depending on plate and casting thickness.
 Stitch 75mm with 75mm gaps for first 2 runs to minimize distortion.
 Stitch sequence for the intake block 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,
 Any dye 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
Tightening torques
85113 Issue V
 Make sure all threads are clean.

 Torque values are for fasteners lubricated with grease or Loctite® unless otherwise stated.
 Where the assembly drawing does not specify Loctite® or thread lubricant, use the thread
lubricant specified in this section. Where Loctite® is specified, refer to the Loctite® application
guide (► page 10-3).
 Torques specified in assembly drawings will take precedence over this section. Use this section
when the assembly drawing does not specify torque for the fastener.
 For specific instructions on tightening torques for impeller nuts, coupling nuts, and bearing lock
nuts refer to the relevant jet assembly drawing.
 Conversion factors 1Nm = 0.736lbf ft / 1lbf ft = 1.356Nm.
Nut tightening torques

Nuts on 316 stainless steel studs
Size Torque
With grease or Loctite®
M6 5Nm (3.7lbf ft)
M8 12Nm (9lbf ft)
M10 24Nm (18lbf ft)
M12 45Nm (33lbf ft)
M16 75Nm (55lbf ft)
M20 120Nm (89lbf ft)
A - Identified with no centre drill
Nuts on high strength stainless steel studs

Size Torque
With Grease or Loctite® With Antiseize
M12 60N m (44lbf ft) 45Nm (33lbf ft)
M14 95Nm (70lbf ft) 70Nm (52lbf ft)
A - Identified with centre drill
Nuts on stainless steel cotter pins

Size Torque
M6 5Nm (3.7lbf ft)
M8 12Nm (9lbf ft)
M10 24Nm (18lbf ft)
M12 45Nm (33lbf ft)
10-26
Nuts on bolts and screws

Size Torque
Metric
M3 0.8Nm (0.6lbf ft)
M4 2Nm (1.5lbf ft)
M5 4Nm (3lbf ft)
M6 7Nm (5.2lbf ft)
M8 16.5Nm (12.2lbf ft)
M10 33Nm (24lbf ft)
M12 60N m (44lbf ft)
M16 140Nm (103lbf ft)
M20 260Nm (192lbf ft)
M24 410Nm (302lbf ft)
Imperial
1/4" UNC 7.5Nm (5.5lbf ft)
5/16" UNC 15.3Nm (11.3lbf ft)
3/8" UNC 27Nm (20lbf ft)
3/4" UNC 230Nm (170lbf ft)
Screw tightening torques

Bolts and screws in all metals
Size Torque
Metric
M2 0.2Nm (0.15lbf ft)
M2.5 0.35Nm (0.25lbf ft)
M5 3Nm (2.2lbf ft)
M6 5Nm (3.7lbf ft)
M8 12Nm (9lbf ft)
M10 24Nm (18lbf ft)
M12 45Nm (33lbf ft)
M16 95Nm (70lbf ft)
M20 180Nm (133lbf ft)
Imperial
1/4" UNC 5Nm (3.7lbf ft)
3/4" UNC 160Nm (118lbf 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
M20 48Nm (35lbf ft)
A - Nose on stud bottomed in hole
Rolled formed studs without nose

Size Torque
M16 n/a
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 bottoms on thread

X - Stud length minus thread length
Cut thread studs

Size Torque
All n/a
Screw the stud into the casting until the thread just disappears.
Do not thread past this point.
A - Stop threading when stud disappears
10-28
Set screws
Set screw tightening torques (non aluminium)
Size Torque
M5 3Nm (2.2lbf ft)
M6 5Nm (3.7lbf ft)
M8 12Nm (9lbf ft)
M10 24Nm (18lbf ft)
M12 45Nm (33lbf ft)
A - Steel, Stainless steel, Bronze or Water seals
Set screw tightening torques (aluminium)

Size Torque
M4 1Nm (0.7lbf ft)
M5 2Nm (1.5lbf ft)
M8 8Nm (5.9lbf ft)
M10 16.5Nm (12.2lbf ft)
M12 30Nm (22lbf ft)
A - Aluminium
Tightening torques for KMT nuts

Size Torque
M6 8Nm (5.9lbf ft)
M8 18Nm (13lbf ft)
M10 35Nm (26lbf ft)
A - Locking set screws
B - KMTA nut
C - KMT nut
Hydraulic cylinder piston

Stainless threads on mild steel
Size Torque
M16x2 75Nm (55lbf ft)
M24x3 250Nm (184lbf ft)
10-29
Hydraulic fittings
BSPP fittings in jet castings
Size Torque
1/8 4Nm (3lbf ft)
1/4 10Nm (7lbf ft)
3/8 20Nm (15lbf ft)
1/2 40Nm (30lbf·ft)
3/4 63Nm (46lbf ft)
1 105Nm (77lbf ft)
1-1/4 142Nm (105lbf ft)
1-1/2 320Nm (236lbf ft)
2 500Nm (369lbf ft)
BSPP fittings other than jet castings

Size Torque
1/8 9Nm (6.6lbf ft)
1/4 35Nm (26lbf ft)
3/8 45Nm (33lbf ft)
1/2 65Nm (48lbf ft)
3/4 130Nm (96lbf ft)
1 160Nm (118lbf ft)
1-1/4 240Nm (177lbf ft)
1-1/2 320Nm (236lbf ft)
2 500Nm (369lbf ft)
Hoses
Size Torque
Imperial
1/4 20Nm (15lbf ft)
3/8 35Nm (26lbf ft)
1/2 60N m (44lbf ft)
3/4 115Nm (85lbf ft)
1 140Nm (103lbf ft)
1-1/4 210Nm (155lbf ft)
1-1/2 290Nm (214lbf ft)
2 400Nm (295lbf ft)
Metric
DN6 28Nm (21lbf ft)
DN10 38Nm (28lbf ft)
Refer to Label on hose for sizing
DN12 55Nm (40lbf ft)
DN19 100N·m (74 lbf·ft)
Hose clips
Part # Size Torque
201056 12-20 2.3Nm (1.7lbf ft)
201057 14-32 4Nm (3lbf ft)
201058 30-45 5Nm (3.7lbf ft)
201059 40-60 5Nm (3.7lbf ft)
205780 50-70 5Nm (3.7lbf ft)
201060 60-80 5Nm (3.7lbf ft)
206094 80-100 5Nm (3.7lbf ft)
064924 51-55 15Nm (11lbf ft)
209872 59-63 15Nm (11lbf ft)
10-30
Thread lubricants
Thread type Description of lubricant where the thread lubricant or Loctite® is
not specified
Nuts on 316 stainless studs Multipurpose marine grade grease.
Nuts on high strength studs Multipurpose marine grade grease or marine grade anti-seize.
Anti-seize will reduce the risk of thread galling so is recommended, particularly on
larger or longer studs.
.
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 grease.
Hydraulic fittings General purpose grease with PTFE base or hydraulic oil.
e.g. Accrolube® high efficiency grease with PTFE (grease must not contain graphite).
Fasteners inside sealed control modules No lubricant, fit dry.
Plastic male or female threads No lubricant, fit dry.
Other metric fasteners Multipurpose marine grade grease
Examples
Multipurpose marine grade Shell: Shell Alvania RL2
lithium based grease or Mobil: Mobilux 2, Mobilux EP 2
calcium sulphate based Castrol: Molub - Alloy 6040
grease. BP: Engergrease MP-MG 2
Marine grade anti-seize Use only Loctite® marine grade anti-seize.
cause corrosion.
Only use Loctite® marine grade anti seize when using anti-seize on nuts fitted to high strength studs
to achieve the correct stud preload.
10-31
Recommendations for lubricants and oils

085018 Issue W
Hydraulic fluids
Jastram manual hydraulic steering
Fluid: Jet model
ISO VG32 hydraulic oil HJ364
Examples:
Castrol: Hyspin AW32
Shell: Tellus 32
Esso/Exon/Mobil: Nuto H32/DTE Excel 32
Texaco/Chevron/Caltex: Rando HD32/AW32
Gulf: Harmony AW32
Oil volume (litres)
The oil volume in this system is dependent on several factors: the
number of stations, length of tubing etc. and are determined by the
configuration of the vessel.
Hynautic remote control systems

Fluid: Jet model:
50/50 mixture by volume of distilled water and ethylene-glycol (anti- HJ364
freeze). HJ403
Note: HM422
Ethylene-glycol should be as pure as possible (no additives). HM461
Do not use Brake fluid or hydraulic oil. HM521
HM571
Examples:
Hynautic: MCO-03 Hynautic
Oil volume (litres):
configuration of the vessel
Seastar manual hydraulic steering

Fluid: Jet model:
Fluids meeting MIL H5606C specifications HJ213
HJ241
Examples: HJ274
Seastar: HA5430 (1qt), HA5440 (1US gal) HJ292
Shell: Shell Aero Fluid 41 or 4 HJ322
Esso/Mobil: Univis N15 or J13/Mobil Aero HFA HJ364
Texaco/Chevron: HO15/Aviation Hydraulic Fluid A HJ403
Petro Canada: Harmony HV115
10-32
Seastar manual & powered hydraulic steering

Fluid: Jet model:
Fluids meeting MIL H5606C specifications HJ403
HM461
Examples: HM521
Seastar: HA5430 (1qt), HA5440 (1US gal) HM571
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
Hydraulic systems with HamiltonJet JHPU

Fluid: Jet model:
Mineral or synthetic based hydraulic oil to ISO 11158 or DIN 51524-2/ HJ364
DIN 51524-3. HamiltonJet recommends using straight mineral oils with HJ403
EP additives for rolling bearing lubrication. HM422
Recommended minimum oil viscosity index is 95. HM461
The operating viscosity for HamiltonJet systems is within the viscosity HM521
range of 16-36 cSt. HM571
Conventional oils recommended unless there is a specific requirement HM651
for biodegradable oils. HM721
Biodegradable oils require more stringent monitoring, particularly in a HM811
marine application. HT810
Biodegradable oil must be regularly analysed as per the oil HT900
manufacturer's recommendations. HT1000
Examples:
Conventional oils
Shell: Tellus 46
Castrol: Hyspin AWS M46
Esso/Exon/Mobil: DTE 10 Excel 46
BP: Bartran HV46
Gulf: Harmony AW46
Texaco/Chevron/Caltex: Rando HD46
Lubriplate Syn Lube 46
Biodegradable oils (Only use the oils specified below)

Chevron: Clarity hydraulic oil AW 46
Panolin: HLP synth 46
Vickers: Ecosure EAF 46
Mobil: SHC Aware H 46
HJ364 5.3 HM651 21
HJ403 7.5 HM721 21
HM422 7.5 HM811 21
HM461 7.5 HT810 21
HM521 7.5 HT900 60
HM571 7.5 HT1000 80
Refer to the appropriate section of the manual for priming instructions.

The jet unit is shipped with no oil in the hydraulic power unit [A] but the oil cooler and control system will have oil.
Stated volumes are for the complete hydraulic system.
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.
10-33
Hydraulic systems with Saginaw JHPU

Fluid: Jet model
Fluids meeting GM Spec. No. 9985010. HJ213
Do not use hydraulic oil. HJ241
The Saginaw JHPU is shipped filled with oil [A]. HJ274
HJ292
Examples: HJ322
Shell: Donax TF/Spirax HTX30
Esso/Mobil: Dexron/ATF
Castrol: Transmax Dex 111
Texaco/Chevron: Texmatic 7045E/HD-389
Gulf: Dexron VI
Oil volume (litres)
HSRC/HSRX:
HJ213 1.0
HJ241 1.0
HJ274 1.2
HJ292 1.2
HJ322 1.7
HTX30 1.4
BlueARROW/AVX:
HJ274 1.7
HJ292 1.8
HJ322 2.3
Bearing housing lubrication

Grease lubricated bearing housings
Grease: Jet model:
Multi-purpose extreme pressure (EP). HJ212
To ensure grease compatibility, purge the housing in line with the HJ213
grease manufacturer's guidelines if grease type is changed. HJ241
Ex-factory grease is calcium sulphonate based. HJ274
HJ292
Required grease properties: HJ322
Thickener type HTX30
Calcium sulphonate
Lithium complex
Lithium hydroxysterate
Base oil type
Mineral oil
NLGI Consistency class: 2
Kinematic viscosity of the base oil 40°C, mm²/s (cSt): 100-200
Examples:
BP: Energrease MP-MG2
Castrol: Molub-Alloy 6040/150
Mobil: Mobilux EP2
Shell: Gadus S2 V100
SKF: LGWA 2
Chevron Multifak EP 2-274503
Texaco Multifak EP 2-000995
Lubriplate 1552
[A] Bearing housing

[B] Grease nipple
10-34
Oil lubricated bearing housings

Fluid: Jet model:
Mineral or synthetic based hydraulic oil to ISO 11158 or DIN 51524-2/ HJ364
DIN 51524-3. HamiltonJet recommends using straight mineral oils with HJ403
EP additives for rolling bearing lubrication. HM422
Recommended minimum oil viscosity index is 95. HM461
The operating viscosity for HamiltonJet systems is within the viscosity HM521
range of 16-36 cSt. HM571
Conventional oils recommended unless there is a specific requirement HM651
for biodegradable oils. HM721
Biodegradable oils require more stringent monitoring, particularly in a HM811
marine application. HT810
Biodegradable oil must be regularly analysed as per the oil HT900
manufacturer's recommendations. HT1000
Examples:
Conventional oils
Shell: Tellus 46
BP: Bartran HV46
Gulf: Harmony AW46
Lubriplate Syn Lube 46

[A] Combination oil filler cap and level gauge

Oil volume (litres)
[B] Bearing housing HJ364 1.1 HM651 8.8
HJ403 3.6 HM721 13.0
HM422 3.6 HM811 14.3
HM461 3.6 HT810 14.3
HM521 3.7 HT900 20.0
HM571 3.7 HT1000 32.2
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.
All volumes shown are in litres.
Joint lubrication
Impeller and coupling taper joints
Grease:
Apply a thin film of grease to the shaft taper (A).
10-35
Steel to steel joints

Grease:
Apply a thin film of grease between the mating faces (A).
O-rings (Nitrile rubber only)

Grease:
Multipurpose marine grade grease.
Apply grease to the O-ring (A).
Barrier cord O-rings are natural rubber O-rings fitted to Inspection hatch covers. When lubricating barrier cord O-rings, use non-
petroleum based grease.
Petroleum based grease will react with the natural rubber in the barrier cord.
Identify barrier cord by its colour, either brown or white.
Ball joints
Grease:
Multipurpose marine grade grease.
Apply lubricant using a grease needle (A).
Threads
Refer to threaded fasteners tightening torques (► page 10-26).
Rotary water seal fitting

Lubricant [A]:
Only use
P80 IFC temporary rubber assembly lubricant (P/N 902021)
or
1:20 detergent to water mix
Do not
Lubricate the seal faces
Use grease or oil
10-36
Impeller seal
Lubricant [A]
Use only
P80 IFC temporary rubber assembly lubricant (P/N 902021)
or
Methylated spirits (rubbing alcohol) on impeller seal surface to aid assembly
Do not use
Grease or oil
Impeller and marine bearing sleeve, HJ212 - HJ274 jets only

Lubricant:
Marine grade anti-seize is recommended.
Alternatively, multipurpose marine grade grease may be used.
Do not use anti-seize compounds that contain graphite, nickel, copper or metal flake - these
will cause corrosion
Apply lubricant to the mainshaft before fitting the impeller and marine bearing sleeve [A].
Overhung load adaptor

Fluid: Jet model:
Mineral or synthetic based hydraulic oil to ISO 11158 or DIN 51524-2/ HT900
DIN 51524-3. HamiltonJet recommends using straight mineral oils with HT1000
EP additives for rolling bearing lubrication.
Recommended minimum oil viscosity index is 95.
The operating viscosity for HamiltonJet systems is within the viscosity
range of 16-36 cSt.
Conventional oils recommended unless there is a specific requirement
for biodegradable oils.
Biodegradable oils require more stringent monitoring, particularly in a
marine application.
Biodegradable oil must be regularly analysed as per the oil
manufacturer's recommendations.
Examples:
Conventional oils
Shell: Tellus 46
BP: Bartran HV46
Gulf: Harmony AW46
[A]. Overhung load assembly Lubriplate Syn Lube 46
[B] Filler / vent
Refer here for the correct filling method and oil volume.
10-37
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 engine(s), check the following:

 The vessel is securely moored fore and aft in deep water and well clear of other objects or craft.
 The helm is centred 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.
 Make sure 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
Ahead, zero speed and astern controls

Achieve "Astern" and "zero speed" by re-directing the jetstream using the reverse duct.
When the fully lowered, the reverse duct redirects all the jetstream back under the vessel giving "maximum
astern thrust".
When partially lowered, the jetstream splits giving some ahead and some astern thrust.
At a certain reverse duct position, the ahead and astern thrusts will be equal and the vessel will not move
ahead or astern regardless of the throttle opening. This is the "zero speed" position (Do not confuse this
term with the neutral position of a gearbox when the driveline stops rotating).
When operating the reverse controls, the jet unit is always rotating regardless of the position of the reverse
duct. Selecting any intermediate position between ahead and astern will give infinitely variable speeds when
manoeuvring.
Figure 89: Reverse duct positions

A Maximum ahead
B Zero speed
C Maximum astern
1 Jet stream
10-38
Power assisted slowdown

Only use this procedure in an emergency.
To achieve a fast slowdown, quickly lower the reverse duct while the vessel is at speed.
If in lightweight planing craft, the "astern" or "zero speed" positions are selected with the throttle
left open and the boat moving forward at speed, the resultant "braking effect" can be very severe.-
even more so than full braking with a motor vehicle.
 Power assisted slowdown produces very rapid deceleration.

 Do not use full helm control until the vessel has slowed.
 Select zero speed as soon as the vessel has slowed.
For normal operation to "brake" the vessels forward motion:

 Close the throttle.
 Select zero speed or astern.
 Achieve the desired braking by gently opening the throttle.
 Close the throttle as soon as the vessel has slowed to a standstill.
 Do not use full steering until the vessel has slowed.
Steering
The waterjet's 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.
Note the following points when operating a waterjet powered vessel:
 With 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 there is no reversal of the steering while the vessel is moving
astern. When turning the helm to port, the bow of the vessel will also turn to port
whether the vessel is moving ahead or astern. This is the opposite of 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.
10-39
Steering operation
Figure 90: Steering operation

1 Ahead
2 Astern
Manual control of steering nozzle and reverse duct

In the unlikely event of a complete hydraulic power failure, a degree of control over some vessels may be
possible by manually moving the steering tiller or using a rope to lift the reverse duct as described below.
If applicable, switch the control system for that jet into backup mode.
Emergency manual steering control:
 Disconnect the hose to the steering cylinder (or open the steering bypass valve on the hydraulic power
unit if fitted).
 Use the emergency tiller extension lever if available (or a suitable pipe or lever) to manually move the
steering mechanism inside the boat.
 The nozzle position is indicated on the gauge at the helm.
 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.
Steering may only be possible at low RPM unless an emergency tiller extension is used.
Emergency manual reverse duct control:

 Attach a rope to the external reverse duct lifting eye (if present) or around the end of the reverse duct.
 Take the weight of the reverse duct on the rope.
 Disconnect the hoses to the reverse cylinder (or open the reverse bypass valve on the hydraulic power
unit if fitted).
 Lift or lower the reverse duct as required.
 Tie off the rope to lock the reverse duct into position.
 Return to base and have the fault rectified.
10-40
Emergency manoeuvring
Single jet unit
The vessel can be partially manoeuvred by raising and lowering the reverse duct with a rope The engine must
be kept at idle RPM.
Multiple jet units
Shut down the engine driving the jet without reverse and manoeuvre using the other jet(s).
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 (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.
 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, manoeuvre 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, use port lock to stop the rotation (or vice versa) then centre
the helm to hold the heading.
 If the vessel is moving ahead, then move the reverse lever(s) astern to bring the vessel to rest
(or vice versa) and then zero speed selected to hold the heading.
10-41
Moving sideways
Moving sideways, twin waterjet
The following procedure moves the vessel to port. Transpose port and starboard to move to starboard.
Set both reverse control levers to zero speed and make sure the vessel is stationary.
Set both engine throttle levers to just above idle with slightly higher rpm on the port side.
 Set steering to ahead.
 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.
 Turn the helm to starboard to counteract the bow's port rotation.
 The vessel now moves sideways to port.
 Adjust the port engine rpm or bring the starboard reverse control lever back towards the zero speed
position to prevent fore and aft movement (higher rpm moves the vessel aft).
 With the vessel positioned correctly, move both reverse control levers back to zero speed and centre the
helm.
If the vessel is moving sideways too fast:

 Set the reverse control levers to zero speed.
 Return the helm to the ahead (centred) position.
Alternatively, set the controls for sideways movement in the opposite direction until the vessel
stops moving then:
 Set the throttle RPM to idle
The required control settings will vary according to wind and tide conditions.
10-42
Moving sideways, triple waterjet
With triple waterjets

Using all three waterjets to move sideways gives best results.
The following procedure moves the vessel to port. Transpose port and starboard to move to starboard
 Set steering to ahead, all three reverse ducts to the zero speed position and rpm on all engines to the
same value.
 Use the centre waterjet's reverse duct to control fore and aft movement (duct approximately 80%
reversed).
 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.
 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.
 This method of sideways manoeuvring should result in 33% more side thrust than using only two
waterjets. Once set up, use only the centre waterjet's reverse control lever and helm to control sideways
movement.
If the vessel is moving sideways too fast:

Alternatively, set the controls for sideways movement in the opposite direction until the vessel
stops moving then:
 Set the throttle RPM to idle
The required control settings will vary according to wind and tide conditions.
10-43
To stop sideways movement

Before the vessel reaches the required position:
 Set the throttle RPM to idle.
Alternatively, set the controls for sideways movement in the opposite direction until the vessel stops moving
then:
 Set the throttle RPM to idle.
Cruising
Running at speed with a partially blocked inlet grill or debris on the impeller will result in cavitation
damage to the jet unit.
Take care 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 with reduced best speed. If such symptoms occur, immediately slow the vessel and
clear the blockage.
 In conditions of severe weather or overload, reduce the engine speed 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.
If the steering becomes jammed, moving the helm quickly from side to side may free the steering nozzle.
The use of excessive force at the helm could damage steering components. Clear a severe jam-up of
the steering nozzle from the rear of the vessel.
Thoroughly check all steering components if a severe steering jam has occurred.
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:
Figure 91: High speed planing in shallow water

At high planing speeds, shallow water operation is not a problem until the vessel almost grounds.
10-44
Figure 92: Shallow water operation slow speed
At slow displacement speeds avoid using high RPM in shallow water.
Figure 93: 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.
Momentarily stopping the engine will allow any debris picked up in the intake screen to drop away.
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.
Make sure that the water level is below the level of the inspection cover before removing.
10-45
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 (e.g. fast flowing rapids or surf), note
the following:
 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.
Steer around debris if possible, as any obstruction of the intake screen, impeller or tailpipe stator vanes can
affect the jet unit's performance.
Detecting blockages
In water with lots of debris, it may be necessary to clear the intake screens and impellers before each run.
In many cases debris can still accumulate with the vessel moored.
Any of the following can indicate a blocked jet unit:
 Engine RPM increases.
 Lack of jet thrust (vessel speed drops).
 Abnormal noise and vibration from the jet unit.
Clearing blockages
To clear a blocked jet unit try the following:
 Slowing or stopping the engine driving the blocked jet unit will often clear the blockage. This works best
when the vessel is still moving forward at speed.
 Backflush the blocked jet unit (only possible if a reversible gearbox is fitted):
 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.
 It may be necessary to repeat the above procedure several times to clear the blockage.
To prevent damage to the hydraulic pump unit and the preload bearing, do not operate
backflush for more than 30 seconds. Keep the engine speed below 1000 rpm
 Remove the inspection hatch cover (s) on the intake and manually clear the obstruction.
10-46
Using the inspection cover

Inspection covers
Before removing an inspection cover:

 Stop all engines.
 Check that the static water level will be below the inspection cover lip.
 If the static water level is too high, place ballast on the bow to raise the stern high enough to
allow removal of the inspection cover.
 Alternatively, fit an optional hatch extension/overflow preventer to the inspection hatch
opening to allow inspection of the intake at higher water levels.

Operating with an engine and jet unit out of service

If operating the vessel 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:
Fit the shaft brake 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 there is no shaft brake fitted, prevent the jet unit mainshaft 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

 Make sure to securely moor the vessel.
 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 if fitted.
 Shut down the engine.
10-47
HJ292 Product Manual Technical Drawings
11 - Technical Drawings
HJ29201000 - Base Jet Assembly

HJ29202002 - Coupling
HJ29203001 - Impellers
HJ29206000 - Steering Assembly
HJ29207001 - Reverse Assembly
HJ29207002 - Reverse Cylinder Blanking Plugs
HJ29208001 - Installation Details GRP with 0deg Shaft Line
HJ29208011 - Installation Details GRP with 5deg Shaft Line
HJ29208002 - Installation Details Al with 0deg Shaft Line
HJ29208012 - Installation Details Al with 5deg Shaft Line
HJ29208003 - Installation Details Steel with 0deg Shaft Line
HJ29208013 - Installation Details Steel with 5deg Shaft Line
HJ29209001 - Screen Rake Blanking Plugs
HJ29209002 - Screen Rake
HJ29210004 - Hatch Extension
HJ29211000 - Tool Kit
HJ29213003 - Anode Location
HM00013001 - Corrosion Monitor
HJ29230001 - General Assembly 0deg Shaft Line
HJ29230002 - General Assembly 5deg Shaft Line
HJ29230011 - General Assembly with blueARROW Controls
HJ29230012 - General Assembly with blueARROW Controls
82206 - Impeller Dressing Information
85114 - Earth Bonding System
205753 - Lubrication Chart
11-1
1 2 3 4 5 6 7 8
AB ITEM 43 FIT SHORT END
IN INTAKE
A 12 1 44 53 58 10 43 53 58 28 33 71 64
FIT FLUSH ITEM 64 WITH A
MACHINED FACE.
USE LOCTITE 325
B B
32
C C
30
22
AB
JET SUPPLIED WITH 63 AB
FIT SHORT END
ITEM 35 FITTED. 35 FIT ITEM 35 WITH 89 66 10 51 58 67 34 IN INTAKE 46 54 59 87
ITEM 63 SUPPLIED LOOSE LOCTITE 567
FIT ITEM 51 WITH FIT ITEM 67 WITH
LOCTITE 243 LOCTITE 263
NOTES:
45 48 54 59 50 57 62 47 55 60 65 25 1. ALL STUDS TO BE FITTED USING LOCTITE 263
D AB 2. REFER TO DRAWING 85144 FOR ADHESIVE SPECIFICATION AND D
APPLICATION
FIT ITEM 57 WITH 3. REFER TO DRAWING 85113 FOR FASTENER LUBRICATION AND TORQUE
LOCTITE 222 SPECIFICATION
4. REFER TO DRAWING No: 111178 FOR PAINT SPECIFICATION AND
APPLICATION.
16
E E
HamiltonJet
This print is provided on a restricted basis and is not to be used
in any way detrimental to the interests of C. W. F. Hamilton and Co. Ltd
CHANGE SUMMARY - REFER TO E.C.N. FOR DETAILS MANUFACTURING INFORMATION DRAWING INFORMATION
REVISION: AB ECN: 22522 MATERIAL:

BASIC JET ASSEMBLY
ITEM 1 - 102185 REPLACED WITH 203123 STANDARD:
AB ITEM 2 - 111593 REPLACED WITH 203133
STANDARD AND DRY RUN
MAT CERT REQ: No TRACEABILITY REQ: No
F FIT ITEM 85 USING 85 REF SEE ECN FOR OTHER CHANGES [kg]
FOR HJ292
LOCTITE 263 FINISHED WEIGHT:
TORQUE 480Nm DESIGN CHECK: N.T. 23/06/2016 SIGN.: ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE: HJ292
DRAWING REVISION: J.S.R. 23/06/2016 SIGN.: REMOVE ALL SHARP EDGES & BURRS DRAWN TO HAMJET 085195 PROJECTION:
DOCUMENT CHECK: N.T. 23/06/2016 SIGN.: UNTOLERANCED DIMENSIONS & SURFACE FINISH SCALE: 1:5 SHEET SIZE A3 Sheet1/5
GENERAL: +/- HOLES: ANGULAR:
1 2 3 4 ORIGINAL DESIGN: P.A.S 13/12/1999 SIGN.: MACHINED SURFACE FINISH: Ra μm DWG No: HJ29201000 REV: AB
1 2 3 4 5 6 7 8
NOTES:
1. ALL STUDS TO BE FITTED USING LOCTITE 263
2. REFER TO DRAWING 85144 FOR ADHESIVE SPECIFICATION AND APPLICATION
3. REFER TO DRAWING 85113 FOR FASTENER LUBRICATION AND TORQUE SPECIFICATION
A 4. REFER TO DRAWING No: 111178 FOR PAINT SPECIFICATION AND APPLICATION. AB 76 77 78 79 80 A
74
SPARE FILTER ELEMENT
SUPPLIED LOOSE
75
B FIT ITEM 81 WITH
B
FIT ITEM 88 WITH DRY PRESS FIT LOCTITE 222
AB
AB
LOCTITE 680 ITEM 86 73
FIT ITEM 82 WITH
12 88 86 11 21 84 86 81 82 LOCTITE 263 SIDE VIEW ON
FILTER HOUSING
PRESS FIT
B 83 AB AB
FIT ITEM 56 WITH
LOCTITE 222
40
13 14 49 56 61 REF
C C
27
17
D D
C FIT ITEM 52 WITH

52 LOCTITE 222
E 52 19 B E
FIT ITEM 52 WITH 94
LOCTITE 222
HamiltonJet
AB
BASIC JET ASSEMBLY
ITEM 2 - 111593 REPLACED WITH 203133

No No
38
MAT CERT REQ: TRACEABILITY REQ:
F SEE ECN FOR OTHER CHANGES FINISHED WEIGHT: [kg]

FOR HJ292
DETAIL D DESIGN CHECK: N.T. 23/06/2016 SIGN.: ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE: HJ292
SCALE 1 : 1 DRAWING REVISION: J.S.R. 23/06/2016 SIGN.: REMOVE ALL SHARP EDGES & BURRS DRAWN TO HAMJET 085195 PROJECTION:
DOCUMENT CHECK: N.T. 23/06/2016 SIGN.: UNTOLERANCED DIMENSIONS & SURFACE FINISH SCALE: 1:3.5 SHEET SIZE A3 Sheet2/5
1 2 3 4 5 6 7 8
NOTES:
1. ALL STUDS TO BE FITTED USING LOCTITE 263
2. REFER TO DRAWING 85144 FOR ADHESIVE SPECIFICATION AND APPLICATION
A 3. REFER TO DRAWING 85113 FOR FASTENER LUBRICATION AND TORQUE SPECIFICATION A
4. REFER TO DRAWING No: 111178 FOR PAINT SPECIFICATION AND APPLICATION.
B B
FIT ITEM 51 WITH

LOCTITE 243
43 51 58
2 51 58
C AB AB AB C
SECTION B-B
SCALE 1 : 3
24.2 24.3
D 7 29 39 37 15 36 37 15 27 D
AB
USE LOCTITE 222 USE LOCTITE 222
APPLY TORQUE 12Nm (9lbs/ft) DETAIL A APPLY TORQUE 18Nm (13lbs/ft)
AB SCALE 1 : 1.5
AB
FIT ITEM 5 TO ITEM 4 FIT ITEM 93 WITH
WITH LOCTITE 680 LOCTITE 243
6 24.1 5 4 3 93 92
NOTE: POSITION OF GROOVE
E (NO GROOVE AT BOTTOM) E
24.4
DRY RUN ASSEMBLY OPTION
HamiltonJet

BASIC JET ASSEMBLY
ITEM 2 - 111593 REPLACED WITH 203133

FOR HJ292
DESIGN CHECK: N.T. 23/06/2016 SIGN.: ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE: HJ292
DETAIL C DRAWING REVISION: J.S.R. 23/06/2016 SIGN.: REMOVE ALL SHARP EDGES & BURRS DRAWN TO HAMJET 085195 PROJECTION:
SCALE 1 : 2 DOCUMENT CHECK: N.T. 23/06/2016 SIGN.: UNTOLERANCED DIMENSIONS & SURFACE FINISH SCALE: 1:5 SHEET SIZE A3 Sheet3/5
1 2 3 4 5 6 7 8
A B C D E F G H Item Kit Part Number Product Description Drawing
A HJ29201001 BASIC JET STANDARD HJ29201000
A B HJ29201004 BASIC JET C/W DRY RUN SHAFT HJ29201000

A
C 204717 INTAKE KIT (WITH FILTER) HJ29201000
D 111239 TAILPIPE KIT HJ29201000
E 111241 TAILPIPE KIT (DRY RUN) HJ29201000
F 111240 BEARING HOUSING KIT HJ29201000
G 213662 ANODE KIT TAILPIPE INTERNAL HJ32201000
E1 H 106627 DRY RUN BEARING ASSEMBLY HJ29201000
A2 B2 D2 E2 1 203123 ANODE (ALUMINIUM) 203123 AB
A8 B8 D8 E8 G8 2 203133 ANODE (ALUMINIUM) 203133
AB
A1 B1 3 104190 IMPELLER SEAL 104190
B A1 B1 4 104191 IMPELLER KEY 104191
B
A1 B1 5 104192 DOWEL PIN Ø5 x 9 108250
A1 B1 6 111202 WATER BEARING SLEEVE 111202
A1 B1 7 104201 (GENERAL) ROUND CIRCLIP 104201
A1 B1 8 112113 COUPLING KEY HJ292 112113
A1 B1 C1 9 203989 INTAKE (WITH FILTER MOUNT) 203989
A14 B14 C14 10 201383 (WASHERS) (FLAT) METRIC SS316 M8x16x1.2 N/A
A1 B1 C1 11 104211 WEAR RING 107266
A1 B1 D1 E1 12 110950 TAILPIPE - HJ292 110950
A1 B1 F1 13 111038 BEARING HOUSING 111038
A1 B1 F1 14 111069 BEARING CAP 111069
C A2 B2 F2 15 104617 SEAL SLEEVE 104617 C
A1 B1 D1 E1 16 104618 TAILPIPE FAIRING 104618
A1 B1 17 104619 COUPLING NUT AB2 104619
A1 B1 F1 18 104621 BEARING CARRIER 104621
A1 B1 19 112291 IMPELLER NUT AB2 112291
A1 B1 20 111072 MAINSHAFT HJ292 111072
A1 B1 C1 21 104674 INSULATOR (WEAR RING) 104674 AB
A1 B1 D1 E1 22 105273-2 STONE BAR 105941
A1 B1 23 105306 (JET) WOOD TRANSPORT CRATE HJ292 105306
A1 D1 24.1 106265 MARINE WATER BEARING 80x60x180 106264
B1 H1 24.2 106627-1 BEARING SHELL 106627-1
B1 H1 24.3 106627-2 BEARING INNER 106627-2
D B1 H1 24.4 111126 (GENERAL) ROUND CIRCLIP (DRY RUN BEARING) 104201 D
A1 B1 25 106439 INSPECTION COVER 106439
A1 B1 D1 E1 26 111655 ANODE MOUNTING PLATE HJ292 & HJ322 111655
A1 B1 F1 27 63937 (SKF) NUTS SPECIAL KMT 10 63937
A1 B1 C1 28 109194 OIL COOLER COVER PLATE 109194
A1 B1 29 61528 (JET) ROTARY SEALS 2.25" (#SS8-H1309CSN-X36) 61528
A1 B1 C1 30 63097 (LABELS) (MODEL & SERIAL NUMBER PLATE) 63097
A1 B1 C1 32 63610 (LABELS) (WARNING PLATE) 63610
A2 B2 C2 33 65234 HOSE TAIL 3/8" BSPP MALE PUSH LOC (#3D982-6-6C) 115000
A1 B1 F1 34 200917 (GREASE) NIPPLES 1/8" BSP SS N/A
A1 B1 D1 E1 35 200937 (PLUGS) BSPP PLUG 1-1/4" BSP SQ HD SS316 N/A
A1 B1 F1 36 201447 (SKF) BEARINGS ALL TYPES (SKF QJ313MA) N/A
E A2 B2 F2 37 201499 (OIL SEALS) NAK (#SCW10-85*110*12) N/A E
A1 B1 C1 D1 E1 38 104916 ORING 304x1.78 N70 CUT LENGTH 961 113050
A1 B1 C1 F1 39 200978 (O RINGS) (IMPERIAL) 0.13x4.50x4.75 (246N70) N/A
A1 B1 C1 40 200991 (O RINGS) (IMPERIAL) 0.25x5.25x5.75 (431N70) N/A
A1 B1 C1 41 200998 (O RINGS) (IMPERIAL) 0.13x9.00x9.25 (270N70) N/A
HamiltonJet This print is provided on a restricted basis and is not to be used


BASIC JET ASSEMBLY
ITEM 2 - 111593 REPLACED WITH 203133 MAT CERT REQ: No TRACEABILITY REQ: No
FOR HJ292
1 2 3 4 ORIGINAL DESIGN: P.A.S 13/12/1999 SIGN.: MACHINED SURFACE FINISH: Ra µm DWG No: HJ29201000 REV: AB
1 2 3 4 5 6 7 8
A B C D E F G H Item Kit Part Number Product Description Drawing
A16 B16 C16 D4 E4 43 201279 (STUDS) METRIC SS316 M8x40 (12/22) 30647
A2 B2 D2 E2 44 30661 (STUDS) METRIC SS316 M8x51 (16/16) 30647
A A
A8 B8 D8 E8 45 206680 (STUDS) METRIC SS316 M10x51 (22/22) 30637
A4 B4 C4 46 201281 (STUDS) METRIC SS316 M10x50 (15/26) 30637
A2 B2 C2 47 113343 (STUDS) METRIC SS316 M12x70 (24/24) 30639
A8 B8 D8 E8 48 201384 (WASHERS) (FLAT) METRIC SS316 M10x21x1.2 N/A
A3 B3 C3 49 106363 (STUDS) METRIC SAF2205 M16x160 (40/40) 30700
A4 B4 C4 50 111195 (STUDS) METRIC SAF2205 M20x188 (61/40) pr125 30692
A14 B14 C2 D12 E12 G12 51 201330 (NUTS) (NYLOC) METRIC SS316 M8 N/A AB
A2 B2 52 201245 (SCREWS) (SET SOCKET) METRIC SS316 M8x10 N/A
A14 B14 C12 D2 E2 53 201309 (NUTS) (HEX) METRIC SS316 M8 N/A
B B
A8 B8 D8 E8 F3 54 201310 (NUTS) (HEX) METRIC SS316 M10 N/A
A2 B2 C2 55 201311 (NUTS) (HEX) (METRIC) SS316 M12 N/A
A3 B3 C3 56 201312 (NUTS) (HEX) METRIC SS316 M16 N/A
A4 B4 C4 57 201313 (NUTS) (HEX) METRIC SS316 M20 N/A
A28 B28 C14 D14 E14 G12 58 201394 (WASHERS) (SPRING) METRIC SS316 M8 N/A AB
A8 B8 D8 E8 F3 59 201395 (WASHERS) (SPRING) METRIC SS316 M10 N/A

A2 B2 C2 60 201396 (WASHERS) (SPRING) METRIC SS316 M12 N/A
A3 B3 C3 61 103451 (WASHERS) (SPECIAL) METRIC SS316 M16 103451
A4 B4 C4 62 103452 (WASHERS) (SPECIAL) SS316 M20x4xØ39.25 103451
A1 B1 D1 E1 63 201411 (HOSE) TAILS 1-1/4" BSPT SS316 (MIN TAIL LENGTH 45mm) N/A
A1 B1 F1 64 110806 SLEEVE FOR SAGINAW PUMP MOUNT 110806
C A2 B2 C2 65 201385 (WASHERS) (FLAT) (METRIC) SS316 M12 N/A C
A1 B1 C1 66 203130 ANODE INTERNAL (ALUMINIUM) 203130 AB
A2 B2 C2 67 201223 (SCREWS) (M/C SCREWS) METRIC SS316 HEX HD M8x55 N/A

A1 B1 68 111427 292 LABELS KIT 111420
A2 B2 C2 71 201767 BONDED SEAL 3/8" BSP (#400-823-4490-74) N/A
A1 B1 C1 72 63703 (HYDRAULIC) FILTERS (ACCESSORIES) OIL FILTER, FIO 30/1 (10µm) N/A
73 REF 63699 FILTER ELEMENT (10µm) N/A
A1 B1 C1 74 204355 TUBE - FILTER HOUSING SUPPORT 204355
A1 B1 C1 75 204357 (O RINGS) METRIC 3mm 74 ID-4470 N70 N/A
A2 B2 C2 76 106413 (STUDS) (METRIC) SS316 M6x90 (15/15) 30635 AB
A2 B2 C2 77 201382 (WASHERS) (FLAT) (METRIC) 6.4x12.5x1 SS316 M6 N/A

A2 B2 C2 78 201329 (NUTS) (HEX) (METRIC) NYLOC SS316 M6 N/A
D A1 B1 C1 79 201768 BONDED SEAL 1/2" BSP (#400-825-4490-74) N/A
D
A1 B1 C1 80 205066 NIPPLE 3/8" BSPP MALE x 1/2" BSPP MALE (#Z10200608) N/A
C1 81 201246 (SCREWS) (SET SOCKET HD) METRIC SS316 M8x16 N/A
C1 82 111123 STEERING BUSH & SEAL HOUSING 111123
C1 83 61362 (OIL SEALS) 25x42x7 (#GACO DPSM 25427) C/W SS SPRING N/A
C1 84 61353 (SEAL) SCRAPER RING-WYCLIP N/A
D2 E2 85 104608 THREADED BUSH (REVERSE DUCT PIVOT PIN) 104608
C1 D1 E1 86 111124 STEERING SHAFT BUSH 111124 AB
F3 87 201280 (STUDS) METRIC SS316 M10x40 (15/20) 30637
D1 E1 88 111138 SLEEVE FOR STEERING SHAFT BUSH 111138
C1 89 112338 SLEEVE - REVERSE CYLINDER GLAND 112338
E 90 REF 111237 PAINT APPLICATION 292 JET (STD) GLOSS FINISH 111178 E
91 REF 111236 PAINT APPLICATION 292 JET (OPTIONAL) ANTIFOUL PREPARATION 111178
A1 B1 92 210253 FAIRING RING - IMPELLER 210253
A3 B3 93 201243 (SCREWS) (SOCKET SET) METRIC SS316 M6x6 N/A
C1 94 111183 (JET) (O RINGS) SPECIAL TRANSOM PLATE 111183


BASIC JET ASSEMBLY
ITEM 2 - 111593 REPLACED WITH 203133 MAT CERT REQ: No TRACEABILITY REQ: No
FOR HJ292
1 2 3 4 ORIGINAL DESIGN: P.A.S 13/12/1999 SIGN.: MACHINED SURFACE FINISH: Ra µm DWG No: HJ29201000 REV: AB
1 2 3 4 5 6 7 8
A A
B B
C C
D D
E E
DOCUMENT TITLE: COUPLINGS AND BELTS - HJ292

F 26791
F 1. TABLE UPDATED TO ADD DIMENSIONS 'G' AND 'H'.
REVISED: J.RAN 13-09-2017 1.0 ----

A3
----
DOCUMENT REVIEW: S.KEN 13-09-2017 ----
SCALE:
ENGINEERING REVIEW: S.KEN 13-09-2017 DRAWN TO HAMJET 085195 SHEET 1/1
1 2 3 4 5 HJ29202002 F
Item PartNumber Qty ProductDescription DrawingNbr
1.1 105138 1 (JET) IMPELLERS TYPE (12.5) - (4 BLADE) As Cast 105138
1.2 104697 1 (JET) IMPELLERS TYPE (12) - (4 BLADE) Trimmed. 105138

2.1 105679 1 (JET) IMPELLERS TYPE (18) - (5 BLADE) As Cast 105679
2.2 106089 1 (JET) IMPELLERS TYPE (17.5) - (5 BLADE) Trimmed. 105679
2.4 106369 1 (JET) IMPELLERS TYPE (16.5) - (5 BLADE) Trimmed. 105679


4.2 207787 1 (JET) IMPELLERS TYPE (22) - (6 BLADE) Trimmed 207777
4.3 207788 1 (JET) IMPELLERS TYPE (21.2) - (6 BLADE) Trimmed 207777
4.6 207790 1 (JET) IMPELLERS TYPE (19) - (6 BLADE) Trimmed 207777
1 2 3 4 5 6 7 8
THE TILLER (ITEM 24) 24

A ORIENTATION IS FOR A
PORT/CENTER JET INSTALLATION.
THE TILLER IS REVERSED FOR
STARBOARD JET INSTALLATION.
SEE SHEET 3
21
USE LOCTITE 243 BETWEEN
ITEM 15 & ITEM 21
15 16 22 20 23
B B
22 16 15
USE LOCTITE 243
18 BETWEEN 15 & 21
21
19
36 5
C C
ADJUST LIP SEAL (ITEM 29)
4 PER ADJUSTMENT
PROCEDURE SHOWN BELOW
29
17
D D
2 14 3 33 16 15
USE LOCTITE 325 BETWEEN USE LOCTITE 243 BETWEEN
ITEM 7 & ITEM 2 ITEM 15 & ITEM 14
32 31 30
E 11 E
ITEM 30 & ITEM 1 NOTES:
Q 10 1. ALL STUDS TO BE FITTED USING LOCTITE 263
2. REFER TO DRAWING 85144 FOR LOCTITE SPECIFICATION AND APPLICATION
3. REFER TO DRAWING 85113 FOR FASTENER LUBRICATION AND TORQUE SPECIFICATION
4. REFER TO DRAWING No: 111178 FOR PAINT SPECIFICATION AND APPLICATION.
12 13
HamiltonJet
REVISION: Q ECN: 24416 MATERIAL:

STEERING ASSEMBLY
ITEM 10 - 103359 (ZINC ANODE) REPLACED STANDARD:
FOR
WITH 203124 (ALUMINIUM ANODE) MAT CERT REQ: No TRACEABILITY REQ: No
F FINISHED WEIGHT: [kg]
HJ292
NOTES - ADJUSTMENT OF LIP SEALS:
1. ADJUST LIP SEAL (29) UNTIL IT LIGHTLY TOUCHES THE SPHERICAL SURFACE OF HOUSING DESIGN CHECK: S.K. 18/04/2016 SIGN.: ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE: 292
2. SWIVEL STEERING NOZZLE FROM SIDE TO SIDE TO ENSURE THAT THE SEALS DO NOT BIND DRAWING REVISION: J.S.R. 7/04/2016 SIGN.: REMOVE ALL SHARP EDGES & BURRS DRAWN TO HAMJET 085195 PROJECTION:
3. ADJUST THE FIT OF EACH SEAL SO THAT THE GAP TO THE SPHERICAL FACE IS NO MORE THAN 0.25mm AT ANY PLACE
4. THE GAP SHOULD BE 0mm / 0.25mm DOCUMENT CHECK: S.K. 18/04/2016 SIGN.: UNTOLERANCED DIMENSIONS & SURFACE FINISH SCALE: 1:5 SHEET SIZE A3 Sheet1/3
1 2 3 4 ORIGINAL DESIGN: P.A.S 8/10/1999 SIGN.: MACHINED SURFACE FINISH: Ra μm DWG No: HJ29206000 REV: Q
1 2 3 4 5 6 7 8
USE LOCTITE 222
DRY PRESS FIT ITEM BETWEEN ITEM 37 & INTAKE
35 INTO 26
A 35 37 27 A

ITEM 28 & TAILPIPE
DRY PRESS FIT ITEM
28 35
B USE LOCTITE 680 BETWEEN
35 INTO 28 B
ITEM 5 & ITEM 1
FIT ITEM 5 FLUSH
WITH LOWER FACE 5 D
OF ITEM 4.
25 26
DETAIL D USE LOCTITE 680
SCALE 2 : 3 BETWEEN ITEM
26 & INTAKE
C C
D D
6.1 6.2 6.3 6.4 C
E E
34
DRY PRESS FIT
ITEM 34 INTO ITEM 7
HamiltonJet
7 in any way detrimental to the interests of C. W. F. Hamilton and Co. Ltd
NOTES - ADJUSTMENT OF END FLOAT: CHANGE SUMMARY - REFER TO E.C.N. FOR DETAILS MANUFACTURING INFORMATION DRAWING INFORMATION
1. FIT A 2.5mm THRUST WASHER (6) TO THE BOTTOM OF
EACH BUSH
STEERING ASSEMBLY
2. FIT THE NOZZLE TO THE HOUSING WITH THE TAB ITEM 10 - 103359 (ZINC ANODE) REPLACED STANDARD:
TORQUE ITEM 8 TO FOR
WASHERS IN PLACE AND THE PIVOT PINS SCREWED IN WITH 203124 (ALUMINIUM ANODE) MAT CERT REQ: No TRACEABILITY REQ: No
200 Nm (150 ftlbs)
F THEN BEND ITEM 9
FIRMLY
[kg]
HJ292
3. ADJUST THE LOWER WASHER THICKNESS UNTIL THE FINISHED WEIGHT:
TO LOCK. NOZZLE SITS CENTRALLY IN THE HOUSING
8 DETAIL C 9 4. MEASURE THE VERTICAL END FLOAT AND ADJUST THE
DESIGN CHECK: S.K. 18/04/2016 SIGN.: ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE: 292
J.S.R. 7/04/2016
SCALE 2 : 3 TOP THRUST WASHER THICKNESS TO GIVE AN END DRAWING REVISION: SIGN.: REMOVE ALL SHARP EDGES & BURRS DRAWN TO HAMJET 085195 PROJECTION:
FLOAT OF BETWEEN 0.2mm AND 0.7mm DOCUMENT CHECK: S.K. 18/04/2016 SIGN.: UNTOLERANCED DIMENSIONS & SURFACE FINISH SCALE: 1:3 SHEET SIZE A3 Sheet2/3
1 2 3 4 ORIGINAL DESIGN: P.A.S 8/10/1999 SIGN.: MACHINED SURFACE FINISH: Ra μm DWG No: HJ29206000 REV: Q
1 2 3 4 5 6 7 8
A B C D E F G Item Kit Part Number Product Description Drawing
B1 A HJ29206005 STEERING ASSEMBLY (PORT AND CENTER) HJ29206000
A B HJ29206025 STEERING ASSEMBLY (STARBOARD) HJ29206000 A
C 111522 NOZZLE PIVOT KIT 292 JT (FROM SERIAL NUMBER 001) HJ29206000
D 111512 NOZZLE KIT HJ29206000
E 111513 HOUSING KIT HJ29206000
F 111343 STEERING SHAFT BUSH KIT HJ32206000
G 111235 STEERING KIT FOR HJ292 HJ29206000
A1 D1 G1 1 110951 NOZZLE JT STEERING 110951
A1 E1 G1 2 109238 NOZZLE HOUSING (JT STEERING) 109238
A1 G1 3 109239 NOZZLE INSERT 109239
B A1 G1 4 109240 STEERING ARM 109240 B
A1 G1 5 109706 DEFLECTOR BUSH STST (JT STEERING) 102961
A2 C2 D2 E2 G2 6.1 111479-1 THRUST WASHER STEERING PIVOT (2.5mm) 111479
A2 C2 D2 G2 7 111483 SLEEVE FOR STEERING PIVOT BUSH 111483
A2 C2 G2 8 111481 PIVOT PIN JT STEERING 111481
A2 C2 E2 G2 9 105139 (WASHER) SPECIAL 54mm OD x30.5mm ID x1.2mm THICK SS316 105139
A1 D1 G1 10 203124 ANODE (ALUMINIUM) 203124 Q
A2 D2 G2 11 30661 (STUDS) METRIC SS316 M8x51 (16/16) 30647 STARBOARD JETS
C A2 D2 G2 12 201309 (NUTS) (HEX) METRIC SS316 M8 N/A
HJ292 06 025 C
A2 D2 G2 13 201394 (WASHERS) (SPRING) METRIC SS316 M8 N/A
A6 E6 G6 14 206680 (STUDS) METRIC SS316 M10x51 (22/22) 30637
A8 E6 G6 15 201310 (NUTS) (HEX) METRIC SS316 M10 N/A
A8 E6 G6 16 201395 (WASHERS) (SPRING) METRIC SS316 M10 N/A
A2 D2 G2 17 108188 (STUDS) METRIC SS316 M12x52 (17/24) 30639
A2 G2 18 201311 (NUTS) (HEX) (METRIC) SS316 M12 N/A
A2 G2 19 201396 (WASHERS) (SPRING) METRIC SS316 M12 N/A
A1 20 109241 STEERING CRANK 109241
A2 21 102834 COTTER 102834
A2 22 102993 (WASHERS) SPECIAL Ø25mm x 11mm ID x 3mm THICK 102993
D D
A1 23 111203 STEERING SHAFT (JT) 106973
A1 24 111344 TILLER 111277
A1 F1 25 61353 (SEAL) SCRAPER RING-WYCLIP N/A
A1 26 111123 STEERING BUSH & SEAL HOUSING 111123
A1 F1 27 61362 (OIL SEALS) 25x42x7 (#GACO DPSM 25427) C/W SS SPRING N/A
A1 28 111138 SLEEVE FOR STEERING SHAFT BUSH 111138
A2 D2 G2 29 111332 LIP SEAL 111332
A4 D4 G4 30 201214 (SCREWS) (M/C SCREWS) METRIC HEX HD SS316 M6x25 N/A
A4 D4 G4 31 201392 (WASHERS) (SPRING) (METRIC) SS316 M6 6.3x11.3x1.5 N/A
A4 D4 G4 32 201382 (WASHERS) (FLAT) (METRIC) 6.4x12.5x1 SS316 M6 N/A
E A6 E6 G6 33 201384 (WASHERS) (FLAT) METRIC SS316 M10x21x1.2 N/A
E
A2 C2 D2 G2 34 111480 PIVOT BUSH FOR STEERING 111480
PORT AND CENTRE JETS
A2 F2 35 111124 STEERING SHAFT BUSH 111124 HJ292 06 005
A2 G2 36 201385 (WASHERS) (FLAT) (METRIC) SS316 M12 N/A
A1 37 201246 (SCREWS) (SET SOCKET HD) METRIC SS316 M8x16 N/A


STEERING ASSEMBLY
FOR
F FINISHED WEIGHT: [kg]
HJ292
DESIGN CHECK: S.K. 18/04/2016 SIGN.: ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE: 292
DOCUMENT CHECK: S.K. 18/04/2016 SIGN.: UNTOLERANCED DIMENSIONS & SURFACE FINISH SCALE: 1:3 SHEET SIZE A3 Sheet3/3
1 2 3 4 ORIGINAL DESIGN: P.A.S 8/10/1999 SIGN.: MACHINED SURFACE FINISH: Ra µm DWG No: HJ29206000 REV: Q
Q 24417
REVISION: ECN: MATERIAL:
REVERSE ASSEMBLY
ITEM 30 - 112657 (ZINC ANODE) REPLACED
WITH 203131 (ALUMINIUM ANODE)
STANDARD:
FOR
ADDITIONAL SHEET ADDED
MAT CERT REQ:
FINISHED WEIGHT:
TRACEABILITY REQ:
HJ292
DESIGN CHECK: S.K 18.04.16 SIGN. ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE HJ292
DRAWING REVISION: J.S.R 07.04.16 SIGN. REMOVE ALL SHARP EDGES AND BURRS DRAWN TO HAMJET 085195 PROJECTION:
DOCUMENT CHECK: S.K 18.04.16 SIGN.

UNTOLERANCED DIMENSIONS & SURFACE FINISH
SCALE: SHEET SIZE: A3 Sht 1 of 3
GENERAL: HOLES: ANGULAR:
ORIGINAL DESIGN: P.S 05.10.99 SIGN. MACHINED SURFACE FINISH:
DWG No:
HJ292 07 001 REV:
Q

REVERSE ASSEMBLY
SEE SHEET 1 FOR DETAILS STANDARD:
FOR
MAT CERT REQ:
FINISHED WEIGHT:
TRACEABILITY REQ:
HJ292
DESIGN CHECK: SIGN. ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE HJ292
DRAWING REVISION: SIGN. REMOVE ALL SHARP EDGES AND BURRS DRAWN TO HAMJET 085195 PROJECTION:
DOCUMENT CHECK: SIGN.

ORIGINAL DESIGN: SIGN. MACHINED SURFACE FINISH:
DWG No:
HJ292 07 001 REV:
Q

REVERSE ASSEMBLY
SEE SHEET 1 FOR DETAILS STANDARD:
FOR
MAT CERT REQ:
FINISHED WEIGHT:
TRACEABILITY REQ:
HJ292
DESIGN CHECK: SIGN. ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE HJ292
DRAWING REVISION: SIGN. REMOVE ALL SHARP EDGES AND BURRS DRAWN TO HAMJET 085195 PROJECTION:
DOCUMENT CHECK: SIGN.

ORIGINAL DESIGN: SIGN. MACHINED SURFACE FINISH:
DWG No:
HJ292 07 001 REV:
Q
1 2 3 4 5 6 7 8
A A
B B
2 3
C C
1 4 FILL CAVITY WITH

RTV ON ASSY
D D
E E
C. W. F. Hamilton & Co. Ltd This print is provided on a restricted basis and is not to be used
A
CHANGE HISTORY MANUFACTURING INFORMATION DRAWING INFORMATION
A Item Kit PartNumber ProductDescription DrawingNbr BLANKING PLUG for

HJ29207002
LATEST AMENDMENT: MATERIAL:

A - REDRAWN IN SOLIDWORKS
A HJ29207002 BLANKING PLUGS for REVERSE CYLINDER HJ292 HJ29207002 STANDARD:
REVERSE CYLINDER
A2 1 111315 BLANKING PLUG FOR REVERSE CYLINDER 111315
F No No
A1 2 201144 (BOLTS) (METRIC) ST ST 316 M10x50 N/A MAT. CERT REQ.: TRACEABILITY REQ.:
JET / CONTROL TYPE: 292
WEIGHT; CAST [kg]: MACHINED [kg]:
J.S.R. 13/12/2010 CL651
A1 3 201331 (NUTS) (METRIC NYLOC ST ST 316) M10 N/A AMENDED BY: ECN:
DRAWN TO HAMJET 085195 PROJECTION:
DWG No
S.K. 13/12/2010 ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED

A1 4 201415 NEUT-CURE RTV SILICONE 75G N/A AMENDMENT REVIEW:
UNTOLERANCED DIMENSIONS & SURFACE FINISH 1:4 A3 Sheet1/1

DESIGNED BY: P.A.S 25/01/2000 ECN: SCALE: SHEET SIZE
GENERAL: +/- 0.5 HOLES : +/- 0.2 ANGULAR: +/- 0.5
1 2 3 4 DESIGN REVIEW: P.A.S 25/01/2000 MACHINED SURFACE FINISH: Ra 6.3 μm DWG No.: HJ29207002 REV: A
1 2 3 4 5 6 7 8
A
A A
B B
1
3 4 5
B
C SECTION A-A C
SCALE 1 : 4
D D
E E
ISOMETRIC VIEW
ON DETAIL B
A
A Item Kit PartNumber ProductDescription DrawingNbr CHANGE HISTORY MANUFACTURING INFORMATION DRAWING INFORMATION
A HJ29209001 SCREEN RAKE BLANKING PLUGS HJ29209001 N/A SCREEN RAKE

HJ29209001

A2 1 105921 RAKE BLANKING PLUG 105921 STANDARD:
BLANKING PLUGS
A2 2 200967 (O RINGS) IMPERIAL 0.13x1.44x1.69 (221N70) N/A
F No No
A4 3 201310 (NUTS) (METRIC ST ST 316) M10 N/A MAT. CERT REQ.:
WEIGHT; CAST [kg]:
TRACEABILITY REQ.:
MACHINED [kg]:
AMENDED BY: J.S.R. 20/12/2010 ECN: CL654
A4 4 201395 (WASHERS) (SPRING) METRIC ST ST 316 M10 N/A DRAWN TO HAMJET 085195 PROJECTION:
DWG No
AMENDMENT REVIEW: S.K. 20/12/2010 ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED
A4 5 REF 201281 (STUDS) METRIC (316-STST) M10x50 (15/26) 30637 DESIGNED BY: P.A.S 18/10/1999 ECN: UNTOLERANCED DIMENSIONS & SURFACE FINISH SCALE: 1:5 SHEET SIZE A3 Sheet1/2
1 2 3 4 5 6 7 8
A A
B B
2
C 3 4 C
1
3 4
D D
E 5 E
A
N/A SCREEN RAKE

HJ29209001

STANDARD:
BLANKING PLUGS
F MAT. CERT REQ.: No TRACEABILITY REQ.: No
DWG No

1 2 3 4 5 6 7 8
A Item Kit PartNumber ProductDescription DrawingNbr
A HJ29209002 SCREEN RAKE ASSEMBLY HJ29209002
A A
A1 1 102364 SPRING TENSION 316 STST 102364
A1 2 103637 (WASHER) SPECIAL 8mm (AB2) 103637
A1 3 110861 SCREEN RAKE BEARINGSTARBOARD 110861
A1 4 110860 SCREEN RAKE BEARINGPORT 110860
A1 5 111242 SCREEN RAKE WELDED ASSEMBLY 111242
A1 6 201142 (BOLTS) (METRIC) ST ST 316 M10x40 N/A
B A1 7 105931 COTTER 105931 B
A1 8 106274 RAKE ACTUATOR 106274
A1 9 200965 (O RINGS) IMPERIAL 0.13"x1.0"x11/4" (214N70) N/A
A2 10 200967 (O RINGS) IMPERIAL 0.13x1.44x1.69 (221N70) N/A
A2 11 200917 (GREASE) NIPPLES 1/8"BSP STAINLESS N/A
A1 12 201309 (NUTS) (METRIC ST ST 316) M8 N/A
A5 13 201310 (NUTS) (METRIC ST ST 316) M10 N/A
A1 14 201394 (WASHERS) (SPRING) METRIC ST ST 316 M8 N/A
A4 15 201395 (WASHERS) (SPRING) METRIC ST ST 316 M10 N/A
C A4 16 REF 201281 (STUDS) METRIC (316STST) M10x50 (15/26) 30637 C
1
10 4 11 13 15 16
C 6 13
3
D USE LOCTITE 243 ON 6 D
E 2 12 14 8 9 10 5
E
C
N/A SCREEN RAKE ASSEMBLY

HJ29209002

C  ITEM 6 WAS 201228 AND
ITEM 16 (FLAT WASHER) REMOVED FROM BOM STANDARD:
F B  REDRAWN IN SOLIDWORKS
MAT. CERT REQ.: No TRACEABILITY REQ.: No
DWG No

GENERAL: +/ n/a HOLES : +/ 0.2 ANGULAR: +/ 0.5
1 2 3 4 DESIGN REVIEW: P.A.S 18/10/1999 MACHINED SURFACE FINISH: Ra n/a m DWG No.: HJ29209002 REV: C
1 2 3 4 5 6 7 8
A A A
B B
C C
D D
SECTION AA
SCALE 1 : 4
E E
C
N/A SCREEN RAKE ASSEMBLY

HJ29209002

C  ITEM 6 WAS 201228 AND
ITEM 16 (FLAT WASHER) REMOVED FROM BOM STANDARD:
F B  REDRAWN IN SOLIDWORKS
No No
DETAIL B MAT. CERT REQ.: TRACEABILITY REQ.:
SCALE 1 : 4
DWG No

GENERAL:+/ n/a HOLES : +/ 0.2 ANGULAR: +/ 0.5
1 2 3 4 DESIGN REVIEW: P.A.S 18/10/1999 MACHINED SURFACE FINISH: Ra n/a m DWG No.: HJ29209002 REV: C
1 2 3 4 5 6 7 8
A A
1
5 5
18
4
B B
D
20
19
C C
D D
E E
F
TOOL KIT
HJ29211000

F - REDRAWN IN SOLIDWORKS
STANDARD:
F 20
MAT. CERT REQ.: No TRACEABILITY REQ.: No
DWG No

1 2 3 4 DESIGN REVIEW: R.J.L 4/10/2004 MACHINED SURFACE FINISH: Ra 6.3 μm DWG No.: HJ29211000 REV: F
1 2 3 4 5 6 7 8
15 8
2.3
A A
12
3.1 17.3
16
2.1 17.1
B B
9.3 11.2
14
3.3
9.4 11.3
C C
KIT C - 111028
7.2 11.3 8
KIT A - 104752 2.1
15
7.1 9.1 11.1
12
2.2 17.4
D D
9.2 16
9.3 11.2
17.2
3.3
13
E E
3.2
KIT D - 203277
F
KIT B - 111007 TOOL KIT

HJ29211000

STANDARD:

DWG No

1 2 3 4 5 6 7 8
14
11.3 9.4 15
A A
2.3
3.2
A B C D E Item Kit PartNumber ProductDescription DrawingNbr
HJ29211000 MAINTENANCE TOOLS (GENERAL GROUPINGS) HJ29211000
A 104752 SERVICE TOOLS KIT (ELBE 0.115 & GWB) HJ29111000
B 111007 SERVICE TOOLS KIT (AQUADRIVE 20600 & CV42) HJ29111000
C 111028 SERVICE TOOLS KIT (AQUADRIVE 20400) HJ29111000
B 12 D 203277 SERVICE TOOLS KIT (AQUADRIVE 20300) HJ29111000 B
11.3 7.2 E 203286 SERVICE TOOLS KIT (HARDY SPICER 1600) HJ29111000
A1 B1 C1 D1 E1 1 104689 IMPELLER PULLER 104689
16 A1 D1 2.1 104917 TORQUE ARM (ELBE 0.115) 104917
B1 2.2 110795 TORQUE ARM (AQUADRIVE 20600-CV32-CV42 COUPLING) 110795
C1 E1 2.3 105797 TORQUE ARM 105797
A1 3.1 112456 MULTI SCREW COUPLING PULLER FOR VARIOUS JETS 112456
B1 E1 3.2 112407 MULTI SCREW COUPLING PULLER FOR VARIOUS JETS 112407
C1 D1 3.3 104918 COUPLING PULLER 104918
A1 B1 C1 D1 E1 4 201102 BOLT HEX M24x75 GR88 ZP N/A
A1 B1 C1 D1 E1 5 201412 (SOCKETS) TOOLS A/F 50mm 3/4" SQ. DRIVE (SOCKET) N/A
C A1 B1 C1 D1 E1 6 201448 (SKF) SPANNERS HN10 N/A
C
17.5 D2 7.1 201292 (NUTS) (IMPERIAL MILD STEEL) (ZP) 3/8"UNC N/A
A4 E4 7.2 201309 (NUTS) (METRIC ST ST 316) M8 N/A
C1 D1 8 201107 (BOLTS) (METRIC) MILD STEEL H/TENSILE GR88 (ZP) M20x60 N/A
KIT E - 203286 D2 9.1 201093 (BOLTS) (IMPERIAL) MILD STEEL 3/8"UNCx2.0" HT (ZP) N/A
B3 9.2 201162 (BOLTS) (METRIC) ST ST 316 M16x65 N/A
C3 D3 9.3 201103 (BOLTS) (METRIC) MILD STEEL H/TENSILE GR88 (ZP) M12x50 N/A
A4 E4 9.4 201225 (SCREWS) (M/C SCREWS) METRIC ST ST 316 HEX HD M8x70 N/A
A1 B1 C1 D1 E1 10 063625 (JET) PACKAGING CARTON 278x278x170 N/A
D2 11.1 201384 (WASHERS) (FLAT) METRIC ST ST 316 M10x21x1.2 N/A
D C3 D3 11.2 201385 (WASHERS) (FLAT) METRIC ST ST 316 M12x24x1.6 N/A D
A8 E8 11.3 201383 WASHER FLAT M8x16x1.2 SS316 N/A
A1 B1 E1 12 112408 FORCING BAR FOR MULTI SCREW COUPLING PULLER 112408
B1 13 112409 38mm FORCING BAR SPACER FOR AQUADRIVE COUPLING 112408
A1 E1 14 112410 15mm FORCING BAR SPACER FOR MULTI SCREW COUPLING 112408
A8 B8 E8 15 030855 (SCREWS) (CAPSCREWS) 10.9 ALLOY STEEL Socket Hd M12x55 N/A
A1 B1 E1 16 201262 (SCREWS) (CAPSCREWS) METRIC ST ST 316 Socket Hd M6x20 N/A
A1 17.1 REF 110585 COUPLING WITH MICRO-V PULLEY (ELBE 0.115) 110585
B1 17.2 REF 202785 COUPLING MICRO-V PULLEY (AQUADRIVE CV42) 202785
C1 17.3 REF 110931 COUPLING WITH MICRO-V PULLEY (AQUADRIVE 20400) 110931
E D1 17.4 REF 110927 COUPLING WITH MICRO-V PULLEY (AQUADRIVE 20300) 110927 E
E1 17.5 REF 110587 COUPLING WITH MICRO-V PULLEY (HARDY SPICER 1600) 110587
A1 B1 C1 D1 E1 18 REF 104619 COUPLING NUT AB2 104619
A1 B1 C1 D1 E1 19 REF 112291 IMPELLER NUT AB2 112291
A1 B1 C1 D1 E1 20 REF 063937 (SKF) NUTS SPECIAL KMT 10 063937
F
TOOL KIT
HJ29211000

STANDARD:

DWG No

A 24210
ANODE LOCATION
NEW DRAWING STANDARD:
FOR
MAT CERT REQ:
FINISHED WEIGHT:
TRACEABILITY REQ:
HJ292 - ALUMINIUM
DESIGN CHECK: S.K 22.02.16 SIGN. ALL DIMENSIONS IN [mm] UNLESS OTHERWISE SPECIFIED JET / CONTROL TYPE HJ292
DRAWING REVISION: J.S.R 16.02.16 SIGN. REMOVE ALL SHARP EDGES AND BURRS DRAWN TO HAMJET 085195 PROJECTION:
DOCUMENT CHECK: S.K 22.02.16 SIGN.

ORIGINAL DESIGN: J.S.R 16.02.16 SIGN. MACHINED SURFACE FINISH:
DWG No:
HJ292 13 003 REV:
A
A B C D E
F Item Kit Part Number Product Description Drawing
A 065153 SENTRY CORROSION MONITOR KIT (SINGLE ZONE GRP HULL) HM00013001
B 065316 SENTRY CORROSION MONITOR KIT (SINGLE ZONE ALUMINIUM HULL) HM00013001
C 065317 SENTRY CORROSION MONITOR KIT (SINGLE ZONE STEEL HULL) HM00013001
D 209812 SENTRY CORROSION MONITOR KIT LOGGING VERSION FOR GRP HULLS HM00013001
E 209811 SENTRY CORROSION MONITOR KIT LOGGING VERSION FOR ALUMINUM HULLS HM00013001
F 209813 SENTRY CORROSION MONITOR KIT LOGGING VERSION FOR STEEL HULLS HM00013001
A1 B1 C1 1.1 065154 SENTRY CORROSION MONITOR 1 ZONE (SN-01) HM00013001
D1 E1 F1 1.2 209815 SENTRY CORROSION MONITOR LOGGING VERSION (SN-03L-K2000) HM00013001
A1 D1 2 065155 REFERENCE ELECTRODE GRP (REF-SKN-ZNK) HM00013001
B1 E1 3 065318 REFERENCE ELECTRODE ALUMINUIM HULL (REF-COM-AL-ZN) HM00013001
C1 F1 4 065319 REFERENCE ELECTRODE STEEL HULL (REF-COM-ST-ZN) HM00013001
D E F 5 REF 210814 CORROSION LOGGER CABLE HM00013001
B C E F 6 REF 210823 REFERENCE ELECTRODE (SPARE ZINC ELECTRODE WITH WIRE) FOR AL OR STEEL HULL HM00013001
A D 7 REF 210926 REFERENCE ELECTRODE (SPARE ZINC ELECTRODE WITH WIRE) FOR GRP HULL HM00013001
1 2 3 4 5 6 7 8
A FACTORY IMPELLER LEADING EDGE DRESSING IMPELLER TRAILING EDGE DRESSING A

NOTE: ONLY REQUIRED FOR TRIMMED IMPELLERS
D1
FRONT (SUCTION) INCORRECT
B B
BLEND SMOOTHLY BACK TO
D2 REAR (PRESSURE) ORIGINAL BLADE SURFACE
OVER LENGTH È' SUCH
THAT: E = 10 x R
DRESS REAR (PRESSURE) SIDE
DRESS THE SQUARE EDGE OF THE ONLY, TO WIDTH 'G'.
IMPELLER BLADE LEADING EDGE BACK,
'
È
AND SHARPEN BLADE AS SHOWN,
TO RADIUS GIVEN BELOW IN TABLE 1.
C C
`R'
AT THE BLADE-HUB INTERFACE,
BLEND THE LE RADIUS INTO
THE BLADE-HUB RADIUS. ENSURE BURRS ARE REMOVED
BREAK SHARP EDGES
`G'
CHAMFER OR RADIUS 0.5 MAX
D T.E. WIDTH D
JET MODELS
`G' mm
2 212 213
2.5 241
TABLE 1: LEADING EDGE RADIUS 3 274 292 HTX30 322 362 364 M
DRESS TO THICKNESS `t'. 4 391 403

SMOOTH TO RADIUS `r' AT LEADING
E EDGE, FROM MID-BLADE HEIGHT TO OD.
4 FIRST TRIM IMPELLERS IF `G' LESS THAN 5 E
NOTE: AFTER SHARPENING & DRESSING BLADES IMPELLER MUST BE BALANCED.
`r'
`t'
REFER TO DRAWING 82207 FOR HM AND HT JETS
THICKNESS RADIUS D1 (MIN) D2 (MIN)

JET MODELS HJ IMPELLER BLADE DRESSING INSTRUCTIONS & BALANCING INFO
`t' MAX `r' MAX OD HUB OD HUB DOCUMENT TITLE
M 29760
F 1.7 0.85 25 15 20 10 212-322 & HTX30 M
HTX30 ADDED TO SHEET 1 TABLES. HTX30 BALANCE LIMIT AND MAX TEST WEIGHT ADDED TO SHEET 2. NOTE
ADDED TO SHEET 2 TO CLARIFY THE BALANCE WEIGHT.
A3
2.0 1.0 35 20 25 12.5 364-403 B.DOA 13-11-2018
REVISED:
0.5 0.2 0.5
DOCUMENT REVIEW: I.HUN 13-11-2018 6.3 SCALE: N.T.S.
ENGINEERING REVIEW: I.HUN 13-11-2018 DRAWN TO HAMJET 085195 SHEET 1/5
1 2 3 4 5 82206 M
1 2 3 4 5 6 7 8
A A
B `x' B
ANY BALANCE WEIGHTS REQUIRED ARE TO BE
POSITIONED CLEAR OF MACHINED RECESS.
BALANCE LIMIT MAX TEST WEIGHT FOR IMPELLERS WITH NO MACHINED RECESS
JET MODEL
(g.cm)* @ OD (g) MINIMUM DIMENSION `X' IS 12mm.
212 TURBO 11 2.0

212 22 2.0 MACHINED RECESS
213 22 2.0
C 241 TURBO 24 2.0 C
241 24 2.0
273 46 3.4
274 46 3.4
291 50 3.4
292 50 3.4
D HTX30 60 3.4 M D
322 96 6.0
362/364 110 6.0
391/403 220 11.0
BALANCE LIMIT TABLE BALANCE WEIGHT POSITION
REFER TO 85182 FOR BALANCING PROCEDURE

E E
*NOTE: BALANCE LIMIT IS NOT THE MAXIMUM ALLOWABLE

HJ IMPELLER BLADE DRESSING INSTRUCTIONS & BALANCING INFO
BALANCE WEIGHT THAT CAN BE ADDED. IT IS THE DOCUMENT TITLE
M 29760
F ECCENTRICITY BALANCE CRITERION TO BE ACHIEVED M HTX30 ADDED TO SHEET 1 TABLES. HTX30 BALANCE LIMIT AND MAX TEST WEIGHT ADDED TO SHEET 2. NOTE
AND CAN BE USED IN DYNAMIC BALANCING. REVISED: B.DOA 13-11-2018
0.5 0.2 0.5
A3
BALANCE LIMIT = MAX TEST WEIGHT X IMPELLER RADIUS DOCUMENT REVIEW:
ENGINEERING REVIEW:
I.HUN
I.HUN
13-11-2018
13-11-2018 DRAWN TO HAMJET 085195
6.3 SCALE:
SHEET 2/5
N.T.S.
1 2 3 4 5 82206 M
1 2 3 4 5 6 7 8
60°
A A
REPAIR OF SURFACE DEFECTS ON STAINLESS STEEL IMPELLERS.
1. SURFACE DEFECTS IN BLADES.

(A) SHALLOW PITS UP TO A MAXIMUM DEPTH OF 0.5mm ARE TO BE WELD
REPAIRED AND GROUND BACK FLUSH TO ADJACENT SURFACE.
R3
(B) BLADE THICKNESS MAY BE REDUCED LOCALLY BY UP TO 0.5mm
B B
FOR THE PURPOSE OF GRINDING OUT INCLUSIONS OR OTHER
SURFACE FLAWS.
(C) WHERE THE SURFACE DEFECT IS GREATER THAN 0.5mm DEEP, THE
DEFECT IS TO BE GROUND OUT TO CLEAN METAL, AS SHOWN,
REPAIRED BY WELDING AND GROUND BACK FLUSH TO ADJACENT
SURFACE.
(D) THE SURFACE ROUGHNESS IS TO BE Ra 3.2um (N8) OR BETTER

C AFTER FETTLING. C
(E) THE FILLET IS DEFINED AS PART OF BLADE.
2. SURFACE DEFECTS IN THE HUB.

THESE ARE TO BE TREATED THE SAME AS BLADE DEFECTS EXCEPT
THAT FOR INSTRUCTIONS (A), (B) AND (C) A MAXIMUM DEPTH OF
1mm IS ALLOWED INSTEAD OF 0.5mm.
D THE SURFACE ROUGHNESS IS TO BE Ra 6.3um (N9) OR BETTER NO SURFACE DEFECTS ALLOWED D

AFTER FETTLING. (APPROX 12 OF ROOT LENGTH FROM
L.E & MAXIMUM DOUBLE THE FILLET
HEIGHT.) ON SIDE.
IF ANY DOUBT CONTACT TECHNICAL
SERVICES.
E E
DOCUMENT TITLE HJ IMPELLER BLADE DRESSING INSTRUCTIONS & BALANCING INFO

M 29760
F HTX30 ADDED TO SHEET 1 TABLES. HTX30 BALANCE LIMIT AND MAX TEST WEIGHT ADDED TO SHEET 2. NOTE
REVISED: B.DOA 13-11-2018 A3
0.5 0.2 0.5
1 2 3 4 5 82206 M
1 2 3 4 5 6 7 8
A A
CUSTOMER IMPELLER LEADING EDGE DRESSING

B B
INCORRECT
DRESS BOTH SIDES
SMOOTHLY BACK.
FRONT
GRIND DENTS OUT OF
BLADE LEADING EDGE
SMOOTH RADIUS
C REFER TO TABLE 1 REAR C
INCORRECT
D D
E E
IMPELLER SHARPENING
THE LEADING EDGES OF THE IMPELLER MAY TEND TO BECOME "BLUNT" AFTER A PERIOD OF
TIME WITH THE ACTION OF SMALL SOLID PARTICLES IN THE WATER. THE PERFORMANCE OF THE
IMPELLER MAY DROP AS A RESULT.
ANY TIME THE INSPECTION COVER IS REMOVED, THE LEADING EDGE OF THE BLADES SHOULD
BE INSPECTED FOR WEAR. IF BADLY WORN, REMOVE THE IMPELLER (SEE MANUAL ON DOCUMENT TITLE HJ IMPELLER BLADE DRESSING INSTRUCTIONS & BALANCING INFO
DISMANTLING JET UNIT) AND SHARPEN AS SHOWN ABOVE. M 29760
BOTH FRONT AND REAR SURFACES TO BE SMOOTH UNIFORM CURVES. ANY FLAT AREAS WILL REVISED: B.DOA 13-11-2018 A3
0.5 0.2 0.5
REDUCE EFFICIENCY AND CAUSE CAVITATION. DOCUMENT REVIEW: I.HUN 13-11-2018 6.3 SCALE: N.T.S.
1 2 3 4 5 82206 M
1 2 3 4 5 6 7 8
A IDENTIFICATION PROCESS A
IMPELLER SERIAL (CAST IMPELLER PART NUMBER

B IDENTIFICATION) NUMBER TO BE AND TYPE TO BE
B
LOCATED BETWEEN BLADES. LOCATED BETWEEN
NUMBERS TO BE TRANSFERRED IF BLADES.
FETTLED AWAY.
C C
D D
IMPELLER AS CAST TYPE TO

BE LOCATED ON NOSE
AFTER RISER HAS BEEN CUT
E AFTER CASTING OFF. AFTER MACHINING E
DOCUMENT TITLE HJ IMPELLER BLADE DRESSING INSTRUCTIONS & BALANCING INFO

M 29760
REVISED: B.DOA 13-11-2018 A3
0.5 0.2 0.5
1 2 3 4 5 82206 M
Item No Item Description Task
1 Transom Pushrod Gland Grease every 3 months
2 Thrust Bearing Grease every 100 hours. It is preferable that mainshaft is turning when adding grease
3 Hydraulic Power Unit Filter Change Filter after first 5 hrs then every 1000 hrs of running
4 Hydraulic Power Unit Oil Level Check oil level Daily. Change after first 10 to 50 hrs then every 1000 hrs of running
5 HRSC Tie Rod Ends Grease every 3 months
6 Sreen Rake Grease every 3 months
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, the United Kingdom and Singapore.
This network is further enhanced by authorised factory trained distributors in over 50 locations worldwide to pro-
vide 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.com Internet: http://www.hamiltonjet.com
HamiltonJet Americas HamiltonJet Asia
Hamilton Jet Inc. Hamilton Jet Pte Ltd

14680 N.E. North Woodinville Way 1 Toh Tuck Link #04-01
Suite 100 Singapore 596222
Woodinville, WA 98072 Phone: +65 656 72202
Phone: +1 425 527 3000 Fax: +65 656 74788
Toll Free: 800 423 3509 Email hamiltonjet.asia@hamjet.co.nz
Fax: +1 425 527 9188 Internet: http://www.hamiltonjet.com
Email: marketing@hamiltonjet.com
Internet: http://www.hamiltonjet.com
Members of the C.W.F. Hamilton Group

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HJ292 Product Manual

1 - Introduction _______________________________________________________ 1-1

2 - Product Description ______________________________________________ 2-1

3 - Design Basics ______________________________________________________ 3-1

4 - Precautions Against Corrosion _________________________________ 4-1

6 - Commissioning ____________________________________________________ 6-1

8 - Maintenance _______________________________________________________ 8-1

10 - Appendix _______________________________________________________ 10-1

11 - Technical Drawings ___________________________________________ 11-1

Limited warranty ................................................................................................................... 1-1

Warranty and ownership registration form

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

Commissioning / In service Date

Office Use Only

General safety notice

Multipurpose marine grade 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

Figure 1: Hamilton Quinnant Jet, Circa 1953

Coupling and driveshaft

Dry run kit (optional extra)

Overflow preventer/hatch extension (optional extra)

Figure 2: Jet unit, main components

Propulsion system design ...................................................................................................... 3-1

Propulsion system design

Figure 3: Loads on hull

HJ292 maximum hull reaction forces

Your force = Kpr x listed force

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

Requirements of the driveline

Figure 7: Driveline components

Misalignment absorbing coupling

Double element torsionally flexible coupling

Figure 8: Double element torsionally flexible coupling

Torsionally flexible couplings (TFC)

Follow the manufacturer's recommendations regarding installation and alignment.

A double jointed coupling is required.

Double element, non torsionally flexible couplings

Long drive shafts

Universal driveshaft alignment

Figure 9: 'W' configuration driveshaft

θ1 and θ2 must be equal

Figure 10: 'Z' configuration driveshaft

θ1 and θ2 must be equal

Jet coupling flange details

Figure 11: Mainshaft dimensions

HJ292 mainshaft dimensions

HJ292 moments of inertia table

3 Impeller Type 10 to 12.5 (4 Blade) 9.18 0.067

Critical speed of mainshaft

Jet mainshaft alignment

Figure 12: Jet mainshaft alignment

Hull deadrise angle Mainshaft angle relative to keel